DE8811058U1 - Motor vehicle - Google Patents

Description

RESEARCH INSTITUTE ROH JEJIERGiEÜe

&Egr;» 7448 WOLFSCHLUQEN. HAUFFSTB. 14.TEU (07082) 52505

31 August 1988 Sch 191 Gm

Motor vehicle

The present invention relates to a power vehicle with at least one first drive axle driven by the vehicle engine and a second drive axle driven by at least one electric motor that can be switched on and off as desired, wherein the power source belonging to the electric drive device is independent of the electrical network.

The electric motor drive of a motor vehicle is, of course, particularly suitable for city traffic, where the reduction of environmentally harmful combustion gases is particularly important. On the other hand, however, the operating radius of such an electric motor-driven motor vehicle is so small that the accumulators or batteries must be recharged from the electrical network between different journeys.

Motor vehicles powered exclusively by electric motors have been known for a long time and in particular

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also around 60 years ago, for example, it was common in the mail distribution service. The disadvantage of these vehicles, however, was that their driving speed was relatively low, so that over time these commercial vehicles were no longer suitable for traffic and were therefore decommissioned.

In addition, electric motor-driven vehicles for the transport ^of small and medium-sized loads have been in operation for decades, both in industry and on the railways.

A motor vehicle with a main drive axle and a switchable drive axle is already known from German patent specification 35 42 059, in which the main drive axle is driven in the conventional way by an internal combustion engine, while the switchable drive axle is assigned an electric motor that is always switched on when four-wheel drive of the vehicle is desired.

In contrast to this previously known four-wheel drive, the present invention is now about enabling an electric drive for a motor vehicle, in particular to reduce air pollution. As is well known, however, there is still the difficulty with such an electric drive for motor vehicles that, on the one hand, the operating radius of the electric motor-driven motor vehicle is only relatively small and, on the other hand, the accumulators to be used as a power source are very heavy, which in turn greatly reduces the payload of the said motor vehicle.

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The aim of the present invention is therefore to eliminate these difficulties and to create a combined drive for a motor vehicle by means of an internal combustion engine and/or an electric motor that can also be implemented in practice.

This object is achieved according to the invention in that

which can be used either alone or in addition to |,

suitable second drive axle and its connection |

drive system, i.e. the electric motor and the |

associated jfl power source, generally consisting of accumulators, is arranged on a trailer that is easily detachably coupled to the motor vehicle. This special design of the motor vehicle drive according to the invention and the arrangement of the same on an axle trailer is particularly advantageous in that this trailer is suitable for any motor vehicle equipped as standard with an internal combustion engine and can be optionally coupled to and uncoupled from it, depending on whether the electric drive of the motor vehicle is required for the intended journey or not. A further advantage is that the payload of the motor vehicle in question is not reduced in any way and thus remains fully intact, whereby its axle pressure is not increased in any way by the weight of the accumulators to be carried, which according to the invention is borne solely by the trailer.

In addition, it is also possible to

Electric drive trailer can also be taken on a longer journey, for example in pure city'

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traffic, the electric drive propel the vehicle, but after leaving the city, the combustion engine of the vehicle is started up and the electric motor drive is either switched off completely or the batteries are charged using it. This electric motor drive of the vehicle can also be used as an additional drive if this is necessary, for example, when driving uphill or overtaking, when starting from difficult terrain or when driving off-road. This makes it possible to drive the vehicle completely individually using the combustion engine and/or the electric motor, which can be brought about at any time by simply switching the drive type depending on the circumstances and can also be changed optionally.

The wheels of the drive axle of this trailer can be driven together or individually. If these wheels are driven individually, each of them is suitably assigned a special electric motor, in particular a wheel hub motor.

In the normal case of a single-axle trailer and a

With the single electric motor, the wheels of the driven trailer axle can be advantageously driven via a common differential gear.

As for the trailer equipped with this electric motor drive device, it can be attached to the rear as well as the front of the

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be coupled, depending on whether pull or push operation is desired or required.

In order to ensure that the trailer follows or advances well at all times, it is particularly important that the driven trailer axle can rotate about at least one vertical pivot axis and that this vertical pivot axis ( ) 10 is then arranged at a distance in front of the driven trailer axle in the direction of travel.

In a particularly useful embodiment of the present invention, the driven trailer axle can be rotated relative to an intermediate frame or the like used to couple the trailer to the motor vehicle, optionally around one of two vertical pivot pins, which are arranged on both sides at an equal distance from their longitudinal axis and can be fixed in relation to the intermediate frame, of which one pivot pin, which is in front of the trailer axle in the direction of travel and is in operation, is fixed and the other pivot pin, which is behind the trailer axle in the direction of travel and is not in operation, can be moved on an arc around the first pivot pin. This special arrangement according to the invention ensures that the driven trailer axle is always behind the pivot pin fixed in relation to the intermediate frame in the direction of travel, thus ensuring that this axle follows safely, with the other pivot pin then being behind the trailer axle in the direction of travel.

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located©/ not affected by any fixation pivot pin&igr; can follow the swivel movement of the driven trailer axle at any time.

If the direction of travel is reversed, for example when reversing the motor vehicle, the second pivot pin is fixed _, which is then located in front of the trailer axle in the direction of reversing, and the previously fixed first pivot pin, which is now located behind the trailer axle when reversing, is released.

In this context, it is also useful if the two pivot pins mentioned above are each attached to a part that is firmly connected to the intermediate frame of the trailer.

connected counter bearing, which has a circular arc

¹ ' contact edge, the radius of curvature of which is equal to

the distance between these two pivot pins increased by half the diameter of one of the two pivot pins, whereby the pivot pins are then each mounted on this circular

, &khgr; curved contact edge of the associated

These rollers or cylinders preferably each have an annular groove running parallel to the roller or cylinder axis , into which the opposing, circularly curved contact edge of the respective counter bearing then fits snugly.

In order to be able to fix one of the two pivot pins in its working position relative to the intermediate frame, each of the two pivot pins is provided with a

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with a second counter bearing that can be moved transversely to the longitudinal axis of the relevant pivot pin, which has an angled contact edge that diverges towards the associated pivot pin, the two sides of which run into a vertex that is constantly on the longitudinal axis of the intermediate frame in such a way that when this second counter bearing is moved against the circularly curved contact edge of the other counter bearing, the pivot pin C 10 to be fixed is automatically moved into the longitudinal axis of the intermediate frame and thus assumes the central position required when pushing or pulling the trailer.

In a particularly advantageous embodiment,

the counter bearings assigned to the two pivot pins are arranged or formed on or in a common slide plate that can be moved to a limited extent in the direction of the longitudinal axis of the intermediate frame. This slide plate can have two at least triangular or isosceles recesses arranged at a distance from one another, the average opening angle of which is , each be about 70° to 110° and their mutual

facing vertices each lie on the longitudinal axis of the intermediate frame.

25

This previously discussed slide plate can also be mounted on rollers or cylinders in the intermediate frame of the trailer and moved hydraulically or pneumatically, but especially by means of an electric motor-driven spindle drive. The rollers or cylinders used to move this slide plate and arranged on both sides of it conveniently run around in a fixed position on the intermediate frame.

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arranged vertical bearing pins and each have an annular groove running transversely to their axis of rotation, into which the slide plate fits tightly with its two long edges parallel to the feed direction.

So that the trailer coupled to the motor vehicle and thus also its intermediate frame can follow the unevenness of the road at all times, but there is still sufficient thrust contact between the motor vehicle and the trailer, it is advantageous if the intermediate frame of the trailer can pivot relative to the motor vehicle both about a horizontal axis of rotation parallel to the longitudinal axis of the motor vehicle and a horizontal transverse axis transverse to this first axis of rotation, but otherwise supports itself on the frame of the motor vehicle via these articulation axes and possibly also elastic spring elements, cushions or the like.

In order to reduce the swinging back and forth of the trailer frame relative to the intermediate frame as much as possible when driving over uneven surfaces in the road, it is advisable to provide inert hydraulic damping devices, spring-loaded damping pistons, spring struts or the like, which are supported on the trailer frame and on the other hand on the intermediate frame.

In addition, it is also advisable to provide a switchgear and/or a charger, which are then also conveniently arranged on the trailer.

31.8.1988

The motor vehicle can also advantageously be controlled by one or more devices located in the motor vehicle, in which case the thrust, traction or braking power to be applied can be controlled by means of foot pedals and/or switches located in the motor vehicle.

Further details of the present invention emerge from the following description of an exemplary embodiment shown in the drawing as well as the claims appended thereto.

Show it:

Figure 1 shows the side view of a first embodiment,

Figure 2 shows the side view of a second embodiment,

Figure 3 shows a section along line 3-3 when the motor vehicle is moving forward, and

Figure 4 shows a section corresponding to Figure 3 when the motor vehicle is reversing.

Fig. 1 shows the side view of the rear part of a standard motor vehicle 2, the internal combustion engine of which drives the rear axle designated 3.

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A vehicle trailer 6 is coupled to this motor vehicle 2 by means of two trailer couplings 5 which are fastened to the vehicle frame 4 at a distance one behind the other perpendicular to the plane of the drawing and are designed as ball pins, whereby these two trailer couplings 5 arranged at a distance from one another ensure that the trailer 6 follows in the same direction. The wheels 7 of the trailer axle 7 belonging to the trailer 6 are driven by an electric motor arranged above it and designated 9 via a differential gear 8 shown only schematically (Jaget 10). This electric motor 9 is fed by a power source which consists of a plurality of accumulators 10 which are mounted on both sides of the trailer axle 7 on the trailer frame (not specifically shown) and are suitable for both power output and power consumption.

The mode of operation of this trailer, which both pushes and pulls the motor vehicle 2, is as follows:

If the trailer 6 is coupled to the vehicle 2 and

If an electric motor drive of the motor vehicle 2 is to be achieved by the pushing trailer 6, the combustion engine belonging to the motor vehicle 2 remains initially switched off and a switchgear (not shown separately) located either in the motor vehicle 2 or on the trailer 6 and a switchgear (not shown separately) located in the motor vehicle 2 and easily accessible by the driver of the same

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elements of the electric drive is switched on, whereby the electric motor 9 is then supplied with power by the accumulators 10. If the motor vehicle 2 is braked during the journey, the electric motor 9 acts as a generator and passes the absorbed braking power on to the accumulators 10.

When the motor vehicle 2 has completed its intended route and has returned to its supply station, the trailer 6 with the largely exhausted accumulators 10 is uncoupled from the motor vehicle 2 and, if necessary, replaced by a similar trailer 6 with freshly charged accumulators 10 .

This means that the motor vehicle 2 is immediately ready to drive again and can again cover a distance corresponding to the power of the charged batteries 10. The trailer 6 used up to now with the partially exhausted batteries 10, on the other hand, is taken to a special charging station, parked there using fold-out support rollers (not shown separately) and connected to a charging station connected to the mains via a feed line.

If this motor vehicle 2 is intended only for city traffic, the performance of the

Accumulators 10 to cover the intended route

can be accomplished exclusively with the electric motor 9.

Nevertheless, the stm standard equipped

The combustion engine belonging to vehicle 2 is available at all times if, during the planned city trips, the route changes due to possible detours or similar.

and extend the available performance of the

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Accumulators 10 should no longer be sufficient. This operation of the motor vehicles 2 in city traffic is then particularly suitable for municipal vehicles, such as those of the garbage collection service or other municipal facilities, but also other supply vehicles such as the post office or other companies that supply a city, as well as taxis or the like.

If, for example, the thrust of the trailer 6 is not sufficient when driving uphill or when starting the motor vehicle 2 due to difficult terrain, the combustion engine of the motor vehicle 2 can be switched on at any time and its driven rear axle 3 can also be put into operation.

If, for example, after the first part of a cross-country journey, the accumulators 10 are exhausted and further operation of the electric motor 9 is therefore no longer possible, the combustion engine in the motor vehicle 2 is started up and the electric motor 9 is switched off by simply switching. The motor vehicle 2 is then driven in the usual way via its rear axle 3, with the trailer 6 then only trailing behind. If this is indicated, the electric motor 9 can also remain switched on, so that when the motor vehicle 2 is driven via its axle 3, it runs as a generator and charges the accumulators 10 belonging to it.

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If there is no special charging station suitable for charging the accumulators 10, the accumulators 10 can also be charged from the public power supply network via any stack socket and a corresponding additional device also located on the trailer 6.

Fig. 2 shows a further exemplary embodiment in which the same components are again identified by the same reference numerals ( > 10). In this case, a special intermediate frame 12, shown in plan view in Figs. 3 and 4, is provided between the trailer frame 11 carrying the trailer axle 7 and the electric motor 9 as well as the accumulators 10 and the frame 4 of the motor vehicle 2, the cross member 13 of which faces the motor vehicle 2 is connected to the rear cross member 15 of the motor vehicle frame 4 via a bearing bolt 14 having a horizontal longitudinal axis and can thus perform a pivoting movement in the direction of the arrow 16 about the longitudinal axis. The two adjacent ends 19 of the longitudinal members 20 of the intermediate frame 12 are articulated on the two ends 13 of this cross member 13 in such a way that these two longitudinal members 20 and thus also the frame 4 consisting of these and the other cross member 21 Intermediate frame 12 can perform a tilting movement about the common pivot axis 22 in the direction of arrow 23. Since, however, a pivoting movement of this intermediate frame about a vertical axis relative to the vehicle frame is not possible, the intermediate frame 12 always performs the same changes in direction of travel as the motor vehicle 2.

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Furthermore, on the trailer frame 11, two vertical pivot pins 24 are arranged at a distance a from the trailer axle 7, each projecting downwards into the area of the intermediate frame, which are supported by rollers designated 25 on counter bearings 26 arranged on this intermediate frame 12. These counter bearings 26 each have an arcuate bearing channel 27, the curvature radius r _of which is almost equal to the distance between the two pivot pins 24, increased by half the diameter of the two pivot pins 10. In addition, these two rollers 25 each have an annular groove (not specifically shown) which is transverse to their axis of rotation and into which the said contact edge 27 of the respective counter bearing 26 engages snugly.

Below these two counter bearings 26 arranged on the intermediate frame 12 there is also a slide plate marked with which is longitudinally displaceable to a limited extent in the direction of arrow 29 between four pairs of opposing, also vertically

! , &khgr; kale rotation axes rotating rollers 30.

These rollers 30 also each have a transverse groove (not specifically shown) into which the two longitudinal edges 31 of the slide plate 28 fit snugly. In the slide plate 28 itself there are two recesses opposite one another, designated 32.

L, which are approximately triangular and isosceles and whose edges 33, each enclosing an angle of approximately 90°, meet at the vertices 34 located on the longitudinal ^center axis 17 of the intermediate frame 12. In addition, lsi «se

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The slide plate 2C mounted between the rollers 30 is connected to a screw spindle 36 that can be rotated by an electric motor 35, by means of which a feed of the slide plate 28 in the direction of the arrow 29 by the feed v in one or the other direction can be managed.

The mode of operation of these two counter bearings 26, which are firmly connected to the intermediate frame 12, and the slide plate 28 assigned to them is as follows:

In the advanced position of the slide plate 28 shown in Fig. 3, the two contact edges 33 belonging to the recess 32 located at the front in the direction of travel 37 lie so tightly against the side of the roller 25 belonging to the front pivot pin 24 facing away from the contact edge 27 of the counter bearing 26, so that this front pivot pin 24 is firmly but rotatably clamped between the contact edge 27 of the counter bearing 26 and the slide plate 28. The other rear pivot pin 24, on the other hand, only lies against the contact edge 27 of the other rear counter bearing 26 assigned to it and can swing freely back and forth within the rear recess 32 of the slide plate 28 in the direction of the double arrow. In this position, the trailer frame 11 can also rotate relative to the intermediate frame 12, which is rigidly connected to the motor vehicle 2, at any time about the front pivot pin 24 fixed relative to the intermediate frame 12, whereby the other rear pivot pin 24 can easily follow this pivoting movement of the trailer frame 11, but is still safely secured by the contact edge 27 of the

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rear counter bearing 26. If the electric motor 8 is still stopped and the motor vehicle is initially driven solely via its rear axle 3, the trailer 6 safely follows, with the trailer axle 7 adapting to any direction of travel of the motor vehicle. The same naturally also applies in the event that the drive of the motor vehicle 2 is no longer via its rear axle 3, but via the axle of the trailer 6.

If the motor vehicle 2 is now to travel backwards rather than forwards, the slide plate 28 is moved into its other rear position shown in Fig. 4 by actuating the electric motor 35 using the screw spindle 36, in which the rear pivot pin 24 is now fixed by the slide plate 28 and the other front pivot pin 24 is released. If the motor vehicle 2 now makes a movement in the opposite direction to the arrow 37, the rear pivot pin 24 fixed by the slide plate 28 is now in front of the trailer axle 7 in the changed direction of travel. This means that the trailer frame 11 can again perform a pivoting movement around the rear pivot pin 24 and thus follow the road path of the vehicle 2, which can be influenced by the steerable front wheels of the motor vehicle 2.

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List of reference symbols

1 Part v. 2 21 Cross beam v. 12 2 Motor vehicle 22 Swivel axis 3- Rear axle &ngr;. 2 &Sgr;3 f * 4 Bahnten &ngr;. 2 24 Pivot pin 5 Couplings &ngr;. 2 25 Rollers v. 24 6 vehicle trailer 26 Counter bearing to 24 7 Trailer axle 27 Investment edge v. 26 8th Differential gear 28 Slide plate 9 Electric motor 29 <> 10 Accumulators 30 Rollers v. 28 11 Trailer frame 31 Longitudinal edge v. 28 12 Intermediate frame 32 Recesses in 28 13 Cross beam v. 12 33 Investment edges v. 32 14 Bearing bolt 34 Vertices v. 33 15 Cross beam v. 4 35 Electric motor v. 37 16 36 Screw spindle 17 Longitudinal axis 37 Direction of travel <*&mdash; 18 Ends of 13 38 Double arrow 19 Ends of 20 20 Longitudinal beam v. 12 a ■ Distance 7/24

r ^a radius of curvature v« &ngr; ■ feed v. 28

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Claims (1)

RESEARCH INSTITUTIONS £(JRjKflER&lITJ * * "-,GOtOTER ⁵ SdUOlL. ^: D 744« W0LF8CHIUQEN, HAUFFSTR. 14. TEL (07022) 52505 _ 1* - 31 August 1988 Sch 191 6m Expectations 1. Motor vehicle with at least one first drive axle driven by the vehicle engine and a ";' of at least one optionally switched on and off second drive axle driven by a motor, wherein the power source belonging to the electric drive device is independent of the electrical network, characterized, that the optionally sole "4-wheel drive suitable second drive axle '" (7) and its drive device (8, 9, 10) on a trailer (6) which is easily detachably coupled to the motor vehicle (2) is arranged. 15 2. Motor vehicle according to claim 1, characterized in that the wheels of the drive axle (7) of the trailer (6) can be driven jointly or individually. - 2* - 31.8.1988 I 3. Motor vehicle according to claim 1, characterized in that each wheel of the drive axle (?) of the trailer (6) is assigned a special electric motor, in particular a wheel hub motor. 4. Motor vehicle according to claim 1 and/or 2, characterized in that the trailer (6) is single-axle and the wheels of the driven trailer axle (7) can be driven via a common differential gear (8). 5. Motor vehicle according to one or more of claims 1 to A, characterized in that the trailer (6) can be coupled to the rear or the front of the motor vehicle (2). 6» Motor vehicle according to one or more of claims 1 to 5, characterized in that the _r * Wheels of the trailer (6) are steerable. % V t 7. Motor vehicle according to one or more of claims 1 to 6, characterized in that the driven trailer axle (7) is rotatable about at least one vertical pivot axis (24). !' 8. Motor vehicle according to claim 7, characterized in that the vertical pivot axis (24) or pivot axes (24) are arranged at a distance (a) in front of the driven trailer axis <7). Ü &iacgr; · "·&Ggr;&Iacgr;&idiagr;^##&Igr; - 3* - 30.8.1988 9. Motor vehicle according to claim 8, characterized in that the driven trailer axle (7) can be rotated relative to an intermediate frame (12) or the like serving to couple the trailer (6) to the motor vehicle (2) selectively about one of two vertical pivot pins (24) arranged on both sides at an equal distance (a) from it and which can be alternately fixed relative to the intermediate frame (12), of which one pivot pin (24) is fixed in front of the trailer axle (7) in the direction of travel (37) and is in operation, and the other pivot pin (24) is fixed in a circular arc (38) around the first pivot pin (24) and is behind the trailer axle (7) in the direction of travel (37) and is not in operation. to iü. Motor vehicle according to claim S, characterized in characterized in that the pivot pins (24) each , on a fixed to the intermediate frame (12) of the hanger (7) connected to a counter bearing (26) which has a circular arc-shaped contact edge (27), the radius of curvature (r) of which is equal to the distance between these two pivot pins (24) plus half the diameter of the pivot pin (24). - 4* - 30.8.1988 11. Motor vehicle according to claim 10, characterized in that the pivot pins (24) are each supported by means of rollers (25) or the like on the circularly curved contact edge (27) of the associated counter bearing (26). 12. Motor vehicle according to claim 11, characterized in that each of the rollers (25) or the like has a v' 10 has an annular groove running transversely to the roller axis, into which the opposite contact edge (27) of the corresponding counter bearing (26) engages snugly. 13. Motor vehicle according to one or more of claims 9 to 12, characterized in that each of the two pivot pins (24) is assigned a second counter bearing (28) which is displaceable in the longitudinal axis (17) of the intermediate frame (12) and thus transversely to the longitudinal axis of the pivot pins (124) which has an angled contact edge (33) diverging towards the associated pivot pin (24), the two sides of which run into a vertex (34) constantly located on the longitudinal axis of the intermediate frame (12). 14. Motor vehicle according to claim 13, characterized in that the counter bearings (33) assigned to the two pivot pins (24) are arranged on or in a common, limited in the direction of the longitudinal axis &bull; φ · &igr; · Cx Λ &idgr;'&agr;'&Iacgr; x &Lgr;&idgr;&agr;'&Iacgr; - 5* - 31.8.1988 of the intermediate height movable saw blade plate (28) are arranged or formed. 15. Motor vehicle according to claim 14, characterized in that the slide plate (28) has two at least triangular and isosceles recesses (32) arranged at a distance from one another, the average opening angles of which are each approximately 70° to 110° and the vertices (34) facing one another each lie on the longitudinal axis of the trailer frame (12). 16. Motor vehicle according to claim 15, characterized in that the slide plate (28) is mounted on rollers or cylinders in the intermediate frame (12) of the trailer (7) and can be moved hydraulically, pneumatically or by means of an electric motor-driven spindle drive (35/36). 17. Motor vehicle according to claim 16, characterized _in that the rollers (28) serving for the displaceable mounting of the slide plate (28) and arranged on both sides thereof rotate around vertical bearing pins arranged fixedly on the intermediate spaces (12) and each have an annular groove running transversely to their axis of rotation, into which the slide plate (28) engages snugly with its longitudinal edges (31) parallel in the feed direction (29). '..'.1.'UsI ¹ OO - 6* - 31.8.1988 18. Motor vehicle according to one or more of claims 1 to 17, characterized in that the intermediate space (12) is pivotable relative to the motor vehicle (2) both about a horizontal axis of rotation (17) parallel to the longitudinal axis of the motor vehicle and about a horizontal transverse axis (22) transverse to this first axis of rotation (17), but is otherwise supported on the frame (4) of the motor vehicle (2).
10 19. Motor vehicle according to one or more of claims 9 to 18, characterized by in particular inert hydraulic damping means, spring-loaded damping pistons, spring struts or the like, which act on the one hand on the trailer frame (11) and on the other hand on the intermediate frame (12). 20. Motor vehicle according to one or more of claims 1 to 19, characterized in that it (2) is equipped with a switchgear and/or a charger, whereby this switchgear and/or this charger are then also arranged on the trailer (6). 21. Motor vehicle according to one or more of claims 1 to 20, characterized in that this (2) can be controlled from one or more organs located in the vehicle (2). Il Uli i« &bull;&bull;&bull;ac Ii |ii &igr;· Il Il I Il &III Il ti::: : : 1 1 : &igr;· &igr;· ··· lit ·&igr;&igr;&kgr; it &bull;&diams; · &diams; · Still - 7* - 31.8.1988 22. Motor vehicle according to claim 21, characterized in that its thrust, traction or braking power can be controlled by means of foot pedals and/or switches located in the vehicle (2). Ii It * · K «III II Il Il I Il fill Il &bull; III · III III &bull;&Igr;··&igr;&igr;·· ill