DE202011104776U1 - Generator / drive assembly - Google Patents

Abstract

Generator / drive arrangement with a rotary electric machine (3), which can be operated as a motor and generator, and a rotary internal combustion engine (4), the internal combustion engine (4) and the electric machine (3) being coupled to one another via a drive train (5), A drive train (6) is provided for selectively routing the drive power of the internal combustion engine (4) or the electric machine (3) to a consumer unit (7), the generator / drive arrangement (1) being in a “starter mode” in which the electric machine (3) drives the engine (4) to start, in a "generator mode" in which the engine (4) drives the electric machine (3) as a generator, in a "VM drive mode" in which the engine (4) drives power leads out via the drive train (6) and into an “EM drive mode”, in which the electric machine (3) leads drive power via the drive train (6), and wherein ei ne clutch arrangement (8) is provided which, depending on the operating mode, switches through or not through the drive train (5) and / or the drive train (6), characterized in that ...

Description

The present invention relates to a generator / drive arrangement according to the preamble of claim 1, a generator / drive arrangement according to the preamble of claim 15 and a motor vehicle according to the preamble of claim 17.

In the present case, a motor vehicle may very generally be a motor land vehicle (motor vehicle), watercraft or aircraft.

The generator / drive arrangement in question is used for example in motor vehicles with an electric traction drive. Such electric vehicles are equipped with an electric machine for providing the drive power required for driving, with an electric control and an electrical energy storage in the form of accumulators.

The above electric vehicles have proven themselves in short-distance operation. However, the range of electric vehicles due to the limited energy storage capacity is low. In addition, the charging times required for charging the energy storage are relatively high.

In order to increase the range of electric vehicles, the generator / drive arrangement in question is used as a so-called "range extender". The primary function of a range extender is to charge the electrical energy storage. The advantage here is the fact that the charging of the electrical energy storage requires no additional waiting times, since the charging takes place during driving. In the sense of optimal utilization of the existing components, the generator / drive assembly is also regularly used for driving a consumer unit, such as an air conditioning compressor or the like.

The known generator / drive arrangement ( DE 10 2009 048 719 A1 ), from which the invention proceeds, is equipped with a rotary electric machine that can be operated as a motor and a generator and a rotary combustion engine. The internal combustion engine and the electric machine are coupled to each other via a drive train, with an additional output train being provided for selectively discharging drive power of the internal combustion engine or the electric machine.

It may be pointed out that the term "rotary motor" quite generally means a motor with a rotary drive shaft. These include, for example, piston engines in which a piston assembly drives a drive shaft.

The known generator / drive assembly has a coupling arrangement which is equipped in the drive train and in the output train with switchable or controllable couplings. Via a corresponding external, in particular electrical activation of the clutch arrangement, different operating modes can be set.

In a first operating mode "starter mode", the electric machine drives the internal combustion engine to start. In a second operating mode "generator mode", the internal combustion engine drives the electric machine as a generator. In a third mode of operation "VM propulsion mode", the engine derives mechanical propulsion power via the power train. In a fourth operating mode "EM drive mode", the electric machine derives mechanical drive power via the power train.

Although the known generator / drive arrangement allows a good utilization of the existing components. However, the implementation and control of the clutch arrangement required for setting the various operating modes is complicated.

The invention is based on the problem of designing the known generator / drive arrangement such and further, that the implementation and control of the clutch assembly is simplified.

The above problem is solved in a clutch assembly according to the preamble of claim 1 by the features of the characterizing part of claim 1.

The solution according to the proposal is based on the fundamental consideration of designing the operating modes of the generator / drive arrangement such that the clutch arrangement can in any case be partially self-switching. In a complex control of the clutch assembly can thus be dispensed with in principle.

In detail, it is proposed that the electric machine in the starter mode in a first operating direction and in the EM drive mode, ie in the discharge of mechanical drive power of the electric machine via the output line, running in a second, opposite operating direction.

The above, bidirectional operation of the electric machine is proposed according used for the internal combustion engine with the To couple electric machine self-switching. For this purpose, the clutch assembly is equipped with a direction-actuated clutch in the drive train between the engine and electric machine. Such a directional clutch is also referred to as a "one-way clutch". Depending on the direction of the power flow couples or uncouples such a clutch.

According to the proposal, the arrangement is such that the direction-actuated clutch through-connects the drive train between the engine and electric motor in starter mode and does not turn on in the EM drive mode.

By "switching through" is to be understood quite generally in this case that mechanical drive power can be transmitted via the through-connected drive train.

With the proposed solution, on the one hand, the starter mode is ensured when the powertrain is switched through. On the other hand, in the EM drive mode, the drive power of the electric machine can be discharged via the output train, without the need for the internal combustion engine to be entrained. This is because the powertrain between the engine and the electric machine is not turned on in the EM drive mode.

For the realization of the generator mode and the VM drive mode, a speed-actuated clutch is provided according to claim 2, which is arranged according to claim 3 drivingly parallel to the direction-actuated clutch. In the particularly preferred embodiment according to claim 9, an engagement of both the direction-actuated and the speed-actuated clutch is provided in the transition from the starter mode to the generator mode or the VM drive mode. This ensures that in the resulting reversal of the drive power flow through the drive train is maintained.

In the further preferred embodiments according to claims 11 to 14, a second speed-actuated clutch in the drive train is provided in addition to the first speed-actuated clutch in the drive train, which have different switching behavior relative to the rotational speed of the internal combustion engine or the electric machine. As a result, the consumer unit to be driven in the drive modes can be connected and disconnected by a self-switching clutch function.

With the latter variant, the clutch assembly can make a total of mechanically self-switching. On an electrical control of the clutch assembly can be completely dispensed with.

The equipment of the clutch assembly with a first speed-actuated clutch and a second speed-actuated clutch having different speed-related switching behavior, is the subject of another teaching according to claim 15, the independent significance.

After this further teaching has been recognized that the various clutches of the clutch assembly can be selectively switched by setting predetermined speeds of the engine or electric machine. This corresponds to a certain extent a mechanical addressing of the various clutches on the speed according to the basic principle of the known from data communication bus system.

According to another teaching according to claim 17, which also has independent significance, a motor vehicle is claimed with an electric drive. The traction drive has in the usual way at least one of the drive power for the driving operation providing electric machine and an electric control and an energy storage.

Essential to this further teaching is the fact that a proposed generator / drive assembly is provided separately from the drive. The generator / drive arrangement serves to charge the energy store on the one hand and drive a consumer unit, for example an air-conditioning compressor or the like, on the other hand.

In the preferred embodiment according to claim 18, it may be the drive unit itself and / or the traction drive train itself act in the driven by the generator drive assembly consumer unit.

In the following the invention will be explained in more detail with reference to a drawing showing only one exemplary embodiment. In the drawing shows:

1 in a very schematic representation of a proposed generator / drive assembly as a range extender in a proposed motor vehicle, and

2 in a very schematic representation of the part of the clutch assembly of the generator / drive assembly according to 1 , which is arranged in the drive train between the internal combustion engine and the electric machine.

The illustrated in the drawing generator / drive assembly 1 is as a range extender of a motor vehicle 2 , in particular a motor vehicle 2 , designed. This is not meant to be limiting. The proposed generator / drive assembly 1 can basically be used wherever a generator mode and a drive mode is required.

1 shows that the generator / drive assembly 1 a rotary electric machine 3 , which is operable as a motor and generator, and a rotary combustion engine 4 having. The internal combustion engine 4 and the electric machine 3 are about a powertrain 5 coupled together. For the design of the internal combustion engine 4 and the electric machine 3 Many variants are conceivable. For example, the internal combustion engine may be a Wankel engine, which allows a particularly compact design. Depending on the application, the electric machine may be an asynchronous, synchronous or DC machine, for example.

For optional discharge of mechanical drive power of the internal combustion engine 4 or the electric machine 3 to a consumer unit 7 is a power train 6 intended. At the consumer unit 7 it can be any unit that needs to be powered by mechanical power. In the illustrated and so far preferred embodiment, it is in the consumer unit 7 around an air conditioning compressor.

The proposed generator / drive assembly 1 can be operated in the operating modes explained above. In "starter mode" the electric machine works 3 as an engine and drives the internal combustion engine 4 for starting. In "generator mode" the electric machine works 3 as a generator and is powered by the internal combustion engine 4 driven accordingly as a generator. The electrical power generated in this way is used here and preferably for charging an energy store which is still to be explained.

In the "VM drive mode" the internal combustion engine leads 4 mechanical drive power via the output train. In EM drive mode, the electric machine operates 3 again as a motor and conducts mechanical drive power through the output train 6 out.

Each of the above modes of operation requires a special coupling constellation between internal combustion engine 4 , Electric machine 3 and consumer unit 7 , This is a coupling arrangement 8th provided, depending on the operating mode, the drive train 5 and / or the power train 6 turns on or just does not turn on.

It is essential now that the electric machine 3 in the starter mode in a first operating direction and in the EM drive mode in a second, opposite operating direction. This is according to the proposal realized by the fact that the clutch assembly 8th a directional clutch 9 in the drive train 5 between internal combustion engine 4 and electric machine 3 that has the drive train 5 in starter mode and does not go through in EM drive mode. It follows from the illustration according to 1 in that thus a drive of the consumer unit 7 over the electric machine 3 is possible without the internal combustion engine 4 is dragged along.

It can be according to the representation 1 also see that the electric machine 3 drive technology between the internal combustion engine 4 and the consumer unit 7 is switched. Accordingly, it is here and preferably such that the internal combustion engine 4 the electric machine 3 always drives as a generator in the VM drive mode. In that regard, there is some overlap between the VM drive mode and generator mode in the illustrated embodiment.

Preferably, the coupling arrangement 8th in the drive train 5 between the internal combustion engine 4 and the electric machine 3 in addition a speed-operated clutch 10 on that the powertrain 5 Depending on the speed related to an internal combustion engine side or electric machine side speed turns on or not turned on. Here and preferably, the speed-actuated clutch switches 10 the drive train 5 above a switching speed of the internal combustion engine 4 or the electric machine 3 by.

If in the present case of a speed-dependent switching behavior of a clutch is mentioned, is always the speed of the engine 4 or the electric machine 3 , and not necessarily the speed directly on the clutch, meant. This takes into account the fact that between the internal combustion engine 4 or the electric machine 3 and the respective clutch a transmission ratio with appropriate speed ratio can be switched so that the voltage applied directly to the clutch would be little meaningful.

As in the detailed presentation in 1 shown is the drivetrain 5 arranged, speed-operated clutch 10 drive technology parallel to the directional clutch 9 arranged. This means that the powertrain 5 is switched on, if at least one of the two clutches 9 . 10 switches through, so engage.

In a particularly preferred embodiment, the speed-actuated clutch is located 10 assigned switching speed of the internal combustion engine 4 or the electric machine 3 below the starting speed of the internal combustion engine 4 , This ensures that in starter mode, in which the internal combustion engine 4 with the cranking speed running, the powertrain 5 safely switched through, even if the power flow is due to the start of the engine 4 reverses.

It can be according to the representation 2 see that an engine-side shaft 11 and coaxially with an electric machine-side shaft 12 are provided, by means of the direction-actuated clutch 9 and the speed-actuated clutch 10 in an axial coupling region 13 can be coupled with each other. The term "axial" is always on the common geometric axis 14 the two waves 11 . 12 based.

Interesting in the 2 The construction shown is the fact that the direction-actuated clutch 9 and the speed-operated clutch 10 in the coupling area 13 are arranged spatially next to each other. Basically, it may be provided in this sense that the two clutches 9 . 10 - related to the geometric axis 14 - Radially next to each other, in particular nested, are arranged.

Here and preferably, however, it is the case that the two clutches 9 . 10 - related to the geometric axis 14 - Are arranged axially side by side. This means that of the respective clutch 9 . 10 provided adhesion between the two waves 11 . 12 always in the coupling area 13 , ie essentially in the same axial position, takes place. As a result, the two clutches 9 . 10 In the transition from the starter mode to the generator mode or the VM drive mode with regard to their coupling functions to a certain extent replace, the adhesion in the same axial position leads to a particularly steady transition.

In the 2 However, construction shown is also advantageous in terms of the achievable compactness. Here and preferably is one of the two waves above 11 . 12 , here the electric machine-side shaft 12 , in the coupling area 13 designed as a hollow shaft, wherein the two shafts 11 . 12 In the coupling area 13 nested inside each other. This is realized by the fact that the engine shaft side 11 in the designed as a hollow shaft portion of the electric motor side shaft 12 protrudes.

The above compactness results in the in 2 illustrated embodiment in particular in that in an annular space 15 between the two waves 11 . 12 the two clutches 9 . 10 are arranged. In detail, the two clutches 9 . 10 each of annular design, on the one hand to the internal combustion engine shaft 11 deferred and in the electrical machine side shaft 12 are inserted.

The electric machine 3 is how out 2 can be seen, axially immediately adjacent to the designed as Wankel engine internal combustion engine 4 arranged, which brings a further reduction of the necessary space with it. However, this leaves no space for the direction-actuated clutch 9 and the speed-operated clutch 10 between internal combustion engine 4 and electric machine 3 , Accordingly, the coupling area 13 , from the internal combustion engine 4 at least in part beyond the electric machine 3 located. This is due to the nested arrangement of the two shafts to be coupled 11 . 12 readily realizable. But it is also conceivable that the coupling area 13 , from the internal combustion engine 4 seen from at least partially this side of the electric machine 3 is located. Finally, it is conceivable that the coupling region 13 at least in part within the electric machine 3 , in particular within a rotor of the electric machine 3 , is located.

At the in 2 It is noticeable that a complex coupling function has been solved structurally particularly simply. This is due, among other things, to the fact that the drive shaft 16 of the internal combustion engine 4 , the drive shaft 17 the electric machine 3 and the output shaft 18 the power train 6 arranged coaxially with each other, namely on the above, common geometric axis 14 are aligned. In principle, however, it is also conceivable to deviate from a strictly coaxial arrangement.

The design of the direction-operated clutch 9 and the speed-actuated clutch 10 is of particular importance in the present case. In a preferred design variant, it is such that in the starter mode, the direction-actuated clutch 9 the engine-side shaft 11 and the electric machine side shaft 12 couples with each other. This ensures that the electric machine 3 an acceleration of the internal combustion engine 4 can effect on the above-mentioned starting speed.

When the switching speed of the speed-actuated clutch is exceeded 10 Couples the speed-operated clutch 10 the two waves 11 . 12 in addition to each other, so that the two waves 11 . 12 in any case, for a short time "double" coupled with each other. Because of the two waves 11 . 12 are already coupled to each other during engagement of the speed-actuated clutch, so perform no relative movement to each other, this engagement can be done very wear and low noise. This allows the speed-actuated clutch 10 realize with a cost-effective centrifugal clutch.

In the subsequent generator mode or VM drive mode loses the direction-dependent clutch by the resulting reversal of the drive power flow 9 finally their coupling effect. Here, it becomes clear that the dual domes discussed above are necessary to ensure the smooth transition from starter mode to generator mode or VM propulsion mode.

In principle, it can be provided that the consumer unit 7 always on a through-connected output train 6 connected. Here and preferably, however, it is the case that the coupling arrangement 8th in the drive train 6 a clutch 19 which, in principle, can be designed as a externally actuated, in particular electromagnetic, clutch, for example as a friction clutch. This electromagnetic clutch 19 is then to be controlled accordingly by a higher-level control.

In a further preferred embodiment, however, it is provided that the in the drive train 6 arranged clutch 19 is designed as a speed-actuated clutch whose switching behavior based on the speed of the engine 4 or the electric machine 3 is different to the switching behavior of the first, in the drive train 5 arranged speed-actuated clutch 10 ,

In detail, it is preferable that the first clutch 10 and the second clutch 19 at different switching speeds, in particular above different switching speeds, of the internal combustion engine 4 or the electric machine 3 by turn. In particular, it is provided that the second clutch 19 compared with the first clutch 10 at a higher switching speed of the internal combustion engine 4 or the electric machine 3 turns on.

The above variant with two different speed-actuated clutches 10 . 19 can be used advantageously, for example, when the internal combustion engine 4 running in the generator mode in a VM generator speed range and running in the VM drive mode in a higher VM drive speed range, wherein the two speed ranges preferably have no overlap. Then that is the first clutch 10 associated switching speed preferably below the VM generator speed range, while that of the second clutch 19 assigned switching speed is preferably below the VM drive speed range. In this case, preferably that of the second clutch 19 assigned switching speed additionally above the VM generator speed range.

In such a preferred design, the power train is 6 not activated in generator mode. With an increase in the speed of the internal combustion engine 4 However, the switching speed of the second speed-actuated clutch becomes 19 achieved, so that the output line 6 switched through and the consumer unit 7 is switched so that sets the VM drive mode self-switching.

The above interpretation such that the internal combustion engine 4 running in the generator mode at a lower speed than in the VM drive mode, in the illustrated and so far preferred embodiment is practical. This is because the internal combustion engine 4 in generator mode, only the electric machine 3 and in the VM drive mode, the electric machine 3 and the consumer unit 7 must operate. Accordingly, in the VM drive mode, a higher drive power is required, which regularly with a higher speed of the internal combustion engine 4 accompanied.

The second speed-operated clutch 19 can also be used in EM drive mode. The design is such that the electric machine 3 running in the EM drive mode in an EM drive speed range, wherein the second clutch 19 associated shift speed is below the EM drive speed range. This ensures that the power train 6 is turned on when the electric machine reaches the EM drive speed range.

For the design of the clutches 9 . 10 . 19 are numerous advantageous variants conceivable. The direction-operated clutch 9 is preferably configured as a freewheel latch coupling or as a freewheel pinch clutch. The speed-operated clutches 10 . 19 are each preferably designed as a centrifugal clutch, more preferably as a centrifugal jack coupling. Other constructive variants are conceivable.

According to another teaching, which also has independent significance, a generator / drive arrangement is claimed in which the coupling arrangement 8th at least one first speed-operated clutch 10 and a second speed-actuated clutch 19 having, wherein the speed-related switching behavior of the first clutch 10 and the second clutch 19 based on the speed of internal combustion engine 4 or electric machine 3 as explained above is different.

After this further teaching, it is not necessarily important that a direction-operated clutch 9 is provided after the first lesson.

According to another teaching, which also has independent significance, becomes a motor vehicle 2 , in particular a motor vehicle 2 claimed as such.

As mentioned above, the vehicle may be 2 to act a land vehicle (motor vehicle), a watercraft or an aircraft.

The proposed vehicle 2 has an electric traction drive 20 on that in 1 only schematically indicated. In the traction drive 20 it is the drive 20 at least in one operating mode, the propulsion of the vehicle 2 serves. In a designed as a motor vehicle 2 acts the traction drive 20 For example, on a drive wheel of the chassis of the motor vehicle 2 , In a designed as a vessel vehicle 2 acts the traction drive 20 For example, on a boat propeller o. The like .. In an aircraft designed as an aircraft 2 acts the traction drive 20 For example, on an aircraft propeller o. Like ..

The traction drive 20 can be configured as a direct drive. In a designed as a motor vehicle 2 is the traction drive 2 then preferably a wheel hub o. The like. Assigned. It is also conceivable that the drive 20 acts on a traction drive train, which optionally receives drive power via a transmission and forwards.

The traction drive 20 is equipped with a drive power for the driving operation providing electric machine and an electrical control and an electrical energy storage, in particular an accumulator. The energy storage is the electrical supply of the electric machine. In that regard, the structure of the vehicle corresponds 2 for example, the structure of a conventional electric vehicle.

Essential is mm that separate from the traction drive 20 a proposed, described above generator / drive assembly 1 is provided, wherein the energy storage means of the generator drive assembly 1 is rechargeable and being a consumer unit 7 , in particular an air conditioning compressor or the like., To the power train 6 the generator / drive assembly 1 connected or connectable.

The proposed vehicle 2 thus has a range extender in the above sense, which is provided by a proposed generator / drive assembly described above. In that regard, reference may be made to the full extent to the above statements.

In a particularly preferred embodiment of the proposed vehicle 2 it is the above consumer unit 7 around the traction drive 20 of the vehicle. By that is meant that the traction drive 20 of the vehicle 2 over the power train 6 the proposed generator / drive assembly 1 in turn is drivable. Alternatively or additionally, it may be provided that it is the consumer unit 7 around the drive train of the vehicle 2 is. Thus, in the case of the vehicle designed as a motor vehicle, that is, as a land vehicle, for example, there is the possibility of the electric traction drive 20 to use for propulsion in city traffic, while the internal combustion engine 4 used for driving on long distances.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102009048719 A1 [0006]

Claims (18)

Generator / drive arrangement with a rotary electric machine ( 3 ), which is operable as a motor and generator, and a rotary internal combustion engine ( 4 ), wherein the internal combustion engine ( 4 ) and the electric machine ( 3 ) via a drive train ( 5 ) are coupled together, wherein a power train ( 6 ) for selectively discharging drive power of the internal combustion engine ( 4 ) or the electric machine ( 3 ) to a consumer unit ( 7 ) is provided, wherein the generator / drive arrangement ( 1 ) in a "starter mode" in which the electric machine ( 3 ) the internal combustion engine ( 4 ) for starting, in a "generator mode" in which the internal combustion engine ( 4 ) the electric machine ( 3 ) as a generator in a "VM drive mode" in which the internal combustion engine ( 4 ) Drive power via the output line ( 6 ) and in an "EM drive mode" in which the electric machine ( 3 ) Drive power via the drive train ( 6 ), is operable and wherein a coupling arrangement ( 8th ) is provided, which, depending on the operating mode, the drive train ( 5 ) and / or the power train ( 6 ) turns on or not turned on, characterized in that the electric machine ( 3 ) in the starter mode in a first operating direction and in the EM drive mode runs in a second, opposite operating direction and that the clutch assembly ( 8th ) a direction-operated clutch ( 9 ) in the drive train ( 5 ) between internal combustion engine ( 4 ) and electric machine ( 3 ), which drives the powertrain ( 5 ) in starter mode and does not turn on in EM drive mode. Generator / drive arrangement according to claim 1, characterized in that the coupling arrangement ( 8th ) in the drive train ( 5 ) between the internal combustion engine ( 4 ) and the electric machine ( 3 ) a speed-actuated clutch ( 10 ), which drives the powertrain ( 5 ) Depending on the number of revolutions, based on an engine-side or electric-machine-side rotational speed, it is switched on or not switched on, preferably in that the speed-actuated clutch ( 10 ) the drive train ( 5 ) above a switching speed of the internal combustion engine ( 4 ) or the electric machine ( 3 ) switches through. Generator / drive arrangement according to claim 2, characterized in that in the drive train ( 5 ), speed-actuated clutch ( 10 ) in terms of drive technology parallel to the direction-actuated clutch ( 9 ) is arranged. Generator / drive arrangement according to claim 2 or 3, characterized in that the speed-actuated clutch ( 10 ) associated switching speed of the internal combustion engine ( 4 ) or the electric machine ( 3 ) below the starting speed of the internal combustion engine ( 4 ) lies. Generator / drive arrangement according to one of claims 2 to 4, characterized in that by means of the direction-actuated clutch ( 9 ) and the speed-actuated clutch ( 10 ) an engine-side shaft ( 11 ) and coaxially thereto an electric machine-side shaft ( 12 ) in an axial coupling region ( 13 ) are coupled together and that both clutches ( 9 . 10 ) in the coupling region ( 13 ) are spatially next to each other, in particular axially adjacent to each other, are arranged. Generator / drive arrangement according to claim 5, characterized in that the combustion engine side shaft ( 11 ) or the electric machine-side shaft ( 12 ) in the coupling region ( 13 ) is designed as a hollow shaft, that the two shafts ( 11 . 12 ) in the coupling region ( 13 ) are interleaved and that in an annular space between the two shafts ( 11 . 12 ) the two couplings ( 9 . 10 ) are arranged. Generator / drive arrangement according to one of claims 2 to 6, characterized in that the coupling region ( 13 ), of the internal combustion engine ( 4 ), at least in part beyond the electric machine ( 3 ), preferably that the engine shaft ( 11 ) by the electric machine ( 3 ) passes through. Generator / drive arrangement according to one of claims 2 to 7, characterized in that the internal combustion engine ( 4 ) and the electric machine ( 3 ) each have a drive shaft ( 16 . 17 ), which are arranged coaxially to each other, preferably, that the output line ( 6 ) an output shaft ( 18 ) coaxial with the drive shafts ( 16 . 17 ) of internal combustion engine ( 4 ) and electric machine ( 3 ) is arranged. Generator / drive arrangement according to one of claims 2 to 8, characterized in that in the starter mode, the direction-actuated clutch ( 9 ) the engine shaft ( 11 ) and the electric machine-side shaft ( 12 ) and the speed-actuated clutch ( 10 ) when its switching speed is exceeded, the two shafts ( 11 . 12 ) additionally couples with each other and that in the subsequent generator mode or VM drive mode by the resulting reversal of the drive power flow, the direction-dependent clutch ( 9 ) loses its coupling effect. Generator / drive arrangement according to one of the preceding claims, characterized characterized in that the coupling arrangement ( 8th ) in the power train ( 6 ) a clutch ( 19 ), preferably that in the drive train ( 6 ) arranged clutch ( 19 ) is designed as externally operated, in particular electromagnetic, clutch. Generator / drive arrangement according to claim 2 and optionally according to one of claims 3 to 9, characterized in that the coupling arrangement ( 8th ) a second speed-actuated clutch ( 19 ), which in the drive train ( 6 ) is arranged and whose switching behavior based on the speed of the internal combustion engine ( 4 ) or the electric machine ( 3 ) is different to the switching behavior of the first, in the drive train ( 5 ), speed-actuated clutch ( 10 ). Generator / drive arrangement according to claim 11, characterized in that the first clutch ( 10 ) and the second clutch ( 19 ) at different switching speeds, in particular above different switching speeds, of the internal combustion engine ( 4 ) or the electric machine ( 3 ), preferably, that the second clutch ( 19 ) compared to the first clutch ( 10 ) at a higher switching speed of the internal combustion engine ( 4 ) or the electric machine ( 3 ) switches through. Generator / drive arrangement according to claim 12, characterized in that the internal combustion engine ( 4 ) runs in generator mode in a VM generator speed range and runs in VM drive mode in a VM drive speed range and that of the first clutch ( 10 ) associated shift speed is below the VM generator speed range and that the second clutch ( 19 ) associated switching speed is below the VM drive speed range, preferably that of the second clutch ( 19 ) associated shift speed is above the VM generator speed range. Generator / drive arrangement according to claim 12 or 13, characterized in that the electric machine ( 3 ) in the EM drive mode in an EM drive speed range and that of the second clutch ( 19 ) associated shift speed is below the EM drive speed range. Generator / drive arrangement with a rotary electric machine ( 3 ), which is operable as a motor and generator, and a rotary internal combustion engine ( 4 ), wherein the internal combustion engine ( 4 ) and the electric machine ( 3 ) via a drive train ( 5 ) are coupled together, wherein a power train ( 6 ) for selectively discharging drive power of the internal combustion engine ( 4 ) or the electric machine ( 3 ) to a consumer unit ( 7 ) is provided, wherein the generator / drive arrangement ( 1 ) in a "starter mode" in which the electric machine ( 3 ) the internal combustion engine ( 4 ) for starting, in a "generator mode" in which the internal combustion engine ( 4 ) the electric machine ( 3 ) as a generator in a "VM drive mode" in which the internal combustion engine ( 4 ) Drive power via the output line ( 6 ) and in an "EM drive mode" in which the electric machine ( 3 ) Drive power via the drive train ( 6 ), is operable and wherein a coupling arrangement ( 8th ) is provided, which, depending on the operating mode, the drive train ( 5 ) and / or the power train ( 6 ) or not through-connected, in particular according to one of the preceding claims, characterized in that the coupling arrangement ( 8th ) at least one first speed-actuated clutch ( 10 ) and a second speed-actuated clutch ( 19 ) and that the speed-related switching behavior of the first clutch ( 10 ) and the second clutch ( 19 ) relative to the speed of internal combustion engine ( 4 ) or electric machine ( 3 ) is different. Generator / drive arrangement according to claim 15, characterized by the characterizing part of one or more of claims 12 to 14. Motor vehicle, in particular motor vehicle, with an electric drive ( 20 ), whereby the traction drive ( 20 ) at least one the drive power for the driving operation providing electric machine and an electric control and an electrical energy storage, in particular an accumulator, characterized in that separately from the traction drive ( 20 ) a generator drive arrangement ( 1 ) according to one of the preceding claims, that the energy storage means of the generator drive arrangement ( 1 ) and that to the power train ( 6 ) of the generator drive assembly ( 1 ) a consumer unit ( 7 ), in particular a climate compressor o. The like., Connected or can be connected. Motor vehicle according to claim 17, characterized in that the consumer unit is the traction drive and / or the traction drive train of the vehicle.

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