DE102007057597A1 - Urban-rural-highway-global positioning system hybrid drive, is operated at optimum capacity range of fifteen kilowatt or thirty kilowatt and is used for two or more engines as input power - Google Patents

Abstract

The hybrid drive is operated at the optimum capacity range of 15 Kilowatt or 30 kilowatt. The hybrid drive is used for two or more engines as input power, where the engines have different levels of capacities and are connected or disconnected completely independent of each other.

Description

• • Der Stadt-Land-Autobahn-GPS-Hybridantrieb ermöglicht ein mehrfach breiteres Leistungsspektrum im optimalen Leistungsbereich, auf diese Weise wird ein wesentlich höherer durchschnittlicher Wirkungsgrad erreicht, wodurch viel Treibstoff eingespart wird und wodurch die Abgaswerte gesenkt werden.
• • Die Batterie die für die Hybridtechnik benötigt wird kann dem mehrfach breiteren Leistungsspektrum entsprechend verkleinert werden, was ein wesentliches Kostenersparnis und Gewichtsersparnis bedeutet, durch das Gewichtsersparnis wird der Gesamtwirkungsgrad von dem System zusätzlich erhöht.
• • Das insgesamt mögliche Leistungsspektrum wird gesteigert.
• • Zwei (oder auch mehr als zwei) aufeinander abgestimmte Motoren können in einem Motorgehäuse untergebracht werden, wodurch ein Gewichtsersparnis und ein Platzersparnis ermöglicht wird, zusätzlich können auf diese Weise u. a. die Herstellungskosten gesenkt werden (weitere Details hierzu folgen weiter unten).
• • Die Technik des Stadt-Land-Autobahn-GPS-Hybridantriebs ermöglicht durch einfachste Mittel, dass ein einzelner Stromgenerator und/oder E-Starter für zwei oder auch mehr als zwei Motoren ausreichend ist (weitere Details hierzu folgen weiter unten).
• • Antrieb durch mehrere Elektromotoren.
• • In Verbindung mit GPS-Technik kann eine vorteilhafte Motorsteuerung ermöglicht werden (weitere Details hierzu folgen weiter unten).

Hybrid technology is particularly economical because a larger battery enables an economical combustion engine that has been optimized for a certain power range to be operated predominantly in this optimum power range, in which the engine achieves particularly high efficiency. Land-Highway-GPS-Hybrid-Drive allows a much wider power spectrum in the optimal power range, a much higher average efficiency, which saves a lot of fuel and thus reducing the exhaust emissions, in addition, the battery required for the hybrid technology is the multiply broader power spectrum accordingly which means a substantial cost saving and weight saving, by the weight saving, the overall efficiency of the system is additionally increased. The City-Country-Highway GPS Hybrid Drive is a system that operates on two or more than two matched internal combustion engines (see example in FIG 1.1 : the motors MTR1 and MTR2 are used), it can be achieved by the simplest means that a single power generator and / or electric starter for two or more than two motors is sufficient. Each of the motors used usually has a different high performance, for example, if the city-land-highway GPS hybrid drive is operated with two internal combustion engines can have a combustion engine (engine A) in the optimum power range, for example, a power of 15 KW and other internal combustion engine (engine B) for example over 30 KW, in this way it becomes possible that the city-land-highway GPS hybrid drive from this example in the optimal power range with 15 KW (engine A) or 30 KW (engine B) or 45 KW (engine A and B) power is operated, depending on whether only one of the two engines is started or operated (engine A or B) or whether both engines are operated simultaneously (engine A and B), thus it becomes possible that the city-country-highway GPS hybrid drive of this example can provide small or medium or high horsepower in the optimum power range (the average efficiency) gsgrad and also the total possible power spectrum is thus increased), in addition, only small demands are placed on the battery by the variable optimum power range or the increased power spectrum, so that a small battery is sufficient. The technology of the city-land-highway-GPS-hybrid drive offers the following advantages:

• • The City-State-Highway GPS hybrid powertrain provides a multiple-width performance spectrum in the optimum power range, resulting in significantly higher average efficiency, saving much fuel and reducing exhaust emissions.
• • The battery needed for the hybrid technology can be reduced accordingly to the multiply broader performance spectrum, which means a significant cost saving and weight saving, the weight saving, the overall efficiency of the system is further increased.
• • The total possible range of services is increased.
• • Two (or even more than two) matched motors can be housed in a motor housing, saving weight and saving space, and reduce manufacturing costs (further details below).
• • The city-highway-highway hybrid GPS technology makes it possible, through the simplest means, for a single alternator and / or electric starter to be sufficient for two or even more than two engines (further details below).
• • Drive through several electric motors.
• • In conjunction with GPS technology, an advantageous engine control can be enabled (further details below).

power generation

The internal combustion engines can each drive a separate power generator (see example in FIG 1.1 : The engines MTR1 and MTR2 are the generators GE1 and GE2 driven) or a common power generator to an electric motor for the drive or more than an electric motor for the drive and a battery (a larger battery can possibly be omitted entirely) with Power supply, a common generator can be driven, for example, by the motors or the associated motor shafts can drive the common generator shaft in each case by a freewheel in the single mode or together (see example in FIG 2.1 of the motors MTR1 and MTR2 or by the associated motor shafts (MW1, MW2) and freewheels (FL1, FL2), the common generator shaft (GEW1) or the associated gearwheel (ZR1) permanently connected to the generator shaft (GEW1) is operated individually or in common driven) or by the motors or the associated motor shafts can be coupled in another way independently of each other in the common generator shaft (for example by means of centrifugal clutches o. Ä.). In addition, also a translation between the respective engine and the common generator shaft can be used.

start function

The motors must each have a separate motor shaft and its own starting option, for starting the motors, their motor shafts, for example, each have a separate electric starter. See example in 1.3 : the motor shafts MW1 and MW2 of the motors MTR1 and MTR2 each have a separate electric starter (STR1, STR2), the respective starter STR1 / STR2 can automatically by the rotation of its motor shaft through the freewheel FL1 / FL2 in the associated motor shaft Engage MW1 / MW2 to drive them (just as a conventional electric starter can automatically engage a normal engine with a freewheel in the engine shaft by rotating its motor shaft to drive it), thereby freewheel FL1 / FL2 from the associated starter STR1 / STR2 driven by the associated gear ZR1 / ZR2. If like in 1.3 If a current generator (GE1, GE2) is used per motor (MTR1, MTR2) or per motor shaft (MW1, MW2), the respective generator (GE1, GE2) can also be used as a starter if it can also be operated as an electric motor.

Common starter for two or more than two internal combustion engines

For two internal combustion engines, a common electric starter can be used if this can be engaged either in the engine shaft of one or the other engine or both motor shafts simultaneously, but it is also possible that a common electric starter without special coupling function as Starter for two or more than two motors is used simultaneously by the starter can automatically engage by freewheeling in the motor shaft of these motors by the rotation of its motor shaft, however, the freewheels can only engage in the associated motor shaft if this due to the freewheeling function not yet driven by the associated engine (just as an ordinary electric starter can only engage in the associated motor shaft by its freewheel or due to the freewheel function if this is not yet driven by the associated engine). If one of the freewheels is engaged by the common starter in the associated motor shaft or can be engaged, this is driven for the start function, in this way, the starter can easily start the engines simultaneously or even one of the engines if the other Engine / s intentionally the fuel injection is omitted or if the other engine is already operated / the other engines are already operated. See example in 1.1 : To start the motors MTR1 and MTR2 a common electric starter (STR1) can be used, the starter STR1 can automatically by the rotation of its motor shaft or by the transmitted to the gear ZR1 rotational movement by the freewheel FL1 and FL2 (the freewheels FL1 and FL2 have an outer sprocket and are thus driven by the gear ZR1 when starting) in the motor shaft MW1 and / or MW2 engage, however, the freewheel FL1 and FL2 can engage only in the associated motor shaft MW1 / MW2 due to the freewheeling function when This is not yet driven by the associated engine MTR1 / MTR2 (as an ordinary electric starter by its freewheel or due to the freewheeling function can only engage in the associated motor shaft if it is not yet driven by the associated motor). If the freewheel FL1 and / or FL2 can be engaged by the common starter STR1 in the associated motor shaft MTW1 / MTW2, this is driven for the start function, in this way, the starter STR1 the two motors MTR1 and MTR2 readily simultaneously or even just one of the two engines (MTR1 or MTR2) if the other engine intentionally stops fuel injection or if the other engine is already running. The same technique can also be used when using a common generator shaft (the technique of a common motor shaft has already been described above). Another possibility is to use a common generator shaft itself to start by the internal combustion engines can be engaged to start in the generator shaft, then the generator shaft at standstill, however, can also be powered by an electric starter, the generator of the common generator shaft can also used simultaneously as a starter if this can also be operated as an electric motor.

Common motor housing

However, if the city-country-highway GPS hybrid drive has two (or more than two) matched internal combustion engines as in the example above, they can still be housed in the same engine housing, thereby saving weight and saving space, In addition, in this way, among other things, the production costs can be reduced. For example, two co-ordinated motors can be combined in one motor housing by having two large pistons forming one motor and two smaller pistons forming the other Mo tor (see example in 1.1 : engines MTR1 and MTR2 use the same engine case; see example in 1.2 : The motor housing can be adapted in shape to the engine size, the arrangement of the motors, the motor type ect; in the example of 1.1 and 1.2 the motors are arranged in a row, but the motors can for example also be arranged side by side (o. Ä.), So that the motor shafts are parallel to each other, the cylinders can for example also be arranged parallel to each other or, for example, also boxer or V-shaped ), wherein the two motors must each have a separate motor shaft and as already described above also have a separate start option.

drive

In parallel to the different stages of the optimum power range, two or more electric motors with the same (or even a similar or possibly also another) optimum power range can also be used for the drive, for the example above two (for example) can be used Electric motors can be used, wherein the one electric motor (electric motor 1) in the optimum power range, for example, have a power of 15 KW and the other electric motor (electric motor 2), for example, over 30 KW power, in this way it is possible that the drive shaft in the optimum power range with 15 KW (electric motor 1) or 30 KW (electric motor 2) or 45 KW (electric motor 1 and 2) power is driven, depending on whether only one of the two electric motors is operated (E Engine 1 or 2) or both electric motors are operated simultaneously (E-motor 1 and 2), thus, it is possible that the drive from the city-highway-highway-hybrid-Hybridantri eb from this example can provide lower or medium or high power in the optimum power range (thus increasing average efficiency), thereby saving fuel and lowering exhaust emissions. The drive shaft can be driven, for example, by the independent electric motors drive the drive shaft each by a freewheel (see example in FIG 1.1 : the independent electric motors E-MTR1 and E-MTR2 can drive the input shaft (AW1) or the associated fixed to the drive shaft (AW1) gear (ZR2) by the freewheels FL3 and FL4 in single operation or jointly) or by the electric motors can be independently coupled into the drive shaft in another way (for example by means of centrifugal clutches o. Ä.). In addition, even a translation between the respective electric motor and the drive shaft can be used. If two electric motors are used, such as the electric motors E-MTR1 and E-MTR2 (see example in 1.1 ), the drive shaft (AW1), however, can only be rotated backwards when using a clutch (for example a centrifugal clutch) at the position FL3 and / or at the position FL4 (normally it is sufficient if only the smaller (E) MTR1) can also be engaged by the two electric motors (E-MTR1, E-MTR2) for reverse drive, so that for the larger electric motor (E-MTR2) a simple freewheeling at the position (FL4) is sufficient), if nevertheless freewheels the two positions FL3 and FL4 are used, the drive shaft (AW1) can also be reversed by an additional small electric motor with, for example, 5 KW power. The use of only one electric motor per drive shaft or a total of only one electric motor for the drive is possible.

Motor control with GPS support

In order to ensure that the required power can always be provided early enough by the urban-rural-highway GPS hybrid drive, the engine management system can access the current GPS data (for example using a mobile navigation device) and a pre-stored map and map Average power requirements stored for the various route sections parallel to the map may include various variables such as the driving habits of the respective road user, the driving habits with respect to a particular route, whether working day or weekend and the time, the vehicle characteristics , the current vehicle weight or the instantaneous vehicle acceleration behavior ect) recognize which performance requirements of the road users are likely in the following seconds (possibly Minutes) to the city-highway-highway GPS hybrid drive, so that the corresponding internal combustion engine or internal combustion engines can already be put into operation in the next few seconds at anticipated increased power requirements before the increased power requirements become necessary (using two or more than two electric motors can also be controlled accordingly), so that more power can be provided immediately if it is required, alternatively it is also possible to start / switch on an internal combustion engine only if already more power is required (also applies to the electric motors for the drive too), although this is a disadvantage (without GPS technology), because the internal combustion engine must first be started and must reach the required speed before the additional generator power becomes available. When using a common generator shaft, the starting process of the internal combustion engines may be accelerated if the engine to be started can be slowly coupled depending on the coupling technology in the rotating common generator shaft and thus can be accelerated by the running or running engine (depending on which Power is required, the previously or previously active motor can then be switched off or continue to be used). If GPS technology is used, it may be useful if it can be switched off (manually by pressing a button or automatically), this may be useful for city driving, for example, because the anticipated driving behavior of the road users in dense traffic is not always predictable. For certain sections of the route, for example, in urban areas, it may also be useful if the engines with frequent major power changes (or possibly generally) can be operated continuously, with a motor (or more than one motor) is not currently required for energy production is easy with a low Speed is operated, while the engine can be used, for example, to continuously produce a small amount of energy or electricity if an acceptable efficiency can be achieved or the engine can also be operated with idle gas if this makes sense for a particular route section, so that the engines can be temporarily put in such an operating state by the engine control, for example, using the GPS technology, the current route section can be detected, however, the current driving behavior can be used for detection and also the manual determination by Push of a button is possible.

1.1 (Example)

For example, if the city-land-highway GPS hybrid drive is powered by two internal combustion engines, the one internal combustion engine (MTR1 - see FIG 1.1 ) in the optimum power range, for example, have a power of 15 KW and the other internal combustion engine (MTR2 - see 1.1 ) For example, over 30 KW, in this way it is possible that the city-highway-highway GPS hybrid drive from this example in the optimal power range with 15 KW (MTR1) or 30 KW (MTR2) or 45 KW (MTR1 and MTR2) Power is operated, depending on whether only one of the two engines is started or operated (MTR1 or MTR2) or whether both engines are operated simultaneously (MTR1 and MTR2), thus it is possible that the urban-rural-highway-GPS Hybrid drive from this example in the optimum power range can provide a small or medium or high performance, in addition, are made only small demands on the battery (BT1) by the variable optimum power range or the increased power spectrum, so that a small battery (BT1) is sufficient.

The internal combustion engines can each drive a separate power generator or even a common power generator to an electric motor for driving or more than an electric motor for the drive and a battery (BT1 - a larger battery can possibly be completely omitted) to provide power, such as in the example of 1.1 are shown by the motors MTR1 and MTR2, the generators GE1 and GE2 directly driven by the associated motor shafts MW1 and MW2, but it can also be driven a common generator, for example by the motors MTR1 and MTR2 or the associated motor shafts MW1 and MW2 a common Generator shaft (not shown) in each case by a freewheel can drive or by the motors or the associated motor shafts can be engaged in a different manner independently in a common generator shaft (for example by means of centrifugal clutches o. Ä.). In addition, a translation between the motors and a common generator shaft can also be used.

The motors MTR1 and MTR2 each have their own motor shaft (MW1 or MW2), to start the motors MTR1 and MTR2, a common electric starter (STR1) can be used, the starter STR1 can by the rotational movement of its motor shaft or by the on the gear ZR1 transmitted rotational motion automatically by the freewheel FL1 and FL2 (the clutches FL1 and FL2 have an outer sprocket and are thus driven by the gear ZR1 at start) coupled to the motor shaft MW1 and / or MW2, however, the freewheel FL1 and FL2 due to the freewheel function only in the associated motor shaft MW1 / MW2 engage if this is not yet driven by the associated motor MTR1 / MTR2 (as an ordinary electric starter by its freewheel or due to the freewheeling function only in the associated motor shaft can engage if this is not yet driven by the associated motor). If the freewheel FL1 and / or FL2 can be engaged by the common starter STR1 in the associated motor shaft MTW1 / MTW2, this is driven for the start function, in this way, the starter STR1 the two motors MTR1 and MTR2 readily simultaneously start or even just one of the two engines (MTR1 or MTR2) if at the whose engine intentionally omits fuel injection or when the other engine is already operating.

However, if the city-country-highway GPS hybrid has two matched internal combustion engines, they can still be housed in the same engine case, thereby saving weight and saving space, and in addition, can reduce manufacturing costs. As in 1.1 For example, two matched motors can be combined in one motor housing by having two small pistons, one engine (MTR1) and two larger pistons, the other engine (MTR2). In 1.1 the motors are arranged in a row, but the motors can also be arranged side by side (or similar), for example, so that the two motor shafts are parallel to each other, the two motors must also each have a separate motor shaft, the starter (or Starter when a starter per motor shaft is used) can then be mounted on the right side of the engine, for example, and the power generators (or the power generator when using a common generator shaft) on the left side of the engine, if one generator per motor shaft is used at the same time be used as a starter.

In the example of 1.1 are used for the drive two electric motors (E-MTR1 and E-MTR2), wherein one electric motor (E-MTR1) in the optimum power range, for example, can have a power of 15 KW and the other electric motor (E-MTR2), for example over 30 KW of power, in this way it is possible that the drive shaft (AW1) in the optimum power range with 15 KW (E-MTR1) or 30 KW (E-MTR2) or 45 KW (E-MTR1 and E-MTR2) power is driven, depending on whether only one of the two electric motors is operated (E-MTR1 or E-MTR2) or whether both electric motors are operated simultaneously (E-MTR1 and E-MTR2), thus, it becomes possible that the drive from the city Land-Highway GPS hybrid propulsion from this example can provide lower or medium or high horsepower in the optimum power range (thus increasing average efficiency), thereby saving fuel and lowering exhaust emissions. In the example of 1.1 For example, the independent electric motors E-MTR1 and E-MTR2 can drive the drive shaft (AW1) or the associated gearwheel (ZR2) fixedly connected to the drive shaft (AW1) in single operation or jointly by the freewheels FL3 and FL4. The use of only one electric motor per drive shaft or a total of only one electric motor for the drive is possible. However, when two electric motors such as E-MTR1 and E-MTR2 are used, the drive shaft (AW1) may reverse only when using a clutch (for example, a centrifugal clutch) at the position FL3 and / or at the position FL4 Turned backwards (usually it is sufficient if only the smaller (E-MTR1) of the two electric motors (E-MTR1, E-MTR2) can also be engaged to reverse drive, so that for the larger electric motor (E-MTR2) a simple freewheel is sufficient at the position (FL4)), when still freewheels are used at the two positions FL3 and FL4, the drive shaft (AW1) can also be rotated by an additional small electric motor, for example, 5 KW power backwards.

The motor control of the motors (MTR1 and MTR2) from the example of 1.1 can be done as described above, for example, using GPS support.

1.2 (Example)

As in the example of 1.2 is shown, the motor housing can be adapted in shape to the size of the motor, the arrangement of the motors, the motor ect ect. In the example of 1.2 the motors are arranged in a row, but the motors can for example also be arranged side by side (o. Ä.), So that the motor shafts are parallel to each other, the cylinders can for example also be arranged parallel to each other or, for example, also boxer or V-shaped ,

1.3 (Example)

As in the example of 1.3 can be shown for the two motor shafts MW1 and MW2 of the motors MTR1 and MTR2 as opposed to 1.1 also each a separate electric starter (STR1, STR2) are used, the respective starter STR1 / STR2 can automatically engage by the rotation of its motor shaft through the freewheel FL1 / FL2 in the associated motor shaft MW1 / MW2 to drive this (as an ordinary electric starter by the rotational movement of its motor shaft automatically by a freewheel in the engine shaft of a normal combustion engine can engage to drive them), while the freewheel FL1 / FL2 is driven by the associated starter STR1 / STR2 by the associated gear ZR1 / ZR2 , If like in 1.3 shown a current generator (GE1, GE2) per motor (MTR1, MTR2) or per motor shaft (MW1, MW2) is used, the respective generator (GE1, GE2) can also be used simultaneously as a starter when this is also operated as an electric motor can.

Rural-urban motorway GPS hybrid drive without a battery for purely electric rides

The technique of the above-described urban-highway-highway hybrid GPS drive can also be used without a battery for all-electric travels, by the generators or the generator (two or more than two internal combustion engines can be used as described above the same generator by a single common generator shaft in single operation or drive together) always generates only as much power as is necessary for the drive of the one or more electric motors. If a common generator shaft is used, as described above, two or more than two internal combustion engines can independently and independently drive one and the same generator shaft in single operation or together, thereby enabling a multiple wider power spectrum in the optimum power range. See example in 2.1 Of the motors MTR1 and MTR2 or by the associated motor shafts (MW1, MW2) and freewheels (FL1, FL2), the common generator shaft (GEW1) or the associated gearwheel (ZR1) permanently connected to the generator shaft (GEW1) is operated individually or in common driven, in addition, also a translation between the respective engine and the common generator shaft can be used. In addition to the changes mentioned, no further changes are normally necessary.

Rural-urban motorway GPS Drive

The technique of the urban-highway-highway-hybrid-GPS described above can be used without generator, battery and electric motors for the drive, for this purpose, the technology of the common generator shaft is used, the technology of the common generator shaft, it is possible that two or even more than two internal combustion engines can be used to drive one or the same shaft in single operation or jointly, thus a multiple wider power spectrum in the optimum power range is made possible (the use of a common generator shaft and two or more than two internal combustion engines has already described above, also in the urban-rural-highway GPS drive, the engine control can be done with GPS support, the GPS support has already been described above), if two or more than two internal combustion engines are used (see example in FIG 2.1 : motors MTR1 and MTR2 are used) they can drive together a common generator shaft by freewheels, centrifugal clutches or clutches of other kind depending on the required power in single operation or together (see example in 2.1 of the motors MTR1 and MTR2 or by the associated motor shafts (MW1, MW2) and freewheels (FL1, FL2), the common generator shaft (GEW1) or the associated gearwheel (ZR1) permanently connected to the generator shaft (GEW1) is operated individually or in common driven). In addition, a translation between the respective engine and the common generator shaft can also be used. Due to the common generator shaft, the engine power can be transmitted to, for example, a manual transmission or an automatic transmission.

2. Parallel generator resistor electric hybrid drive or PGWE hybrid drive (parallel hybrid technology of the new generation)

Advantages:

• • By the technology of the PGWE hybrid drive can achieve higher efficiency than it is possible with a serial hybrid drive because the generator of the PGWE hybrid drive is only partially used to generate electricity is used because a big one Transfer of energy directly through the generator resistor will, so the efficiency of relying on power generation / power use and heat development also refers only in part to be included.
• • The Technology of the PGWE hybrid drive enables the function without one mechanical gear, so not like a ordinary one Parallel hybrid drive a correspondingly high efficiency loss arises.
• • The Technology of the PGWE hybrid drive allows the summation of engine power and electric motor power, so by a battery at times a much higher Drive power can be achieved, this technique also allows a lower maximum engine power, thereby simultaneously reduced fuel consumption and increased overall efficiency can be.
• • The Technology of the PGWE hybrid drive can be used during braking and when driving downhill without another system for generating electricity or charging the battery be used.
• • The Technology of the PGWE hybrid drive enables the purely electrical Operation (for example, useful for city driving, for starting and to the return value drive).
• • The Technology of the PGWE hybrid drive allows the engine / Engines in relation to the momentary engine power almost always with the optimal speed can be operated / can.
• • Further Advantages are listed in the following description.

The PGWE Hybrid Drive is an alternative to the previous City-Country-Highway GPS Hybrid Drive (see above or below) 1.1 to 1.3 The only difference is that the force is transferred from the generator shaft to the drive shaft in a different way. One or two or even more than two internal combustion engines can be used for the input power of the PGWE hybrid drive, which allows for a power spectrum that is several times wider in the optimum power range (the use of two or more internal combustion engines has already been described above; Hybrid propulsion, the engine control can be done using two or more internal combustion engines using GPS support; GPS support has already been described above) if two or more than two internal combustion engines are used (see example in FIG 2.1 : motors MTR1 and MTR2 are used) they can drive together a common generator shaft by freewheels, centrifugal clutches or clutches of other kind depending on the required power in single operation or together (see example in 2.1 of the motors MTR1 and MTR2 or by the associated motor shafts (MW1, MW2) and freewheels (FL1, FL2), the common generator shaft (GEW1) or the associated gearwheel (ZR1) permanently connected to the generator shaft (GEW1) is operated individually or in common driven). In addition, a translation between the respective engine and the common generator shaft can also be used.

start function

As starter one starter per motor shaft can be used (see example in 2.1 : the motor MTR1 / MTR2 can be started by the associated starter STR1 / STR2) or a common starter (the use of a common starter has already been described above).

drive

In order for the following description to be better understood, this can also be understood by the example of 2.1 be traced the labels for comparison, for example, of 2.1 each stand in a bracket behind the corresponding components. The engine (s) (MTR1, MTR2) or the generator shaft / common generator shaft (GEW1) drive a generator (Wi1, Wi2) or the generator (Wi1, Wi2) is as usual the resistor to the one Engine / Engines (MTR1, MTR2) work / work, the generator shaft (GEW1) thus drives a field winding or an induction winding (in the example of 2.1 is driven by the generator shaft (GEW1) an external induction winding (Wi1)), the opposite part of this so the induction winding / excitation winding (in the example of 2.1 However, if the inner excitation winding (Wi2) is the opposite part to the outer induction winding (Wi1)), this technique is not a fixed part, but a direct part of the drive shaft (AW1) or connected to the drive shaft (AW1), so that the drive shaft (AW1 ) can be driven by the generator resistor (as in a conventional hybrid generator, the generator resistance may be high enough to absorb the total engine power). The generator resistance can be increased or decreased by the voltage of the excitation winding (Wi2) (except when permanent magnets are used instead) and the current speed of the drive shaft (AW1) and / or the generator shaft (GEW1) and / or the current engine power are adjusted ( the generator shaft (GEW1) and drive shaft (AW1) speeds can be affected by engine power and generator resistance, this technique allows the motor / motors (MTR1, MTR2) to almost always provide the optimum motor current (MTR1, MTR2) Speed can be operated / can, whereby a high efficiency is achieved, while also a stepless gear ratio with high efficiency allows), in addition to or instead, however, a variable generator resistance can be achieved when the excitation winding and the induction coil moves apart in the longitudinal direction become but usually this is not necessary, as with an ordinary hybrid generator. The induction winding (Wi1) / excitation winding (Wi2) can be connected by sliding contacts (SK1, SK2). From the drive shaft (AW1), the forces can be transmitted directly to wheels o. Ä. With possibly a mounted translation (probably no translation is necessary), it can also be a switchable or continuously variable transmission are used (normally, this is not necessary if nevertheless a non-shiftable, shiftable or continuously variable ratio should be used, it may already be used between the engine (s) (MTR1, MTR2) and the generator shaft (GEW1) or directly in front of the generator (Wi1, Wi2). The generator (Wi1, Wi2) which drives the drive shaft (AW1) generates additional current, therefore the drive shaft (AW1) (or possibly the generator shaft (GEW1) - for the generator shaft (GEW1) is usually not sensible) have a common electric motor (E-MTR1) which drive the drive shaft (AW1) at the same time as well as while the generator (Wi1, Wi2) generates electricity In addition, energy for the purely electric operation or for the sole operation of the electric motor (E-MTR1) of the drive shaft (AW1) can be stored in a battery when the electric motor (E-MTR1) of the drive shaft (AW1) is omitted, However, the generated power can also be stored exclusively in a battery for purely electrical operation (useful if the generator (Wi1, Wi2) for pure electrical operation at the same time as an electric motor (Wi1, Wi2) can be operated). Due to the technology of the PGWE hybrid drive, a higher efficiency can be achieved than is possible with a serial hybrid drive, since the generator (Wi1, Wi2) is only partially used for power generation in the PGWE hybrid drive, because a large part of the energy is generated by the Generator drive is transmitted directly to the drive shaft (AW1) (the drive shaft (AW1) is driven by the generator shaft (GEW1) by the generator resistance), so that the efficiency related to the power generation / use of electricity and heat generation only partially must be included , The technology of the PGWE hybrid drive also allows the function without a mechanical transmission, so that not as in a conventional parallel hybrid drive, a correspondingly high loss of efficiency.

Purely electrical operation

In order for the following description to be better understood, this can also be understood by the example of 2.1 be traced the labels for comparison, for example, of 2.1 each stand in a bracket behind the corresponding components. For example, for city driving, for starting and for driving backwards, the purely electrical operation of the PGWE hybrid drive makes sense. For purely electrical operation, the electric motor (E-MTR1) of the drive shaft (AW1) can be supplied with power from the battery already mentioned above (this battery can be charged during braking and downhill or even during normal operation), in addition or instead Also, the generator (Wi1, Wi2) between the generator shaft (GEW1) and the drive shaft (AW1) can be used as electric drive if this can also be operated as an electric motor (Wi1, Wi2), then it is only necessary that the generator shaft (GEW1) for this function can be determined for example by means of a suitable, controllable parking brake (FSTB1). If only the electric motor (E-MTR1) of the drive shaft (AW1) is to be used for purely electrical operation, it may make sense due to the generator residual resistance with voltage-free excitation winding (Wi2) if the generator shaft (GEW1) at standstill of the internal combustion engine / internal combustion engines ( MTR1, MTR2) is freely movable in at least the main direction of rotation (forward) (to reverse, the generator shaft (GEW1) may possibly be detected by a suitable controllable brake (FSTB1), so that the generator shaft (GEW1) can not rotate), when using two or more than two internal combustion engines (in the example of 2.1 if the two motors MTR1 and MTR2 are used) this is normally done from the outset by the freewheels (in the example of 2.1 the two freewheels FL1 and FL2 are used), centrifugal clutches or clutches of other kind ensured by the internal combustion engines (MTR1, MTR2) the common generator shaft (GEW1) in single operation or jointly can drive when a single internal combustion engine is used to drive the generator shaft can free mobility of the generator shaft, for example, by a simple freewheel or a suitable coupling between the engine shaft of the engine and the generator shaft are enabled, this freewheeling function of the generator shaft (GEW1) can also be neglected or omitted if this is not already given from the outset and especially then if the generator (Wi1, Wi2) for purely electrical operation as described above can also be operated as an electric motor (Wi1, Wi2) is a freewheeling function of the generator shaft (GEW1) which is not already give from the front is useless.

Of the Electric motor (E-MTR1) can also be completely omitted, so exists through the generator (Wi1, Wi2) during normal operation nor the possibility To store electricity in a battery when this battery is then one has reached a suitable state of charge, the / can the internal combustion engine / s (MTR1, MTR2) are switched off temporarily, the generator (Wi1, Wi2) can be used as an electric drive if this also as an electric motor (Wi1, Wi2) is operable for this function it is only as mentioned before necessary that the generator shaft (GEW1) can be detected For example, by using a suitable, controllable parking brake (FSTB1). Even so or without the electric motor (E-MTR1) is the summation of Combustion engine power and electric motor power possible if The generator (Wi1, Wi2) is also used as an electric motor (Wi1, Wi2) can be (further below).

Brake energy feedback and Power generation during braking and descents

In order for the following description to be better understood, this can also be understood by the example of 2.1 be traced the labels for comparison, for example, of 2.1 each stand in a bracket behind the corresponding components. At Bremsvorgän The generator (Wi1, Wi2) between the generator shaft (GEW1) and the drive shaft (AW1) can be used to generate electricity, while the electricity generated can be stored in a battery (even during normal operation, electricity can be simultaneously stored in a battery ) and then for purely electric operation by the electric motor (E-MTR1) or also for simultaneous driving by the internal combustion engine (s) (MTR1, MTR2) from which the generator shaft (GEW1) is driven are used, the braking force which is made possible during braking and descending by the generator (Wi1, Wi2) or by the generator resistor can be increased or decreased by the voltage in the excitation winding (Wi2) from the generator (Wi1, Wi2). If the generator (Wi1, Wi2) is used to generate power during braking or when driving downhill, it is only necessary, as already mentioned, for the generator shaft (GEW1) to be identified for this function using a suitable controllable parking brake (FSTB1). If an electric motor (E-MTR1) is used for the drive shaft (AW1) and can also be used as a generator, this can also be used additionally or exclusively to generate power during braking and descent (normally, however, it is sufficient if the generator (Wi1 , Wi2) is used for this purpose). The technology of the PGWE hybrid drive allows the summation of engine power and electric motor power (in the example of 2.1 by the electric motor E-MTR1), so that by a battery a significantly higher drive power can be achieved at times, this technique also allows a lower maximum engine power, thereby reducing the fuel consumption and the overall efficiency can be increased simultaneously.

A another possibility for summing engine power and electric motor power: If the combustion engine (s) (MTR1, MTR2) is the generator shaft (GEW1) and thus drive the drive shaft (AW1), the generator can (Wi1, Wi2), if this also used as an electric motor (Wi1, Wi2) can be added at the same time as an additional drive so that the combustion engine (s) (MTR1, MTR2) and the Generator (Wi1, Wi2) drive the drive shaft (AW1) at the same time, then it makes sense, however, if the generator (Wi1, Wi2) for the function as an electric motor (Wi1, Wi2) can generate so much power that he due to the performance of the internal combustion engine (s) (MTR1, MTR2) longer Time turned backwards becomes.

2.1 (Example)

The PGWE Hybrid Drive is an alternative to the previous City-Country-Highway GPS Hybrid Drive (see above or below) 1.1 to 1.3 The only difference is that the force is transferred from the generator shaft to the drive shaft in a different way. In the example of 2.1 For the input power of the PGWE hybrid drive, two combustion engines (MTR1, MTR2) are used (the use of two or more than two internal combustion engines has already been described above; PGWE hybrid powertrain can also be used with two or more internal combustion engines GPS support has already been described above), if two internal combustion engines (MTR1 / MTR2) are used, they can be used as in the example of 2.1 a common generator shaft (GEW1) or the associated fixed to the generator shaft (GEW1) gear (ZR1) by freewheels (FL1 / FL2) depending on the required power in single mode or jointly driving (the use of a common generator shaft has already been described above ). In addition, a translation between the respective motor (MTR1, MTR2) and the common generator shaft (GEW1) can also be used.

When Starter can use one starter (STR1 / STR2) per motor shaft (MW1 / MW2) or even a common starter (the use of one common starter has already been described above).

Drive: A generator (Wi1, Wi2) is driven by the internal combustion engines (MTR1, MTR2) or by the common generator shaft (GEW1) or the generator (Wi1, Wi2) is as usual the resistor against which the internal combustion engines (MTR1, MTR2) work , the generator shaft (GEW1) drives in the example of 2.1 an external induction winding (Wi1) (depending on the arrangement of the generator could also be an inner or outer excitation winding or an inner or outer permanent magnet driven by the generator shaft (GEW1)), the opposite part so this the internal excitation winding (Wi2) ( depending on the arrangement of the generator could be used as opposed part and an inner or outer induction winding) is in this technique, however, no fixed part, but a direct part of the drive shaft (AW1) or connected to the drive shaft (AW1), so that the drive shaft (AW1) can be driven by the generator resistor (as with a standard hybrid generator, the generator resistance can be high enough to capture the total engine power). The generator resistance can be increased or decreased by the voltage of the excitation winding (Wi2) (except if permanent magnets are used instead) and the actual rotational speed of the drive shaft (AW1) and / or the generator shaft (GEW1) and / or the current engine power are adjusted (the speeds of the generator shaft (GEW1) and the drive shaft (AW1) can be adjusted by the engine power and the generator resistance, this technique allows the motors (MTR1, MTR2) to be almost always operated at the optimum speed with respect to the instantaneous motor power, thus achieving high efficiency, along with a continuously variable transmission ratio high efficiency). The induction winding (Wi1) / excitation winding (Wi2) can be connected by sliding contacts (SK1, SK2). From the drive shaft (AW1), the forces can be transmitted directly to wheels o. Ä. With possibly a mounted translation (probably no translation is necessary), it can also be a switchable or continuously variable transmission are used (normally, this is not necessary if nevertheless a non-shiftable, shiftable or continuously variable ratio should be used, it may already be used between the engine (s) (MTR1, MTR2) and the generator shaft (GEW1) or directly in front of the generator (Wi1, Wi2). The generator (Wi1, Wi2) which drives the drive shaft (AW1) generates additional current, therefore the drive shaft (AW1) (or possibly the generator shaft (GEW1) - for the generator shaft (GEW1) is usually not useful) have a common electric motor (E-MTR1) the drive shaft (AW1) using this power at the same time or while the generator (Wi1, Wi2) generated electricity can additionally drive, in addition, energy for purely electrical operation or for the sole However, if the operation of the electric motor (E-MTR1) of the drive shaft (AW1) is stored in a battery when the electric motor (E-MTR1) of the drive shaft (AW1) is omitted, the generated power can only in a battery for the purely electric Operation can be stored (useful if the generator (Wi1, Wi2) for the purely electrical operation at the same time as an electric motor (Wi1, Wi2) bet can be rubbed). Due to the technology of the PGWE hybrid drive, a higher efficiency can be achieved than is possible with a serial hybrid drive, since the generator (Wi1, Wi2) is only partially used for power generation in the PGWE hybrid drive, because a large part of the energy is generated by the Generator drive is transmitted directly to the drive shaft (AW1) (the drive shaft (AW1) is driven by the generator shaft (GEW1) by the generator resistance), so that the efficiency related to the power generation / use of electricity and heat generation only partially must be included , The technology of the PGWE hybrid drive also allows the function without a mechanical transmission, so that not as in a conventional parallel hybrid drive, a correspondingly high loss of efficiency.

Pure electrical operation: For example, for city driving, for starting and for driving backwards, the purely electrical operation of the PGWE hybrid drive makes sense. For purely electrical operation, the electric motor (E-MTR1) of the drive shaft (AW1) can be supplied with power from the battery already mentioned above (this battery can be charged during braking and downhill or even during normal operation), in addition or instead Also, the generator (Wi1, Wi2) between the generator shaft (GEW1) and the drive shaft (AW1) can be used as electric drive if this can also be operated as an electric motor (Wi1, Wi2), then it is only necessary that the generator shaft (GEW1) for this function can be determined for example by means of a suitable, controllable parking brake (FSTB1). However, if only the electric motor (E-MTR1) of the drive shaft (AW1) is to be used for purely electrical operation, it may be useful due to the generator residual resistance in voltage-free field winding (Wi2) if the generator shaft (GEW1) at standstill of internal combustion engines (MTR1, MTR2) at least in the main direction of rotation (forward) is freely movable, as in the example of 2.1 two internal combustion engines (MTR1, MTR2) are used, this is normally ensured from the outset by the freewheels (FL1, FL2) by which the internal combustion engines (MTR1, MTR2) can drive the common generator shaft (GEW1) in single operation or together, depending on the generator used (Wi1, Wi2) or depending on how high the generator resistance is with voltage-free excitation winding (Wi2), the generator shaft (GEW1) may have to be detected by a suitable, controllable parking brake (FSTB1) for reversing.

The electric motor (E-MTR1) can be completely omitted, so there is still the possibility to store power in a battery by the generator (Wi1, Wi2) during normal operation, when this battery has reached a suitable state of charge, the internal combustion engines (MTR1 , MTR2) are temporarily switched off, the generator (Wi1, Wi2) can be used as an electric drive if this is also operable as an electric motor (Wi1, Wi2), for this function, it is only necessary, as already mentioned, that the generator shaft (GEW1) can be detected for example by using a suitable, controllable parking brake (FSTB1). Even so or without the electric motor (E-MTR1) is the summation of engine power and electric motor power possible if the generator (Wi1, Wi2) can also be used as an electric motor (Wi1, Wi2) (further details below).

Brake energy recirculation and power generation during braking and descent: During braking and descent, the generator (Wi1, Wi2) between the generator shaft (GEW1) and the drive shaft (AW1) can be used to generate electricity, the generated power can be stored in a battery (also at Normal operation can be stored simultaneously in a battery) and then for purely electrical operation by the electric motor (E-MTR1) or for simultaneous drive by the internal combustion engines (MTR1, MTR2) of which the generator shaft (GEW1) is driven , the braking force which is made possible during braking and descending by the generator (Wi1, Wi2) or by the generator resistor can be increased or decreased by the voltage in the exciter winding (Wi2) from the generator (Wi1, Wi2). When the generator (Wi1, Wi2) is used to generate power during braking or downhill, it is only necessary that the generator shaft (GEW1) can be detected for this function by using a suitable controllable parking brake (FSTB1). If an electric motor (E-MTR1) is used for the drive shaft (AW1) and can also be used as a generator, this can also be used additionally or exclusively to generate power during braking and descent (normally, however, it is sufficient if the generator (Wi1 , Wi2) is used for this purpose). The technology of the PGWE hybrid drive allows the summation of engine power and electric motor power (in the example of 2.1 by the electric motor E-MTR1), so that by a battery a significantly higher drive power can be achieved at times, this technique also allows a lower maximum engine power, thereby reducing the fuel consumption and the overall efficiency can be increased simultaneously.

A another possibility for summing engine power and electric motor power: When the internal combustion engines (MTR1, MTR2) the generator shaft (GEW1) and thus drive the drive shaft (AW1), the generator (Wi1, Wi2), when used as an electric motor (Wi1, Wi2) can, at the same time as additional Be switched on, so that the internal combustion engines (MTR1, MTR2) and the generator (Wi1, Wi2) simultaneously drive the drive shaft (AW1), then it makes sense, however, if the generator (Wi1, Wi2) for the function as an electric motor (Wi1, Wi2) can generate so much power that he through the performance of the internal combustion engines (MTR1, MTR2) no longer time is rotated backwards.

2.2 (Example)

As in the example of 2.2 the generator shaft (GEW1) can also drive the internal excitation winding (Wi1) and the drive shaft (AW1) can also be driven by the external induction winding (Wi2) (alternatively the excitation winding can also drive the external part of the generator (Wi1, Wi2) and the induction winding form the inner part, regardless of whether the respective winding (Wi1 or Wi2) is connected to the generator shaft (GEW1) or to the drive shaft (AW1)). In the example of 2.2 is also shown that the outer winding (in this example, the outer winding is the induction winding (Wi2)) on the opposite wave (in this example, the opposite wave to the outer winding (Wi2) is the generator shaft (GEW1)) in addition to the inner Winding (Wi1) can be stored (the bearing between the generator shaft (GEW1) and the induction winding (Wi2) is designated by the designation (L1)), it can, for example, each a bearing to the right and left of the inner winding (Wi1) used become. In general, other already developed or proven generator techniques can be used for the generator.

2.3 (Example)

As in the example of 2.3 For example, if the exciter winding can also be replaced by permanent magnets (M1), then the generator resistance can be increased or decreased, for example, by moving the induction winding (Wi1) and the permanent magnets (M1) apart in the longitudinal direction (see arrows above and below) induction coil (Wi1); in the example of 2.3 For example, the induction winding (Wi1) on the generator shaft (GEW1) can be longitudinally displaced, for example, using the same proven techniques as gears in gears can be shifted on shafts) to control the mobility of the induction winding (Wi1) or the permanent magnet (M1) in the longitudinal direction, these can, for example, be displaceable on the generator shaft (GEW1) / drive shaft (AW1) in the longitudinal direction or can also be displaced together with the generator shaft (GEW1) / drive shaft (AW1) or a part thereof (it makes sense, however if the generator shaft (GEW1) and the drive shaft (AW1) or their induction winding (Wi1) / permanent magnet (M1) are not as in the example of 2.2 This mobility in the longitudinal direction can, as in already proven systems with longitudinally movable shafts (or gears o. Ä. On shafts) be implemented (for example, as in transmission technology). In general, other already developed or proven generator techniques can be used for the generator. As an alternative to the elements of a generator, the induction coil and the field winding / permanent magnets, for example, completely by permanent magnets and / or electromagnets or by the elements of an eddy current brake (Weichesenscheibe / cylinder o. Ä. And winding instead of the induction coil and the excitation winding / Permanent magnets of a generator) to be replaced, which is usually not useful due to the high energy losses even if so the desired resistance can be achieved by the drive shaft (AW1) of the generator shaft (GEW1) as in the use of a generator to drive By this technique, as with the use of a generator, additional power can not be generated for an electric motor and a battery, or the electric motor (E-MTR1) of the drive shaft (AW1) and the battery can be omitted (unless an additional smaller generator is used for power generation), without an electric motor can also be used for reverse driving, however, at a suitable location a gearbox must be installed (for example between the drive shaft (AW1) and the wheels o. Ä.) Which has a reverse gear. Depending on whether the elements of the generator (Wi1, Wi2) by permanent magnets and / or electromagnets or the elements of an eddy current brake are replaced, the resistance between the generator shaft (GEW1) and the drive shaft (AW1) increased either by changing the voltage or be reduced or by moving in the longitudinal direction (the shifting in the longitudinal direction has already been described above - see example in 2.3 : the induction winding (Wi1) can be moved longitudinally on the generator shaft (GEW1), for example, using the same proven techniques as in gears gear wheels can be moved on shafts).

2.4 (Example)

As in the example of 2.4 For example, two electric motors (E-MTR1 and E-MTR2) can also be used for the drive (more than two electric motors can also be used in the same way), with one electric motor (E-MTR1) in the optimal power range, for example, over a power of 5 KW and the other electric motor (E-MTR2), for example, about 10 KW power, in this way it is possible that the drive shaft (AW1) by the electric drive in the optimum power range with 5 KW (E -MTR1) or 10 KW (E-MTR2) or 15 KW (E-MTR1 and E-MTR2) power is driven, depending on whether only one of the two electric motors is operated (E-MTR1 or E-MTR2) or whether both electric motors be operated simultaneously (E-MTR1 and E-MTR2 - 5 KW, 10 KW or 15 KW total in purely electrical operation or as additional power if the / the internal combustion engine / s (MTR1, MTR2) are operated simultaneously), thus it becomes possible , that the Electric drive from this example in the optimum power range can provide a smaller or medium or high performance (the average efficiency is thus increased), which saves fuel and thus reducing the exhaust emissions. The drive shaft (AW1) or the associated fixedly connected to the drive shaft (AW1) gear (ZR2) can in the example of 2.4 be driven by the independent electric motors E-MTR1 and E-MTR2 by the associated freewheels (FL3, FL4) in single operation or together. However, when two electric motors such as E-MTR1 and E-MTR2 are used, the drive shaft (AW1) may reverse only when using a clutch (for example, a centrifugal clutch) at the position FL3 and / or at the position FL4 Turned backwards (usually it is sufficient if only the smaller (E-MTR1) of the two electric motors (E-MTR1, E-MTR2) can also be engaged to reverse drive, so that for the larger electric motor (E-MTR2) a simple freewheel is sufficient at the position (FL4)), when still freewheels are used at the two positions FL3 and FL4, the drive shaft (AW1) can also be rotated by an additional small electric motor, for example, 5 KW power backwards. Even with the use of only one electric motor, it is possible that this can drive the drive shaft (AW1) by a clutch / a freewheel, for example, as the electric motor (E-MTR1) in the example of 2.4 the drive shaft (AW1) or the associated gearwheel (ZR2) fixedly connected to the drive shaft (AW1) can be driven by the freewheel (FL3), thus the electric motor (E-MTR1) generates no resistance when the generator (Wi1, Wi2) is used for power generation in braking operations and downhill runs.

2.5 (Example)

As in the example of 2.5 is shown, the drive shaft can also be divided into two parts (AW1, AW2), wherein between these two parts (AW1, AW2) a freewheel (FL3) is used (or possibly a suitable coupling), so / can the Internal combustion engine (s) (MTR1, MTR2) drive drive shafts AW1 and AW2 normally in the main (forward) direction of rotation, but the first part (AW1) of An Drive shaft not rotated when the electric motor (E-MTR1) drives the second part (AW2) of the drive shaft in the main direction of rotation (forward), in this way, the generator shaft (GEW1) in pure electric acceleration or the like. Not by the generator residual resistance at energized excitation winding (Wi2) or by permanent magnets when permanent magnets are used for the generator (Wi1, Wi2). When reversing, the generator shaft (GEW1) may need to be locked by the FSTB1 parking brake, depending on the alternator (Wi1, Wi2) used and whether a freewheel or clutch is used at position FL3. Depending on the generator used (Wi1, Wi2) and depending on whether a freewheel or a clutch is used at position FL3, this technique may only be useful if the electric motor (E-MTR1) is also used as a generator (E-MTR1) at the same time can.

Claims (2)

1.1 Main Claim: City-Country-Highway GPS Hybrid Drive: A hybrid drive for the two or more motors are used as input power, These motors have different levels of power and can be completely independent of each other be switched on or off. For example, if two internal combustion engines used as input power in the optimum power range 15 KW and 30 KW generate power, it becomes possible the hybrid drive in the optimal power range with 15 KW (engine 1) or 30 KW (engine 2) or 45 KW (engine 1 and 2) to operate power, creating a several times wider range of services in the optimal performance range allows (the average efficiency and also the total possible Performance is increased - two engines, more power), on This way you can save a lot of fuel and the emissions can be lowered become. Due to the multiple broader performance spectrum in the optimal performance range is already a relatively small and lightweight battery for hybrid technology sufficient, which is a significant weight savings, space savings and cost savings means by the weight saving is the Overall efficiency of the system additionally increased. The technology of the hybrid drive allows it by very simple means that a single e-starter and / or Power generator for two or even more than two motors is sufficient, as far as the Motors should drive a common power generator, they can, for example using centrifugal clutches in a common generator shaft be engaged. Using GPS technology can be a forward-looking Motor control can be achieved. See description for more options and details. 1.2 subclaim: The drive of claim 1.1, being a battery for purely electric rides o. Ä. however, is omitted, for This purpose is of the internal combustion engines or of the or powered generators always generates only as much electricity as for or the electric motors of the drive is needed. 1.3 subclaim: The drive of claim 1.1, but this one mechanical gearbox drives, so no generator, no battery for purely electric Rides and no electric motor is necessary. Also for this Drive two or more motors are used as input power, this Motors have different levels of power, and can be completely independent of each other be switched on or off and drive a common "generator shaft" or a common For a while, the wave itself does not turn out to be normal Powered generator, but a mechanical gearbox, the generator So it is replaced by a mechanical gearbox. If, for example two internal combustion engines are used as the input power generate 15 KW and 30 KW power in the optimal power range, it becomes possible the drive in the optimum power range with 15 KW (engine 1) or 30 KW (engine 2) or 45 KW (engine 1 and 2) to operate power, resulting in a multiple broader performance spectrum in the optimal performance range allows (the average efficiency and also the total possible range of services is increased - two Engines, more power), this way you can save a lot of fuel and the exhaust emissions can be lowered. See description for more options and details. 2.1 Nebenanspruch: The drive of claim 1.1, but this does not drive a conventional generator, but one simultaneously fulfills a transmission function with continuously variable ratio and can transfer part of the engine power directly to a drive shaft and without loss of efficiency or with 100% efficiency. Also for this drive two or more motors are used as input power, these motors have a different high power, can be switched on or off completely independently and drive a common generator shaft, of the generator shaft itself, however, not an ordinary generator is driven, but a Generator having no fixed portion, because both generator windings are rotatable, one winding is connected to the common generator shaft and the other winding with a drive shaft which is also rotatable (see example in FIG 2.1 ). Thus, a part of the engine power can be transmitted directly to the drive shaft by the generator resistor (without loss of efficiency or with 100% efficiency) and by the other part of the engine power is generated by the generator current. The generated Electricity can also be used to drive the drive shaft or to drive the drive shaft by an electric motor, it can also be stored electricity for purely electric rides o. Ä. In a battery. Both generator windings can be connected by means of sliding contacts. Characterized in that the generator resistance of the generator is variable, this can simultaneously fulfill a transmission function with continuously variable transmission. In order to change the generator resistance, the voltage in the generator excitation winding can be changed, if instead of a field winding permanent magnets are used, the generator resistance can be changed by moving one of the two generator halves in the longitudinal direction (see example in FIG 2.3 ). The technology can also be used for braking energy recirculation, because during braking and descent, the generator can be used to generate electricity as far as the common generator shaft can be determined by means of a parking brake, the electricity generated can be stored for purely electric rides or the like in a battery , See description for more options and details. 2.2 subclaim: The technique of claim 2.1, wherein a battery for purely electric rides o. Ä. However, is omitted, for this purpose, only as much power is generated by the internal combustion engines, as is necessary for the drive. 2.3 Subclaim: generator resistor electric gearbox or GWE gearbox: The technique of claim 2.1, but with only a single internal combustion engine is used as the input power, since no common generator shaft is necessary, the generator is driven directly by the motor shaft. Ordinary mechanical transmissions that are driven by an internal combustion engine, so can be replaced by the generator of claim 2.1, because this fulfills a transmission function with continuously variable ratio, probably the generator of claim 2.1 can also achieve better efficiency, because a part of the engine power without efficiency losses or can be transferred directly to the drive shaft with 100% efficiency. See description for more options and details. 2.4 subclaim: The technique of claim 2.3, wherein a battery for purely electric driving o. Ä. However, is omitted, for this purpose, the engine is always generated only as much power as is necessary for the drive.