DE4310001A1 - Motor vehicle - Google Patents

Abstract

The subject-matter of the invention is a motor vehicle with a chassis subassembly (1), running gear (2), a body (3), a driving subassembly (4) and a driver interaction subassembly (5), characterised in that the individual subassemblies, which together form the motor vehicle, are designed as exchangeable modules, optionally with the exception of the chassis subassembly (1) joined to the body (3) to form a self-supporting vehicle body, and are combined together forming the motor vehicle. Of particular importance is the fact that the running gear (2) is formed from a plurality of individual running gear modules (7) which are independent of one another, correspond to the number of carriageway-contacting regions and which can each be removed from the chassis module (1). This allows the driving units (8) of the running gear modules (7) to be connected to the driving module (4) via power-supply connections (9) and the driving module (4) itself only to fulfil the task of power generation. A plurality of fundamentally interesting design possibilities follow. <IMAGE>

Description

The invention relates to a motor vehicle with a chassis assembly, chassis, body, Drive assembly and driver interaction assembly.

In currently known motor vehicles, the chassis assembly and structure are one self-supporting body summarized in the chassis with four barrel wheels, independent wheel suspension for each wheel, steering linkage, drive half-shaft len, differential gear and propeller shaft is attached. The chassis and the drive assembly merges here, the drive assembly consists of a gasoline engine with a connected manual transmission or automatic transmission.

It is also already known (Audi duo), a power equipped with all-wheel drive to provide the vehicle with a gasoline engine installed at the front, on the other partly with a three-phase synchronous motor attached to the rear axle equip. Depending on the operating conditions, you can switch from one drive to the other switch. The three-phase synchronous motor is powered by an accumulator block Controlled inverter and electronic control, the operation takes place over a stick. A regeneration of braking energy during braking, in which the three-phase synchronous motor acts as a generator is provided. At the Basic principle of chassis design with drive half-shafts and cardan shaft, Differential gearbox and manual gearbox or automatic gearbox has got here however little changed.

In pure electric vehicles, it is known to drive each driven wheel directly to be driven by a three-phase motor, the synchronization or Generally speed control of the two three-phase motors from a central electronic control device forth. On the wheel suspension and other The chassis design has not changed here either.

The invention has for its object a fundamentally new construct tion concept for motor vehicles.  

The task outlined above is first achieved in that the individual, the motor vehicle as a whole, possibly with the exception of the the construction of a self-supporting body combined chassis construction group, designed as interchangeable modules and the motor vehicle as a whole are composed. According to the invention, the motor vehicle is in a Number of logically resulting modules divided, preferably into six Different types of modules that exist once or in part also several times they are. These modules will form the motor vehicle as a whole sets and are easily interchangeable. This gives great flexibility in the modification of a motor vehicle achieved, you can easily realize different combinations of different systems.

The teaching that the undercarriage of a plurality of individual and independent of each other, the number of driving corresponding landing gear modules is formed, each are removable from the chassis module. The separation of chassis modules provides is a completely new concept that invented the flexibility in building an motor vehicle according to the invention increased significantly and the requirements for a significantly improved use and distribution of drive energy creates.

Further preferred refinements and developments of the invention are Ge subject of the subclaims, some of which also independently inventive Be to have an interpretation.

The invention is more preferred below in connection with the explanation Embodiments further explained with reference to the drawing. In the drawing shows

Fig. 1 in a highly schematic, principle illustration out sites of a first embodiment of a motor vehicle according to the invention in the embodiment as a combination motor vehicles,

Fig. 2 the area of a module of a motor vehicle chassis according to Fig. 1 in a schematic diagram in plan view, and

Fig. 3 in plan view, also in a schematic diagram, another embodiment of a motor vehicle according to the invention.

The motor vehicle shown in FIG. 1 in the example of a station wagon, shown by different hatching or other drawing, has different, module-like assemblies, namely a chassis assembly 1 , a chassis 2 , a body 3 , a drive assembly 4 and a driver interaction assembly 5 . The individual, the motor vehicle overall bil forming modules are designed as interchangeable modules, the motor vehicle as a whole is formed by these modules. An exception could be the chassis assembly 1 and the structure 3 , which could also be combined to egg ner self-supporting body within the scope of the invention.

The motor vehicle shown in FIG. 1 in a principle representation is further distinguished by the fact that a central electronic control of the radio functions of the motor vehicle, and in that thereto a zen tral, preferably provided with a central computer central control module 6 is provided as a further module. For a comprehensive, largely automated control of the functions of the novel motor vehicle, it is provided that 6 electronic sensors are connected to the various modules at the central control module. Finally, this also corresponds to the fact that the driver interaction module 5 is connected to and controlled by the central control module 6 and is at least predominantly provided with electronic interaction devices.

In particular, a two-fold central computer is recommended for the central control module 6 , that is, a redundant system. To this central control module 6 run the signals of all sensors, which continuously detect the essential parameters distributed over the vehicle. The driver interaction module 5 can particularly preferably have fully electronic control devices. How the interaction facilities look as such can be selected in a wide range.

First of all, it is conceivable that the driver interaction module 5 is equipped in a "classic" manner with the steering wheel, accelerator pedal, brake pedal and switches. These interaction devices each generate electrical output pulses which are received by the central control module 6 and converted into corresponding control signals.

You could also use the motor vehicle with an electric vehicle as such operate the well-known joystick, which even take over steering functions could. One could think, for example, of the joystick with radio to equip that pressure forward acceleration, pressure backward braking and no pressure Maintaining speed means side pressure in one direction or the other, however, causes a steering movement.

On the basis of the existing central computer in the central control module 6 , an automatic route control can also be realized, even in the sense of a concept of vehicles not occupied by drivers for public transport purposes. This concept is known per se, but gains particular importance due to the modularity of the motor vehicle according to the invention.

For the conception of the motor vehicle according to the invention, a previously mentioned modification is of particular importance, which lies in the fact that the chassis 2 is formed by a plurality of individual and independent chassis modules 7 corresponding to the number of road contact areas, each of which can be removed from the chassis module 1 . You can see these drive modules 7 in Fig. 1 front and rear and in Fig. 3 at the four corners of the motor vehicle. Particular importance wins the splitting of the chassis 2 in a plurality of suspension modules 7, however, in that each running gear 7 has module a separate, compact drive unit 8 that the drive units 8 of the running gear modules 7 are connected to the drive module 4 via power supply connections 9 and that of Drive module 4 itself only fulfills the task of energy generation. This is indicated in Fig. 1, shown more clearly in Fig. 2.

The concept described above now has very significant advantages. By splitting the undercarriage 2 into a plurality of undercarriage modules 7 and by integrating its own drive unit 8 in each of these undercarriage modules 7 , the entire mechanical power transmission system with propshaft, drive half-shafts, differential gear, etc., which has been required up to now, is eliminated in this inventive concept. It is easy to imagine what savings can be achieved and how much space is saved in the motor vehicle or in its structure 3 . This will be explained in more detail later.

Another great advantage of the modification according to the invention is that the drive module 4 only has to provide the intended form of energy on the output side and must be connectable to the provided energy supply connections 9 . In principle, it does not matter what the inside of the drive module 4 looks like. Of particular importance, however, is an embodiment of the drive module 4 with an accumulator block, inverter and / or controller, which completely makes the motor vehicle according to the invention an electric vehicle. In principle and just as well, it would also be possible for the drive module 4 to have a gasoline, diesel, sterling engine or the like or a turbine, preferably with a power generator and backup battery or, also preferably before, with a hydraulic pressure generator . At the end of this description, an example of a mid-range motor vehicle with such a drive concept is presented in detail.

The concept explained here is therefore based on the consideration that the energy transmission from the drive module 4 to the devices transmitting the force to the road or the propulsion devices is not transmitted mechanically via a connection that has been used continuously until now, but only via the energy supply lines 9 . Of course, this works particularly well when using electrical energy, that is, in that the drive unit 8 is designed as an electric motor, possibly with a downstream reduction gear, the output of the drive module 4 providing the energy in the form of electrical energy. This will now be explained in detail with reference to FIG. 2.

The drive unit 8 , here the electric motor, is attached directly to the impeller 12 provided here as an example, so it drives it directly. Since it is expedient that the electric motor is controllable in both directions of rotation, so that no gear changeover of the direction of rotation is required Lich, but this reversal electrically / electronically controlled he can follow. A drive unit 8 designed as an electric motor has the further advantage that it acts without special additional measures as a Motorbremsein direction and, with a corresponding design of the electrical circuit when braking as a current generator, feeds electrical energy back into the drive module 4 .

The engine braking devices, which are formed by the drive units designed as an electric motor 8 of the four provided with wheels 12 chassis modules 7 provided in the exemplary embodiment, may not be able to achieve a sufficiently rapid braking of the motor vehicle in an emergency, and they may not be at a standstill for braking sufficient. It is therefore provided in the exemplary embodiment that an additional mechanical, hydraulically operated brake is present.

The example shown in Fig. 2 shows a particularly space-saving design device of the chassis module 7 , namely in that the drive unit 8 out as an electric motor is arranged in the interior of the impeller 12 or extends into it.

An alternative in the design of the drive units 8 is, for example, to design them as a hydraulic motor, the energy in the form of hydraulic pressure then having to be available on the output side of the drive module 4 .

Fig. 1 and Fig. 3 show that the chassis module 1 expediently specially adapted formations 10 should have for receiving the running gear modules 7. As can be seen in FIG. 1, these can be simple wheel arches, but there can also be special designs 10 in the chassis module 1 and the structure 3 , as shown in FIG. 3.

Fig. 1 makes further clear with regard to the chassis module 1 an expedient for safety-technical reasons, which is characterized by a central side wall 11 between the front area provided for the drive module 4 and the passenger compartment.

With regard to the design of the chassis module 1, there are a variety of possibilities, which are known per se from the prior art. It can be a metal frame, a plastic tub construction would also be conceivable for lighter motor vehicles. For example, an aluminum tub construction could also be imagined.

In the preferred exemplary embodiment, the chassis module 1 is a flat arrangement which has the shape 10 explained in each of the four corners for the chassis module 7 to be positioned there. The chassis module 1 is no longer burdened by complex and heavy mechanical power transmission parts, it only has to accommodate the connection tunnel for the power supply connections 9 and the data transmission to and from the central control module 6 .

Previously, it was pointed out that the embodiment shown in FIG. 1 and FIG. 2 speaks to that of a classic station wagon ent, so that here each suspension module 7 has an impeller 12 and a wheel suspension 13 . The wheel suspension 13 is indicated in Fig. 2, it is provided here according to a preferred teaching with hydraulic suspension and damping.

The exemplary embodiment of a chassis module 7 shown in FIG. 2 has an upper and lower support plate and two vertically extending guide rods 14 between the two support plates. These are indicated by dashed lines in FIG. 2. The electric motor as the drive unit 8 together with the impeller 12 mounted thereon can be moved up and down on the guide rods 14 by means of a carrier 15 . So that this happens in a controlled form, two cylinder / piston assemblies 16 are provided, which act as shock absorbers. In the middle, another cylinder-piston arrangement 17 is provided, which ensures the upward and downward directed adjustment of the carrier 15 . On the one hand, this allows the driving height of the motor vehicle to be set easily (for example, as in the famous DS models from Citroen), and on the other hand, this cylinder / piston arrangement 17 also works as a suspension and shock absorption.

The control is carried out centrally from the central control module 6 .

In Fig. 2, which shows a plan view of the chassis module 7 , the vertical adjustment is indicated by the "x" in a circle. Through the above presented, arc-shaped arrow indicates that a direct Lenkbe movement of the impeller 12 can be done by the entire chassis module 7 about a vertical axis, which is slightly in front of the wheel center of the impeller 12 in the illustrated embodiment. This makes Lenkschwenkbe movements possible without providing a special steering linkage. The swivel drive can be carried out by means of a hydraulic motor or an electric motor, so that mechanical power transmission linkage can also be deactivated. The likewise curved arrow shown on the right in FIG. 2 is intended to indicate that the undercarriage module 7 as a whole or in any case the impeller 12 on the undercarriage module 7 can also be inclined relative to the chassis module 1 about a horizontal axis, for example by 5 ° in each direction (camber adjustment ).

A variety of sensors on each chassis module 7 detects the different positions and pressures, the speed and direction of rotation of the impeller 12 and the height setting.

Fig. 3 shows an alternative that makes the flexibility of the inventive concept for a new motor vehicle particularly clear. Here it is namely provided that the chassis module 1 has a circumferential air cushion apron 18 and that each undercarriage module 7 is designed as an air cushion fan. It is not shown here that air propulsion fans are arranged on the structure and are connected to the drive module via power supply connections. The four provided in the corners of the structure 3 of this motor vehicle air cushion blower, which here represent the chassis modules 7 or set, interact with the additional arranged on the chassis module 1 , surrounding air cushion apron 18 . It can be provided that the air cushion apron 18 can be removed from the chassis module 1 , so that a rapid conversion of the motor vehicle from the air cushion to normal wheels 12 is then possible.

The basic concept according to the invention allows a further modification which is in itself inventive in that the drive module 4 is designed as a gasoline, diesel, sterling engine or the like or as a turbine and is equipped with an energy recovery arrangement for exhaust gas energy and / or for combustion heat energy. One possibility for this is that the exhaust gases are guided to a turbine for energy recovery and their mechanical drive energy is fed back into the drive module 4 . On the one hand, this can be done mechanically by introducing it directly into the output shaft of the drive module 4 , but feedback in the form of electrical energy will also be particularly advantageous here.

Furthermore, energy recovery is possible in that the exhaust gases are passed through a heat exchanger for energy recovery and the heat energy absorbed is converted and fed back into the drive module 4 . This will preferably be a water heat exchanger, which can also be integrated in a water cooling circuit of an internal combustion engine. Here, too, energy can be recovered by, for example, generating steam in the water cycle and being used by a turbine. In this context, it could be advisable to equip this energy recovery branch with heat pipes, which allow heat transfer with a very high degree of efficiency. Effective heat recovery can go so far that only a very small amount of heat has to be released to the environment.

So far, hardly anything has been explained with regard to structure 3 . In fact, the shape of the structure 3 does not play an important role for the concept according to the invention. Nevertheless, there are of course a variety of design options, for example with sliding doors, double glazing, a variety of electrical adjustment options for seats, seat belts and other interior fittings.

A particularly interesting detail of a fundamentally new motor vehicle Conception could be in the use of prism mirrors in the out of the Racing known way. The driver's eyes need at ent speaking clever arrangement not the area of the windshield leave, there are also advantages in terms of viewing angle and of pollution.

More preferred due to the lack of mechanical power transmission Teaching the invention, the interior is very little rugged and pleasant to the touch to use.

The planned fully electronic design of the control and the special design of the chassis modules 7 allows a multitude of options, namely four-wheel drive, closed-loop drive control, anti-skid control, anti-lock braking system, all-wheel steering, active body tilt (especially when implementing the hydraulic wheel suspension, as described above) without additional costs. , Level control, cruise control functions.

A comparison can be made using the example of a mid-size car:

The cheaper consumption results essentially from the improved effectiveness degree of power transmission. Whether the improved efficiency of the engine so gra Fourth, as theoretically worked out here, still has to be checked. With comparable acceleration values can be expected in the ver sion with electric drives is acceleration at medium speed range cheaper than conventional motor vehicles. It is used calculates that when using a gasoline engine top speeds of today Orders of magnitude are achievable.

Energy recovery variants are also the subject of claims 21, 22, 23 and 24.

Claims (24)

1. Motor vehicle with chassis assembly ( 1 ), chassis ( 2 ), body ( 3 ), drive assembly ( 4 ) and driver interaction assembly ( 5 ), characterized in that the individual assemblies forming the motor vehicle as a whole, possibly with the exception of with the structure ( 3 ) to a self-supporting body combined chassis assembly ( 1 ), designed as interchangeable modules and the motor vehicle as a whole are assembled. 2. Motor vehicle according to claim 1, characterized in that a central electronic control of the functions of the motor vehicle takes place and that there is provided as a further module, a central, preferably provided with a central computer, central control module ( 6 ). 3. Motor vehicle according to claim 2, characterized in that on the central control module ( 6 ) electronic sensors on the various modules are ruled out. 4. Motor vehicle according to one of claims 1 to 3, characterized in that the driver interaction module ( 5 ) is at least predominantly provided with electronic interaction devices. 5. Motor vehicle in particular according to one of claims 1 to 4, characterized in that the undercarriage ( 2 ) is formed by a plurality of individual and voneinan the independent, the number of road contact areas corresponding drive modules ( 7 ), each of the chassis module ( 1 ) are removable. 6. Motor vehicle according to claim 5, characterized in that each chassis module ( 7 ) has its own compact drive unit ( 8 ) that the drive units ( 8 ) of the chassis modules ( 7 ) via power supply connections ( 9 ) to the drive module ( 4 ) are connected and that the drive module ( 4 ) itself only fulfills the task of generating energy. 7. Motor vehicle according to claim 6, characterized in that the drive module ( 4 ) has an accumulator block with an inverter and / or controller. 8. Motor vehicle according to claim 6, characterized in that the drive module ( 4 ) or a gasoline, diesel, sterling engine or the like. Or a turbine, preferably with a generator and backup battery or, also preferably, with hydraulic pressure generator. 9. Motor vehicle according to one of claims 6 to 8, characterized in that the drive unit ( 8 ) is designed as an electric motor, optionally with a downstream gearbox, the output of the drive module ( 4 ) providing the energy in the form of electrical energy stands. 10. Motor vehicle according to claim 9, characterized in that the drive unit designed as an electric motor ( 8 ) can be controlled for rotation in both directions of rotation. 11. Motor vehicle according to claim 9 or 10, characterized in that the drive unit designed as an electric motor ( 8 ) leads out as a motor brake device and works when braking as a current generator and feeds electrical energy to the drive module ( 4 ). 12. Motor vehicle according to one of claims 9 to 11, characterized in that the drive unit ( 8 ) designed as an electric motor is arranged in the interior of the running wheel ( 12 ) or extends therein. 13. Motor vehicle according to claim 6, characterized in that the drive unit as hydraulic motor, possibly with a downstream reduction gear, is executed and the energy output in the form of Hydraulic pressure is available.   14. Motor vehicle according to one of claims 5 to 13, characterized in that the chassis module ( 1 ) has specially adapted formations ( 10 ) for receiving the chassis modules ( 7 ). 15. Motor vehicle according to one of claims 5 to 14, characterized in that each chassis module ( 7 ) has an impeller ( 12 ) and a wheel suspension ( 13 ). 16. Motor vehicle according to claim 15, characterized in that the wheel suspension ( 13 ) is provided with a pneumatic or, in particular, hydraulic suspension and damping and, preferably, has two cylinder / piston assemblies ( 16 , 17 ). 17. Motor vehicle according to claim 15 or 16, characterized in that the wheel suspension ( 13 ) has actively controllable drive elements and for an upward and downward adjustment of the impeller ( 12 ) and / or an inclination adjustment of the impeller ( 12 ) and / or a swivel steering movement of the impeller ( 12 ) is set up. 18. Motor vehicle according to one of claims 5 to 14, characterized in that the chassis module ( 1 ) has a circumferential air cushion apron ( 18 ) and that each chassis module ( 7 ) is designed as an air cushion fan. 19. Motor vehicle according to claim 18, characterized in that air propulsion blower arranged on the body and via power supply connections with the Drive module are connected. 20. In particular according to one of claims 1 to 19, characterized in that the drive module ( 4 ) as a gasoline, diesel, sterling engine or the like. Or is designed as a turbine and equipped with an energy recovery arrangement for gas energy and / or for combustion thermal energy is. 21. Motor vehicle according to claim 20, characterized in that for energy recovery, the exhaust gases are guided via a turbine and the mechanical drive energy thereof is fed back into the drive module ( 4 ). 22. Motor vehicle according to claim 20 or 21, characterized in that, for energy recovery, the exhaust gases are passed through a heat exchanger and its absorbed thermal energy is converted and fed back into the drive module ( 4 ). 23. Motor vehicle according to one of claims 20 to 22, characterized in that for energy recovery, heating water with steam generation is conducted via a turbine and the energy thus generated is fed back into the drive module ( 4 ). 24. Motor vehicle according to one of claims 21 to 23, characterized in that the energy is not generated outside the drive module ( 4 ) with feedback, but within the drive module ( 4 ) itself.