CN102216131B - 设有驱动系的车辆 - Google Patents

设有驱动系的车辆 Download PDF

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Publication number
CN102216131B
CN102216131B CN2009801452817A CN200980145281A CN102216131B CN 102216131 B CN102216131 B CN 102216131B CN 2009801452817 A CN2009801452817 A CN 2009801452817A CN 200980145281 A CN200980145281 A CN 200980145281A CN 102216131 B CN102216131 B CN 102216131B
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vehicle
unit
interface
drive
energy
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CN102216131A (zh
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M·莱布兰特
R·纳约尔克
S·许佩克斯
R·纳斯达尔
W·布林斯
H·施米茨
L·卡特尔
S·克尼斯布格斯
I·施泰因贝格
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Getrag Ford Transmissions GmbH
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Getrag Ford Transmissions GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
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    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Abstract

本发明涉及一种设有驱动系的车辆，该驱动系具有至少一个第一发动机及一个车轮，其中，能通过该驱动系使转矩由该第一发动机传递到该车轮上，其中，该驱动系的至少一个第一单元与一个接口连接，通过该接口可实现该单元简单且快速的互换性，其中，该接口被设计用于与一个不同于该第一单元的第二单元连接，其中，这两个单元被设计用于储存电能、将与化学有关联的能量转换成转动能量、将电能转换成转动能量和/或将转动能量转换成电能。

Description

设有驱动系的车辆
技术领域
本发明涉及设有一个驱动系的车辆，该驱动系具有至少一个第一发动机及一个车轮，其中通过该驱动系使转矩由第一发动机传递到车轮上及其中驱动系的至少一个第一单元与一个接口连接，通过该接口可实现该单元简单且快速的互换性。
背景技术
由现有技术公知了一种车辆，其中第一发动机被构成电机，一个已放电的用于存储电能的蓄电池的通过接口可快速且简单地被一个充完电的蓄电池更换。由此可避免车辆的长停用时间，否则需要通过一个外部电源对安装在车辆中的蓄电池充电。
尽管蓄电池的简单且快速的可更换性提供一个可能性，即由电机驱动的车辆无长停用时间地提高了工作范围，然而还存在这样的需要：对车辆作进一步开发，以使得它在工作范围、行驶舒适性和/或能量输入方面更具有优势。
发明内容
本发明所基于的该任务将通过根据权利要求1的特征的组合来解决。其有利的实施例可由从属权利要求中得到。
根据权利要求1该车辆的特征在于：所述接口被设计成可与一个不同于第一单元的第二单元连接，其中这两个单元被设计成储存电能、将与化学有关联的能量转换成转动能量、将电能转换成转动能量和/或转动能量转换成电能。这里第一单元不同于第二单元。
例如第一单元可为一个蓄电池，而第二单元包括用于产生转动能量的一个机器。该机器例如可为内燃机或电机。
如果车辆例如具有电机作为第一发动机，则存在这样的可能性，即通过接口使蓄电池或第二单元与车辆或与驱动系连接，以便例如通过第二单元的装入来提供更多的驱动功率。并且通过用包括内燃机的第二单元来更换蓄电池可提高车辆的工作范围。
如果我们例如从该实施例-其中可通过接口一方面使蓄电池及另一方面使内燃机耦合到驱动系上-出发，则该接口最好包括一个用于传递电能的连接端或一个用于传递转动能量的连接端。在此情况下内燃机可直接地与驱动系耦合，即内燃机通过驱动系直接地将转矩输出到车轮上。但也存在这样的可能性，即第二单元包括一个发电机，该发电机由内燃机驱动。在此情况下足以的是，接口仅具有一个用于传递电能的接口-可能的其它辅助接口除外，通过该接口可或由蓄电池传送电流或由发电机传送电流。
第二单元可具有一个燃料电池及一个电机。
最好第一单元及第二单元彼此这样地不同，即第一单元被设计来仅存储、输出和/或接收电能，而第二单元将与化学相关联的能量转换成转动能量，例如内燃机即为此情况，在此情况下它将燃料中所包含的能量转换成热并再转换成转动能量。但第一与第二单元的区别也可仅限于在：在第一单元中例如将电能转换成转动能量，而在第二单元中将所述与化学相关联的能量转换成转动能量。并且第一与第二单元的区别也可在于：第一单元仅开辟这样的可能性，即通过内燃机将与化学相关联的能量转换成转动能量，而第二单元除该内燃机外还具有一个发电机，通过该发电机将转动能量-该转动能量无论来自内燃机或来自驱动系中的其它能源-转换成电能。
两个单元之一或这两个单元也可包括一个燃料箱及一个废气装置，以致该相应的单元被看作自给自足的单元，它仅通过用于传送转动能量的连接端耦合到车辆或驱动系上。但接口也可这样来构成，即它允许输送燃料，以致燃料箱与相应的单元可以分开。这在其意义上同样适用于废气装置。这里也可考虑：接口包括一个连接端，通过它使相应单元的废气导向一个固定地安装在车辆中的废气装置。
最好第一单元及第二单元可全自动地与接口耦合。合乎目的地这些单元也可全自动地与接口去耦合或分离。在一个优选的实施例中第一单元及第二单元可从车辆的下侧与接口耦合。例如车辆可行驶到一个设备上，通过该设备使安装在车辆中的第一单元完全从下侧移去及然后在一个第二步骤中将一个新的第二单元从下侧通过接口与车辆耦合。由此可减小单元更换的时间，而在此情况下无需车辆驾驶员离开车辆。
接口最好具有快速连接端或插接连接端，它们能特别简单地分离及闭合。
驱动系可包括一个带有至少一个第一离合器的变速器，通过该离合器可使电机与车轮在传动技术上分离。该变速器也可包括第二离合器，通过该离合器可使内燃机与车轮在传动技术上分离。例如当第二离合器打开时可以在车辆停止时使内燃机继续运转，以便通过一个发电机对蓄电池充电。此外该变速器还可包括其它的离合器，通过这些离合器可对于不同的工作方式使电机与内燃机相互连接。由此例如可以，对于特别强的加速过程除电机外使内燃机投入使用，而在常规行驶时该内燃机仅用于：通过转动能量来提供用于驱动电机的电能。因此通过具有不同离合器的变速器可实现串联的混合系统，并联的混合系统及这些混合系统的组合。
以下借助附图中所示的各个图来详细描述本发明。
附图说明
图1：具有一个可更换的蓄电池的车辆；
图2：设有一个替代蓄电池的单元的图1中的车辆；
图3：具有各个可能的工作状态(见图3b)的变速器的第一实施例的概图；
图4：具有各个可能的工作状态(见图4b)的另一变速器；
图5：另一变速器；及
图6：具有各个工作状态(见图6b)的另一变速器。
具体实施方式
在详细讨论各个附图以前，将广泛地及换个说法来描述本发明的各个方面。本发明可被如下地阐述：它涉及一个用于提高由电动机和/或内燃机驱动的车辆的工作范围的装置。
在现代车辆中对于驱动系的效率提出了高的要求。为了提高效率在车辆结构中可使用混合系统方案。首先已公知了两个传统的方案。在一个串联的混合系统中由电机驱动车辆，其中能源可为一个内燃机(VKM)或一个燃料电池，该能源借助一个发电机或直接地产生用于电机的电能。一个并联的混合系统的特征为：无论电机还是内燃机均可驱动车辆。
在一个用蓄电池作为储能器的纯电动机驱动的车辆中车辆的工作范围受到限制。为了提高工作范围，可使用内燃机或燃料电池作为能源。一个作为发电机工作的电机在内燃机驱动的情况下将机械能转换成电能。由此获得的电能既可直接地驱动电动机也可被存储到现有的蓄电池中，以便在需要时提供使用。
因此存在一种电驱动系统，它或仅具有蓄电池作为单一的储能器或除蓄电池外还具有内燃机/燃料电池作为能源。
值得期待的是一个电动机驱动的车辆的工作范围可根据用户的要求灵活地扩大。
在一个优选实施例中本发明可作到将一个独立的机组(称为“工作范围扩展器”)事后装入到车辆中。该机组或单元最好包括一个发电机，相应的大功率电子装置及一个驱动发电机的内燃机。变换地一个燃料电池也可构成该单独的机组，其中在车辆中已有的大功率电子装置可考虑与燃料电池一起工作。在另一实施例中该机组由燃料电池及电动机组成，其中在机组的电动机与变速器之间存在机械的耦合。应再次表明，该机组为一个可更换的独立组件或一个可更换的独立模块。该机组可被设置在车辆中的一个空着的位置上或可替代蓄电池。该机组也可包括驱动发电机的发动机的燃料供给源及废气再处理部分。
图1表示一个具有电动机驱动装置的车辆。图2表示提高工作范围的一个变型，其中相对图1用上述的机组来代替一个蓄电池。
通过对车辆-该车辆可为电动类型和/或机械类型-的相应接口可保证向车辆中的简单安装。连接连接端最好在快速互换性方面被优化，接触板的定向可借助对中辅助装置而变得容易或通过机组壳体的构型或通过凸缘来预给定。蓄电池或工作范围增高机组可通过一种自动卡入的运送系统无需工厂支持地由客户自己移入车辆并安装上。变换地可在加油站上借助一个更换装置自动地进行范围增高机组对蓄电池的更换或相反的更换。
以下的实施例涉及变速器，它可为该车辆驱动系的一部分。在变速器方面提出的更新也可与上述第一单元与第二单元的可互换性无关地使用。
在车辆中通过并联及串联的混合系统的组合将具有高的系统可支配性。由此设有离合器的变速器可用高效方式满足以下任务：一个变速器A可耦合及分离多个发动机及工作机，在弯道行驶时进行转速的均衡及实现电动机运行和/或内燃机运行以及加速功能(也称“助推功能”(“Boost-Funktion”))。借助变速器B及C可在车辆行驶(作为串联的混合系统)期间或当车辆停止时通过车辆中设有的发动机附加地对蓄电池充电。
图3a，4a及5中包括变速器A，B及C。K1至K4表示离合器。变速器B与C的区别在于离合器K4的结构。在变速器B中离合器K4设置在变速器的外部。外部离合器K4的优点为可利用现有的串联方式的单盘干式离合器。在变速器C中离合器K4位于变速器的内部。其一原因为可在变速器C中使用湿式离合器K4。另一原因是对于离合器K3及K4可使用一个共同的转换致动器，该转换致动器最好包括3个转换位置(K3闭合与K4打开，K3与K4闭合，K3打开与K4闭合)。也可变换地使用一个双离合器来取代两个单离合器，以便节省结构空间。
离合器K1也可设置在离合器K3的轴上。特别有利地设置在内燃机轴上两个变速器级之间，因为这样当离合器K1打开时变速器1不会被带动。这也适合于变速器B及C。
在所有方案中离合器K2位于变速器的外部，以便利用现有的串联方式的单盘干式离合器。但也可技术上有利地布置在变速器内部，例如作为湿式离合器。
如果发电机被作成电机，它便也可作为电动机来使用，在车辆停止时内燃机则可通过该电动机来起动。
在图3b中可看到图3a中所示的变速器A的不同工作状态。其中闭合的离合器用“X”来表示，打开的离合器用“-”来表示。在一个纯电动机运行时可通过离合器K1的闭合进行电动机驱动行驶。当离合器K2闭合时可在推进时使现有的发电机再生运行，也就是说产生电能。在内燃机运行的情况下可借助离合器K3的关闭使转矩由内燃机传递到车轮上。也可在推进情况下通过离合器K2的关闭使发电机再生运行。如果驾驶员要求一个高的加速度，则可通过离合器K1与K3的闭合由内燃机转矩与电动机转矩的叠加将一个高转矩传递到车轮上。
在图4b中可看到图4a中所示的变速器的不同工作状态。其中闭合的离合器用“X”来表示，打开的离合器用“-”来表示。在一个“电动机运行”的工作状态中电动机可通过离合器K1的闭合将转矩传递到车轮上。在推进工况时可通过离合器K3及K4的闭合时可使现有的发电机产生电能。在“内燃机运行”的工作状态中可通过离合器K2及K3的闭合使转矩由内燃机传递到车轮上。在再生阶段通过离合器K3及K4的闭合在发电机中产生出电能。如果驾驶员要求一个高的加速度，则可通过离合器K1，K2及K3的闭合使内燃与电动机共同地将转矩传递到车轮上。另一工作状态可为“通过内燃机对蓄电池充电”的工作状态，其中通过离合器K1，K2及K4的闭合在内燃机运转时与电动机运行并列地可对蓄电池充电。当车辆停止时，则可通过离合器K2及K4的闭合由内燃机对蓄电池充电。
变换地当变速器级iI不必要时，在变速器A中电动机或发电机及其离合器可被安装在轴的背离内燃机的端部上。
变换地在变速器A中发电机与电动机可被组合成一个电机。由此离合器K1与K2也可组合成一个离合器。该变速器的工作状态对于图3将这样地变化，以致离合器K1及K2的所有标有“X”的位置被归入一个共同的离合器并仅当“内燃机运行”的“牵引”状态时该共同的离合器才打开。
该电机及其离合器的位置可为图3a中所示的发电机及其离合器的位置、电动机及其离合器的位置或轴的背离内燃机的端部的位置。
变换地当变速器级iI不必要时，在变速器B中电动机及其离合器可被安装在轴的背离内燃机的端部上。
在变速器A至C上附有的电动机、发电机及内燃机可为这里所公开的用于提高工作范围的机组的组成部分。该机组的其它构件可被变速器的构件使用。
在车辆中通过并联及串联的混合系统的组合将具有高的系统可支配性。与上述实施例不同地这将通过具有小构件数目的较简单的结构来实现。
设有离合器的变速器应以高效的方式满足下列任务：
实现多个发动机及工作机的耦合及分离，在弯道行驶时进行转速的均衡及实现电动机运行和/或内燃机运行以及加速功能(也称“助推功能”(“Boost-Funktion”))。此外设在车辆中的一个发动机可在车辆行驶(作为串联的混合系统)期间或当车辆停止时对蓄电池充电。
图6a中包括变速器D。K1及K2表示离合器。
电机可作为发电机或电动机来工作及可用作首要的驱动装置。
当使用电机时它在工作中可达到比内燃机高的转速，在电机与所示变速器之间可能需要一个变速级。
变速级iII的变速比最好被这样地选择，以致车辆用内燃机工作也可行驶在较高的行驶速度区域(例如大于100km/h)中。
在具有至少两个可转换的挡的变速级iII的实施例中内燃机也可覆盖较小行驶速度的区域(例如小于100km/h)。该可转换性最好在负载情况下实现，以致不发生牵引力的中断。
在图6b中可看到图6a中所示变速器D的各个工作状态，其中闭合的离合器用“X”来表示，打开的离合器用“-”来表示。在“电动机运行”时可通过离合器K2的闭合使转矩由电机传递到车轮上。在再生时电机可通过离合器K2的闭合时在推进运行时产生电能。在“内燃机运行”的工作状态中可通过离合器K1及K2的闭合使转矩由内燃机传递到车轮上。在再生时离合器K2闭合，以便在推进运行时可在电机中产生电能。当驾驶员要求高的加速度时可闭合离合器K1与K2，这时不仅内燃机而且电动机可将转矩传递到车轮上。“通过内燃机对蓄电池充电”的工作状态可当离合器K1与K2闭合时与电动机运行并列地进行。在车辆停止时可闭合离合器K1，以致内燃机驱动电机以产生电能。
在变速器D上附有的电机及内燃机可为根据本发明的方案的组成部分，通过该方案可实现一个单元以简单的方式由另一单元来取代，以便影响驱动系的特性。该机组的其它构件可被变速器的构件使用。
图1表示具有第一单元10的一个车辆。在该方案中车辆具有一个纯电动驱动装置。该实施例的特征在于以下的特征：
1，蓄电池设在一个隧道中
2，在发动机室中可选择地设置第二蓄电池
3，混合系统220/380V插座
可以看出，蓄电池出于行驶动力的原因最好被设置在两个车轴之间。
图2表示图1的车辆，但现在设有一个第二单元20，该单元也被称为“工作范围扩展器”。单元20包括一个内燃机VKM或一个燃料电池，一个发电机及一个大功率电子装置。在VKM/燃料电池与车辆的车轮30之间不存在直接的耦合。
对于图2应指出以下的特征：
蓄电池设在一个隧道中
1，一个储能器通过一个设有“内燃机，发电机及大功率电子装置/燃料电池/燃料电池及电动机”的“工作范围扩展器”的结构单元来更换
2，通过事后装入的设有“内燃机，发电机及大功率电子装置/燃料电池/燃料电池及电动机”的“工作范围扩展器”的结构单元来提高工作范围
3，混合系统220/380V插座。

Claims (10)

1.设有驱动系的车辆，该驱动系具有至少一个第一发动机及一个车轮，其中，能通过该驱动系使转矩由该第一发动机传递到该车轮上，其中，该驱动系的至少一个第一单元与一个接口连接，通过该一个接口可实现该单元简单且快速的互换性，其中：该一个接口被设计用于与一个不同于该第一单元（10）的第二单元（20）连接，其中，这两个单元被设计用于储存电能、将与化学有关联的能量转换成转动能量、将电能转换成转动能量和/或将转动能量转换成电能，其中第一单元可由第二单元取代，所述一个接口被构造成可与占据了第一单元的位置的第二单元形成连接。
2.根据权利要求1的车辆，其特征在于：所述第一单元是蓄电池，所述第二单元包括用于产生转动能量的驱动装置。
3.根据权利要求1或2的车辆，其特征在于：所述第二单元包括内燃机。
4.根据权利要求1或2的车辆，其特征在于：所述第二单元包括燃料电池。
5.根据权利要求1或2的车辆，其特征在于：所述第二单元包括燃料箱和废气装置。
6.根据权利要求1或2的车辆，其特征在于：所述接口具有用于传递电能的连接端和/或用于传递转动能量的连接端。
7.根据权利要求1或2的车辆，其特征在于：所述第一单元及所述第二单元可全自动地与所述接口耦合及与所述接口分离。
8.根据权利要求1或2的车辆，其特征在于：所述第一单元及所述第二单元可从所述车辆的下侧与所述接口耦合。
9.根据权利要求1或2的车辆，其特征在于：所述驱动系包括带有至少一个第一离合器的变速器，通过该第一离合器可使电机与所述车轮在传动技术上分离。
10.根据权利要求9的车辆，其特征在于：该变速器包括一个第二离合器，通过该第二离合器可使内燃机与所述车轮在传动技术上分离。
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