DE10012497A1 - Auxiliary drive and motor/generator combination for automobile has continuously variable induction coupling provided by 2 pole wheels coupled via variable magnetic field - Google Patents

Abstract

The auxiliary drive and motor/generator combination has the automobile engine (1) followed by an induction coupling (2), provided with 2 pole wheels (7,9) which are coupled together via a variable magnetic field, providing a regulated slip between the pole wheels, for determining the output revs of the induction coupling.

Description

The invention relates to a stepless motor vehicle auxiliary drive with the in the preambles of Claims 1 and 2 specified features.

For vehicle auxiliary units / 01; 02 / there is the known requirement that it is already in the lower rotation number range of the drive motor have to provide their full performance, in some cases even to them the highest power requirement is required under these operating conditions. This means that they must be designed for the lower speed ranges. This results in conventional rigidly driven ancillaries in the upper speed ranges increased losses, especially increased excess services, which ultimately, also affect the overall energy balance related to the drive concept, impact as losses / 01; 02; 03 /. Another serious after Part of it is that at high speeds, the noise emissions increases sharply, especially at Fluid machines (e.g. fans, pumps and compressors). The loss problem and saving the topic is also dealt with under / 01 to 05 /. For this purpose, the disadvantageous fact that often auxiliary units in both the lower and the upper speed range have poor efficiency. The increased performance has a disadvantage Requirement and share of the auxiliary units in inner-city vehicle use with its high go-and Stop phases off. With such extensive idle operation of the drive motor, its efficiency is extremely bad, so that there is a relatively high primary energy consumption, about three to four times the pure mechanical power requirement of the auxiliary units.

In view of the current aspirations and also those already advancing in the field of education Saving fuel is therefore also a reduction in secondary consumption, which is increasingly evidenced facilities that are extremely convenient for driving comfort and safety.

In addition to these energy aspects, in view of the CO ₂ and other exhaust emissions, reducing the losses of the auxiliary units in the vehicle is of essential global importance in this regard.

In addition, the construction effort of units and components has an impact - especially in the current case of mobile use - also significantly on their economy. So with speed vari economic, useful benefits are brought up, in which e.g. B. on the one hand by increasing of the NE unit speeds at low engine speeds, the unit versions are smaller are kept, on the other hand, by avoiding high (mostly useless) operating speeds the auxiliary units their wear is reduced and thus the service life is increased.  

The present subject matter of the invention is also intended to meet the trend in motor vehicle development for increasing increased power consumption on board / 01 to 06 / and thus the need for an increased power supply, because:
Due to the already increased and increasing use of comfort and safety serving electrical consumers, especially for future-oriented, electromotive auxiliary drives already in development by the relevant industry for starting and accelerating processes that require a very high energy throughput, this is required larger and more efficient power supply facilities on board. Also the latest development trends, such as B. to drive the turbo charger to avoid the turbo lag, or conventionally working on hydrau lic basis servo systems, for. B. To replace steering and braking aids with electrical, also require increased power supplies.

A second, which is in cross-company planning, already meets these requirements On-board network opposite / 07 /. The nature of the economic and constructively favorable solutions for such increased on-board power generation facilities and their Energy management.

A device for speed control of an auxiliary unit network, as described in the preambles of Claims 1 and 2 is specified by / 09 / Patent DE No. 805 596 "drive for auxiliary equipment tion on motor vehicles ". This publication is due to the creation of a stage loose auxiliary drive although the same intentions and tasks as the present invention subject, but it consists of an eddy current magnetic coupling that is between the motor vehicle Drive motor and an auxiliary assembly is arranged. Its speed control is also by controlled slip between two, a drive and an output rotor, which over a magnetic field are in a non-positive rotary connection. But this can only be a reduce gear speeds, or even, a useful increase in output speeds, This is not how it appears to be necessary when using the vehicle in the low engine speed range possible. The major disadvantage is high transmission losses, since the hatching performance Product of the transmitted torque and the slip speed, as pure power loss occurs.

Other facilities serving the same object as that of the present invention and can, the creation of a stepless auxiliary drive combined with on-board power generation devices are in the published documents DE 38 12 412 A1, DE 43 30 622 A1 and DE 43 33 907 A1 proposed and described. They concern one between the motor vehicle drive motor and one Auxiliary unit or a network arranged stepless transmission component in the form of a  Planetary gear with one input and two output bases, the speeds of which are known Influence planetary laws. A (first) starting point is with those to be driven Auxiliary unit (s), and the other (second) with one or more controllable in their performance, and thus also speed-controllable working machine (s) in connection, the mechanical performance of which Part of the drive is returned or dissipated in the form of electricity.

Compared to the subject matter of the present invention, these concepts require and include others mechanical transmission components and an independent or additional electrical machine education and arrangement, which requires a significantly increased design effort. Are there too the diverse combination and application options of several electrical machines and this claimed advantageous energy management not given.

Also are as stepless transmission devices for auxiliary units from (mostly older) Offenle mechanical or torque converter known or patent specifications - but also for new ones Conceptions might seem obvious. Belt transmissions were preferred intended. Such concepts represent constructive (especially in terms of installation space because of their relatively wide apart drive and output axes) represent a greater effort. Other friction gear Coaxial design in turn show the lifetime and maintenance for automotive use Disadvantages. Mechanical converters generally require more powerful adjustment or servo elements additional components, if not (auxiliary) machines, which in turn is a partial effort means. Furthermore, such elements only insufficiently meet the conditions of modern times tax and management systems.

The object and aim of the present invention is to create

• - An economically effective and structurally favorable stepless motor vehicle auxiliary drive Facility,
• - An efficient, in particular the increased requirements of future-oriented automotive concepts on-board power supply system with an equally future-oriented Energy management with a constructively favorable on-board architecture.

The solutions to the stated problems are provided by facilities with the in the claims and exemplary embodiments listed achieved.

The main advantages of the accessory drive according to the invention are:

• - Both in an economical and structurally favorable design of electrical machines stepless transmission device as well as a current-generating generator or driving motor,  
• - In an advantageous inclusion of an air conditioning compressor with an upstream according to the invention Electric machine as a combined or integrated unit for cheap on-board power generation and economic control of the climate process (passenger compartment cooling),
• - in an economical energy management for on-board power generation and storage by a electronic control and regulating device assigned to the various operable electrical machines,
• - In their vibration-damping effect (in the drive path between the internal combustion engine and the Ancillary units) This criterion is met by the use of two- Mass flywheels especially current. Because, due to the motor-fixed, smaller flywheel vibration peaks or rotational irregularities on the motor side can develop larger, whereby rigidly driven by the engine ancillaries (traditionally from the ZMS tended motor side) increased torsional vibrations and thus increased pulsating loads lie. Mechanical converters used in auxiliary drive paths for speed control are also subject to these adverse burdens, which is excluded here.

Further individual advantages of detailed designs according to the invention can be found in the descriptions of Embodiments emerge.

The subject of the application is explained below with reference to the drawings. Therefor shows:

Fig. 1 is a schematic representation of an auxiliary drive-alternator combination for motor vehicles, essentially consisting of a continuously variable transmission device according to the invention arranged between the motor vehicle drive motor and an auxiliary unit with an associated electronic control and regulating device.

FIG. 2 shows a modification or extension of FIG. 1.

Here, the continuously variable transmission device with its mechanical transmission effecting, primarily power-generating electrical machine components on the drive side further elec electric machine components, a high-performance auxiliary unit, which is driven separately from the main engine, is also preferred Air conditioning compressor, such as the invention, as a clutch, alternator or electric motor Operable electric machine upstream, which also have a controlling influence on the cooling process exercises.

Fig. 3 in the form of a diagram of speeds (and the powers resulting therefrom) of various bases of the auxiliary drive according to the invention as a function of the drive motor speed, and a relative frequency distribution of the occurring engine operating speeds. It illustrates the functions and advantages of the subject matter of the invention.

To Fig. 1

On the motor vehicle drive motor 1 , the housing 5 of the continuously variable transmission device 2 is flanged. On its drive base 6 (drive shaft) there is an outer magnet wheel 7 , which is connected to an inner magnet wheel 9 arranged on the driven base 12 via magnetic fields in a force-locking rotary connection. It drives the auxiliary unit assembly 3 via a belt assembly 13 . The magnet wheels 7 and 9 are designed in such a way that they perform the function of a generator, a rigid electromagnetic clutch or an electric motor when they slip together.

A structurally advantageous design of the pole wheels is that the outer pole wheel 7 with its usually higher and more uneven speeds is designed as a claw pole rotor with the claws 7 a and 7 b alternating in magnetic polarity, and its excitation winding 8 is fixedly arranged in the housing 5 . The advantage is that the winding 8 is not exposed to high speeds of the motor-side drive base and this rotor does not require slip rings. The inner pole wheel 9 has pole fields or pole shoes with windings 10 , which are in conductive connection via slip rings 11 with external electrical devices 4 b. The infinitely variable transmission device 2 is further provided with input and output-side speed sensors 14 , 15 , provided that their tasks are not - depending on the on-board structure - alternatively by other on-board devices such as, for. B. engine or transmission management systems are met.

The auxiliary unit assembly 3 can be made up of any known motor vehicle auxiliary units 16 a, b, c. , , put together. For a function according to the invention described in more detail below, which is advantageous for energy management, an electric machine 16 a which can be operated both as a generator and as a motor is arranged in the auxiliary unit network 3 .

One of the electrical machines 2 and 16 a assigned to their control electronic control and switching device 4 is composed essentially of the following electronic / electrical components:

• - From an electronic memory computing and control device 4 a, preferably consisting of a microchip 20 , the test lines 17 or bus systems with sensors, and signal or control lines or bus systems 33 with actuators, switches, or other control devices is connected,
• from a the power paths of the switching, regulating and converting component 4 b controlling as the electric machine 2 ,
• a switching, regulating and converter component 4 c controlling the power paths of the auxiliary unit 16 a designed as an electric machine,
• - The components 4 b and 4 c essentially have the following electronic / electrical components:
  Control elements 21 , 27 for controlling the excitation voltage;
  Measuring elements 22 , 28 for current or power measurement with voltage tapping (in the power path of the electrical machines);
  Converter elements 23 , 29 for the current during generator operation,
  Converter elements 26 , 32 for the current in motor operation or in clutch operation,
  Power controller 24 , 30 for regulating the power and thus the slip during generator operation (if necessary, including excitation regulations),
  Power controller 25, 31 for rotational speed between the pole bases 7/9 and that of 16a in motor operation, (possibly incorporating pathogen regulations) control;

It goes without saying that in alternative modes of operation (generator or motor) the other path - z. B. the elements 24 , 30 and alternatively elements 25 , 31 - are switched continuously. The arrangement of the electronic / electrical components shown, which primarily serves to describe the function, need not be binding. So z. B. several functions are taken over by a component, or the control of this continuously variable transmission device is taken over by other on-board control and management systems. This control device can also take on 4 other control tasks on board.

As an electrical system connection 4 has a busbar 34 which is connected via a measuring and bridging member 35 to the on-board battery 36 . It can of course be integrated in device 4 , deviating from the Dar position. The element 35 seated between the distribution network 34 and the on-board battery 36 has a current measuring device, for. B. in the form of a Shund 35 a, which is usually bridged by corresponding devices 35 b, 35 c to avoid power drops or losses, and a battery-side tap 35 d for voltage measurement. The measured values sent to the memory, arithmetic and control element 20 are evaluated by the latter according to a predetermined mode, the battery state of charge is determined from impressed or adaptively found battery characteristic values and the power generation - or, if necessary, the recovery of excess electrical energy is managed in the drive system.

The storage, computing, and control component 4 a of the electronic / electrical control device 4 also takes over the management of future-oriented battery concepts, in which ideal operating conditions are created electrochemically, which greatly increase the performance of the battery. Appropriate sensors are used to record the operating, chemical and thermal states of the battery and transmit them to the storage, computing, and control components 4 a. This processes the battery state according to a predetermined mode and impressed or also adaptively obtained characteristic values and directs it to appropriate actuators in or on the batteries (which can also be chemical), e.g. B. for the production of an optimal acid consistency or temperature, corresponding maximum battery performance Kom mandos. Such a device is included in Fig. 2.

To Fig. 2

The motor vehicle drive motor 41 drives, via a belt drive 45, the stepless transmission device 42 according to the invention with the auxiliary unit assembly 43 coupled on the output side, and an air conditioning compressor 45 , which is likewise connected upstream of a stepless transmission device 46 according to the type described under item 2, FIG. 1, on.

The infinitely variable transmission device 42 comprises a first magnet wheel 47 with its excitation winding 48 seated on the drive shaft 46 , and a second magnet wheel 51 seated on the output shaft 50 . The drive-side pole wheel 47 is preferably designed as a claw pole rotor, the excitation gerwick 48 is fed via the slip rings 49 . Depending on the concept, a self-excited guide runner can be used, which is structurally cheaper, but is less favorable in terms of the controllability of the entire electric machine. The windings 52 of the output-side or inner pole wheel 51 are connected via slip rings 53 to external power consumers, - storage devices - or (in the case of motor operation) to supply devices. The design of this inner rotor can in turn consist of a claw pole rotor of favorable design at least for generator operation. Pronounced magnetic pole pairs will be advantageous for motor operation, and in particular for use as a rigid electromagnetic clutch.

The continuously variable transmission device 42 also has a configuration which forms a second or additional independent electric machine:
a stator pole ring 54 with its winding 55 , corresponding to externally arranged (not shown) pole pieces of the drive pole wheel 47 . Preferably, a generator function is provided for it, which, regulated by item 44, supplies the vehicle electrical system. Versions that enable a motor function can also be useful. So for the recovery of surplus electrical energy from the own electrical machine component 47/51 or from other electrical machines 43 a, 46 .

The drive-side pole wheel 47 is then advantageously designed in such a way that it has pole shoes directed inwards and outwards, or consists of a claw pole rotor which acts magnetically inwards and outwards, with the excitation winding 48 .

However, for better separate voltage and power control of the individual electrical machines designs also conceivable or to be striven for with two excitation coils and a pole claw design tion such that these are largely assigned to the different excitation coils, their magnetic fields allow each other to influence each other, internally and externally.

In addition to unit system 43 is b except any other auxiliary units 43, c. , , the "actual" alternator " 43a according to the conventional term. Its design and function correspond to the descriptions of item 16a under Fig. 1.

An auxiliary unit air conditioning compressor 45 according to the invention upstream continuous transmission device 46 , essentially corresponding to item 2 in Fig. 1, is primarily used to provide optimal drive speeds for this auxiliary unit. This not only avoids the high drive speeds that have an unfavorable effect on the service life, noise emissions and efficiency, but also creates higher, more efficient operating conditions for the air conditioning compressor at low engine speeds due to the engine operating mode, and it can also be used to perfect the air conditioning process. While conventionally - the air compressor, which usually works with excess production - has to be operated intermittently, it can continuously process refrigerant with the drive concept according to the invention "as required". This allows the air conditioning process to be designed and processed more economically and the integrated control processes to be specified.

Secondary is the combination of a stepless transmission device according to the invention a generator, used on a powerful auxiliary unit, the demand for extended or increased on-board power supplies in modern vehicles in a relatively simple design met the way. Especially since the air conditioning compressor is usually the most powerful auxiliary unit with the associated use of power-generating transmission equipment, the in the future (as noted under the state of the art) even further increasing on-board power requirements will be covered can be.

In addition to the slip power that can already be converted into electrical energy in normal active compressor operation (see also the design criteria given in FIG. 3), effective devices for activating the generator are provided for passive phases of the compressor: a blocking device on the output side of the as a generator functioning stepless transmission device is a blocking device that enables the full drive speed to be available for power generation. This can, as shown, consist of a shut-off valve arranged in the coolant circuit, or of a holding brake arranged in the electric machine 46 or otherwise. With such a facility can also z. B. compensate for the seasonally related, with the decreasing use of cooling compressor reduced power generation in winter, where on the other hand there is an increased power requirement for heating and lighting purposes. When using a shut-off valve 58 in the coolant circuit 57, there is still another useful possibility, by designing the valve 58 as a control element, to include this in the refrigeration machine in order to optimize both the cooling process and the generation of electricity in terms of their efficiency and economy. So, taking into account mutual influences and taking into account the optimal map areas of the components involved, intelligent management of the influencing variables determined by this valve, such as refrigerant throughput and pressure, and the resulting compressor drive power, which in turn influences the power generation, can be influenced .

Design and function of the electronic control, switching and control device 44 corresponds essentially to the device according to Pos. 4 in Fig. 1, modified with devices for controlling a second generator component ( 47 , 54 ) in the electric machine 42 and the further acting as a stepless transmission device Electric machine 46 , as well as for managing two future-oriented on-board power systems 81 , 82 which differ in voltage potential. It essentially consists of the following electronic / electrical components:

• - An electronic memory computing and control component 44 a, preferably consisting of a microchip 60 , the measuring lines or a bus system 17 with sensors, and signal or control lines 33 with actuators, switches, or other electrical elements controlled by him communicates
• a switching, regulating and converter component 44 b for the electric machine 42 ,
• a switching, regulating and converter component 44 c for the electric machine 43 a,
• a switching, regulating and converter component 44 d for the electric machine 46 ,

these components essentially have the following electronic / electrical components:
Control elements

61

,

67

and

73

to control the excitation voltage of the electrical machines,
Measuring elements

62

,

68

,

74

,

88

for current measurement in the power path with a voltage tap,
Converter elements

63

,

69

,

75

,

89

for regenerative operation,
Converter elements

66

,

72

,

78

for motorized operation
Power regulator

64

,

70

,

76

,

90

for performance or slip rule. in generator mode
Power regulator

65

,

71

,

77

for power and speed control in motorized operation

Since the powers to be regulated, depending on the design of the electric machine, are also influenced to a certain extent by the intensity of the excitation, the excitation (by means of elements 61 , 67 , 73 ) may also have to be included in this control process.

The arrangement and description of the electronic / electrical components is primarily used here Explanation of functions and is therefore not binding.

Thus, differing from the present concept electric machine design can consist in an advantageous manner that the stator and rotor components 54/47 of the electric motor 42 are also formed as a motor. For this it may be necessary that at least the stand is equipped with pronounced pole pieces in order to build up a defined rotating field. For this purpose, it is advisable to arrange the elements 65 , 66 in the stator power path 92 , analogously to that of the power path 93 of the inner rotor 51 , or to ensure their functions.

The busbars 81 , 82 serve to connect these switching and control elements to the two vehicle electrical systems, which differ in voltage potential. In order to do justice to the mostly different charging needs of the on-board networks or batteries 83 , 84 , and to ensure that the electrical machines 43 a and 46 always have an adequate power supply when the motor is in operation, the associated switching, regulating and converter components 44 c and 44 are in the associated ones d switching elements 79 , 80 arranged, alternatively, controlled by the memory, - computing and control component 44 a, the electric machines depending on their current power requirements and the respective battery charge levels to assign the different electrical systems. Of course, this must also be taken into account in the excitation voltage and other parameter settings. This switchover option not only ensures a ubiquitous battery charging activity and power supply, but also serves to optimize battery charging and load management, which increases battery efficiency and service life.

The latter also includes novel technologies and strategies being developed (as already discussed under FIG. 1), with which the electrochemical process in the battery is monitored and optimized by sensors and actuators. For this purpose, the exemplary embodiment symbolically shows sensors 86 and 87 arranged in the batteries 83 , 84 , and actuators 85 , 88 , which are connected to the memory, arithmetic, and control component 44 a, which provide data about the respective battery state and from it , optimizing the battery activity, receiving control signals adapted to the current state.

The batteries 83 , 84 are connected via measuring elements 90 , 91 to the vehicle electrical systems 81 , 82 , the execution and function of which correspond to those described under item 35 in Fig. 1.

To Fig. 3

In this diagram, the abscissa 110 is assigned the engine speeds, the ordinate 111 the auxiliary engine speeds and a relative frequency distribution 112 for the engine speed spectrum in passenger car use, according to a (European) cycle known in the automotive industry.

Assuming conventional rigid drive of the auxiliary units by the motor vehicle drive motor 1 , 41 and that the auxiliary units 16 a, b,. ., 43a, b, c. , are designed for an ideal drive speed, which corresponds to the greatest speed frequency 113 , there is an ideal operating point for the operation of the auxiliary units, which corresponds to the speed of the point 114 . According to the aim and task of the subject matter of the present invention, an NE aggregate speed 117 running uniformly over the entire drive speed spectrum 115 to 116 would be ideal. However, a certain area 118 can already be seen as a major improvement. This is e.g. B. used as part of the inventive drive concept for the "rigid drive" mode for a restricted but frequently operated drive speed range 128 .

To illustrate the shortcomings of the current state of the art without a continuously adjustable auxiliary drive:
ray 119 illustrates the accessory speed range throughout the engine speed range;
ray 119 illustrates the too low NA speeds between operating points 120 to 121 ;
beam 119 illustrates the excessive NA speeds between operating points 122 to 123 .

This diagram also illustrates the NA drive con Acceptable favorable operating conditions and advantages:

In the low drive motor speed range 115-127 , the NA speeds can be raised to the ideal value 117, or also sufficiently to the lower limit 124-121 of the range 118 , by motor operation of the transmission device 2 , 42 , 46 . The proportion of power required for this only corresponds to the speed difference between 120-124-121 or field 125 , since the motor reaction bases 47 , 46 a are already running at speeds 115 to 127 .

The power supply for this is sufficiently available through the on-board batteries 35 , 83 , 84 , especially since the entire on-board architecture in this regard is already matched to a very high energy throughput (also for other tasks). In addition, the electric machine components 47/54 42 activates the electric machine as a generator for power supply, and intensively with such a longer operation.

Even in the most frequently occurring speed range, ie with the frequent and long-lasting running times around the speed range 128 , can with on-board power requirements in the range between operating points 121 and 114 by regenerative operation of the electrical machine components 47/51 of the transmission device 2 , 42 , with still acceptable speed 121 on- board current be won.

The upper drive motor is Drehzalbereich 129-116 excluding the regenerative operation, the electric machine components 47/51 of the transmission device 2, intended for the 42nd For this purpose, as embodied by the surface 126 , there are great performance potentials to be implemented in this regard. Although, as can be seen from curve 112 , this operating range is relatively small in relation to the overall service life of a motor vehicle, but specific periods of use, e.g. B. long car train journeys, very high such interrelated operating times. A large part of the electrical energy of the electricity that may inevitably be produced in excess in this way can then be in the form of mechanical energy - by motor operation of other electrical machines 16 a, 43 a, 46 or by motor-operated electrical machine components 47/54 (reduced by self-losses ) the drive system 1 , 41 , are returned.

An operating mode selection and control of the electric machines ( 4 , 44 , 43 a, 46 ) which runs according to economic aspects as well as an efficient battery charging management effect the electronically controlled control and switching device ( 4 , 44 ) Claim 11 pointed out.

References

01 Dr. Ing. I. Gorille: "Power requirements and drive of auxiliary units" 2nd Aachen Colloquium Vehicle and Engine Technology

89

, VDI report
02 Dr. K. Bolenz: "Development and influencing the energy consumption of auxiliary units" 3rd Aachen Colloquium Vehicle and Engine Technology

91

03 Dipl. Ing. Martin Schlotthauer: "Alternative drives for auxiliary units of cars" drive technology 24 (

1985

) No

8th

04 K.-U. Blumenstock: "Dark Machinations" mot-Technik 10 1990
05 "Development reserves of the internal combustion engine" ATZ Automobiltechnische Zeitschrift 93 (

1991

)
06 "More juice for new systems" VDI news

10.09.99

07 "42-volt battery for tomorrow's car" FAZ dated December 28, 1999
08 "Chip and software help the battery to previously unimagined possibilities", "Take-off with an intelligent battery" VDI news

10/22/1999

09 "Drive for auxiliary devices on motor vehicles" Patent DE 806 596
10 "Pump drive for constant pumps in mobile use" published application DE 38 12 412 A1
11 "drive unit, in particular for vehicles, and variator for use in such a drive unit" published application DE 43 30 622 A1
12 "stepless auxiliary drive for motor vehicles" published application DE 43 33 907 A1

Claims (13)

1. Auxiliary unit drive-alternator combination for motor vehicles, consisting of a transmission device arranged between the motor vehicle drive motor and a group of auxiliary units in the form of an induction clutch with a first drive-side pole wheel and a second drive-side pole wheel, which are in a force-locking rotary connection to one another via controllable magnetic fields, where the controlled slip between these magnet wheels determines the output speed of the transmission device, characterized in that
that the pole wheels 7/9, 47 are formed in such a 51 /, that the function of an electric machine in ways that acts as a generator with the slip between the two pole wheels, wherein the current generated electrical systems 34, 81, 82 or other consumers 16 a, 43 a, 46, or further, in the tragungseinrichtung About 42 integrated electric machine component 47/54 is supplied;
that the pole wheels 7/9, 47 are / is formed in such a way 51 that the function of an electric motor to exhibit, with a speed increasing effect of each other;
that the pole wheels 7/9, 47 are / is formed in such a way 51 that they have in addition to a generator and motor operation of the function of an electromagnetic clutch for substantially slip-free drive-through;
that the continuously variable transmission device 2 , 44 is associated with an electronic control and regulating device 4 , 44 , consisting of electronic / electrical components 4 a, 4 b, 4 c, 44 a, 44 b, 44 c, 44 d such that the operation of the transmission device 2 , 42 , as well as other electrical units 16 a, 43 a, 46 included in the drive concept according to a predetermined mode depending on the respective vehicle, auxiliary unit and vehicle electrical system operating states as the engine, as largely slip-free Coupling, or as a generator controls, and regulates the generation of electricity as required. 2.Auxiliary unit drive-alternator combination for motor vehicles, consisting of a transmission and switching element arranged between the motor vehicle drive motor and a powerful auxiliary unit - preferably an air conditioning compressor - in the manner and arrangement of an electromagnetic clutch, with a first drive-side rotating magnet wheel and a second output-side rotatable magnet wheel, which are in a non-positive rotary connection to one another in the active operating state by magnetic fields, characterized in that
that the pole wheels 46 a / 46 c are designed in such a way that they have the function of an electric machine that acts as a generator when there is slippage between the two pole wheels, the electricity generated being supplied to on-board networks 33 , 81 , 82 or other consumers 16 a, 43 a ;
that the pole wheels 46 a / 46 c are designed such that they have the function of an electric motor, with a speed-increasing effect to each other;
that the pole wheels 46 a / 46 c are designed such that they have the function of an electromagnetic clutch in addition to a generator and motor function with largely slip-free drive;
that the auxiliary unit 45 itself or the output base of the upstream electric machine 46 has a blocking device 58 ;
that the existing from an electric machine 46 or electromagnetic clutch device is an electronic control and regulating device 44 , consisting of electronic / electrical components 44 a, 44 d such that they operate the device 46 and any other similar type of electrical transmission devices 2 , 42 according to a predetermined mode depending on the respective vehicle, auxiliary unit and vehicle electrical system operating states as a motor, as a largely slip-free clutch or as a generator, and controls the generation of electricity as required, or
these intended functions of control devices of other similarly designed transmission devices 2 , 42 are also taken over. 3. Auxiliary drive-alternator combination for motor vehicles according to claim 1 and 2, characterized in that the drive-side pole wheel ( 7 , 47 , 46 a) of the stepless transmission device designed as an electric machine ( 2 , 42 , 46 ) is designed as a claw pole rotor. 4. accessory drive-alternator combination for motor vehicles according to claim 1 and 2, characterized in that

• - which is designed as electro-mechanical transmission means (42) comprises two components Elektromaschinenkompo (47/51, 47/54) which

wherein the drive-side pole wheel ( 47 ) is designed as a claw pole rotor with an excitation winding and the pole claws are designed in such a way that a magnetic field emanating from them is directed towards corresponding pole rings ( 51 , 54 ) associated with the stator or rotor. 5. auxiliary drive-alternator combination for motor vehicles according to claim 1 and 2, characterized in that

• - which is designed as electro-mechanical transmission means (42) comprises two components Elektromaschinenkompo (47/51, 47/54) which

wherein a pole wheel has two excitation windings and their pole claws or pole shoes are designed in such a way that the magnetic fields emanating from them are largely directed only at the pole rings assigned to them. 6. Auxiliary unit drive-alternator combination for motor vehicles according to claim 1 to 5) characterized in that in the transmission device ( 2 , 42 ) driven auxiliary unit assembly ( 3 , 43 ) additionally or instead of the conventional alternator one can be operated as a generator and motor, in the control and regulation concept of the subject electric machine ( 16 a, 43 a) is arranged. 7. accessory drive-alternator combination for motor vehicles according to claim 1 to 5) characterized in that in addition or instead of a by means of a stepless transmission device ( 2 , 42 ) driven accessory assembly ( 3 , 43 ) a single preferably powerful auxiliary unit, preferably an air conditioning compressor ( 46 ) is arranged by the main drive motor ( 41 ) via an electric machine ( 46 ) which can be operated as a generator and motor and which is included in the control and regulating concept of the subject matter of the invention. 8. auxiliary drive-alternator combination for motor vehicles according to claim 1, 2 and 7, characterized in that a blocking device is arranged on the output side of the electric machine ( 46 ) connected to the air conditioning compressor ( 45 ). 9. auxiliary drive-alternator combination for motor vehicles according to claim 1, 2, and 8, characterized in that the blocking device consists of a in the coolant circuit ( 57 ) arranged shut-off valve ( 58 ), the air conditioning compressor being designed such that it blocks at blocked throughput is. 10. Auxiliary unit drive-alternator combination for motor vehicles according to claim 1, 2, and 8 characterized in that the blocking device consists of an electrically actuated mechanical holding brake. 11. Auxiliary unit drive-alternator combination for motor vehicles according to claim 1, 2 and further preceding claims, characterized in that
the electronic control and regulating device ( 4 , 44 ) assigned to the stepless transmission device ( 2 , 42 , 46 )
The control of further units and elements (16a, 43a, 46) arranged on board in connection with the solution of the set task also takes over
and has electronic / electrical components with the following functional features:

• a) electronic elements ( 20 , 60 ) such that

• - save measured values from sensors,
• - perform computing processes according to a predetermined mode,
• - create and save status structures and compare them with specified or current operating parameters and use them to determine the shaft or control commands, taking into account aspects that maximize efficiency,
• - to issue control and regulating commands to switching or regulating elements ( 21-32 , 61-80 ) or and and to external controllable devices ( 35 c, 58 , 85 , 87 , 90 , 91 ),
  • a) electronic / electrical elements ( 20 , 60 , 21 , 61 , 67 , 73 ) such that are suitable for regulating the excitation voltages of the electrical machines ( 2 , 42 , 43 a, 46 ),
  • b) electronic / electrical elements ( 62 , 68 , 74 , 88 ) such that are suitable for determining the electrical power flows in the power paths ( 92-95 ),
  • c) electronic / electrical elements ( 20 , 60 , 63 , 69 , 75 , 89 ) such that are suitable for converting alternating currents supplied by generator-operated electrical machines ( 2 , 42 , 43 a, 46 ) into a right-hand, storable current form ,
  • d) electronic / electrical elements ( 20 , 60 , 224 , 30 , 64 , 70 , 80 , 90 ) such that are suitable for regulating the power of the generator-operated electrical machine ( 2 , 42 , 43 , 46 ), according to the criteria Compliance with a predetermined output speed (range) of the electrical machine ( 2 , 42 , 46 ),
• - An efficient and economically favorable electricity generation and storage, taking into account and using favorable constellations of electrical machine drive speed, excitation voltage level (from different vehicle electrical systems) and the possibility of storage with different voltage potentials;
• - In order to optimize the generation of electricity, a coordinated regulation of the excitation is included in the operation of these elements;
  • a) electronic / electrical elements ( 20 , 60 , 25 , 31 , 65 , 71 , 77 ) such that are suitable for regulating the power of the motor-driven electric machine ( 2 , 42 , 43 a, 46 ), according to the criteria
• - Achieving a (s) predetermined drive speed (range) of the auxiliary unit network ( 3 , 43 ) or an individual auxiliary unit ( 45 )
• - with an efficient and economically favorable mode of operation, taking into account and using favorable constellations of electrical machine drive speed, excitation voltage level (from different vehicle electrical systems);
• - Where necessary to optimize the operating conditions, a coordinated excitation control is included in the operation of these elements;
  • a) electronic / electrical elements ( 20 , 60 , 26 , 32 , 66 , 72 , 78 ) such that are suitable for. B. in the manner of known frequency converter, the rotating field and thus speed-determining alternating supply voltage for the electric machine operated as an AC motor ( 2 , 42 , 43 a, 46 );
  • b) electronic / electrical elements ( 20 , 60 , 79 , 80 ) such that are suitable, the current paths of the electric machine ( 2 , 42 , 43 , 46 ) operated as a generator or motor alternatively with different electrical systems ( 81 , 82 ) different To connect voltage levels.
  • c) electronic / electrical elements ( 20 , 60 ,) such that are suitable for monitoring future-oriented batteries ( 83 , 84 ) which can be influenced by controlled electrochemical processes in a manner which increases their efficiency and their service life, according to a predetermined mode and to control, whereby functional capabilities are also included to take into account battery characteristic values obtained in an adaptive manner about the duration and condition-dependent charging and performance behavior of the battery in its process-controlling command inputs;
  • d) electronic / electrical elements ( 20 , 60 ,) such that are suitable for controlling the air conditioning compressor ( 45 ) downstream valve ( 58 ) in the coolant circuit ( 57 ) in such a way that, taking into account others, possibly more important criteria
• - For maximum power activation of the generator ( 46 ), the valve ( 58 ) is completely closed and the output-side magnet wheel ( 46 c) of the electric machine ( 46 ) is blocked;
• - The valve ( 58 ), which is designed to be metered in its effect, is included in the refrigeration process of the on-board air conditioning system as a coolant quantity or pressure element,
• - with the entire refrigeration process control being taken over,
• - Arithmetic processes result in a proportion and size adjustment of the generator power
• - And cold process-efficiency-determining operating data takes place, so that an optimum of performance and economy at these two connected machines ( 45 , 46 ) is achieved.
  • a) electronic / electrical elements ( 20 , 60 ,) such that are suitable to control directly or indirectly by means of additional switching elements one of the continuously operable as a generator, the air conditioning compressor ( 45 ) associated stepless transmission device ( 46 ) arranged on the output side holding brake, their Control by electronic / electrical elements ( 20 , 60 ,) in which the on-board power management system is included.

13. auxiliary drive-alternator combination for motor vehicles according to claim 1, 2 and further preceding claims, characterized in that the electronic components of the associated microprocessor-controlled computing memory and control device ( 4 , 44 ) are integrated in other electronic vehicle management systems, or respectively the functions of their electronic / electrical elements are also taken over. 13. auxiliary drive-alternator combination for motor vehicles according to claim 1, 2 and further preceding claims, characterized in that
the microprocessor-controlled control and regulating device ( 4 , 44 ) assigned to the continuously variable transmission devices ( 2 , 42 , 46 ) also takes over the control of other on-board devices and control systems,
whereby for their effect further, appropriate electronic / electrical elements are integrated in it.