WO2014177138A1 - Dispositif d'entraînement pour un mécanisme d'entraînement des groupes auxiliaires d'un véhicule et procédé pour le fonctionnement d'un dispositif d'entraînement - Google Patents

Dispositif d'entraînement pour un mécanisme d'entraînement des groupes auxiliaires d'un véhicule et procédé pour le fonctionnement d'un dispositif d'entraînement Download PDF

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Publication number
WO2014177138A1
WO2014177138A1 PCT/DE2014/200044 DE2014200044W WO2014177138A1 WO 2014177138 A1 WO2014177138 A1 WO 2014177138A1 DE 2014200044 W DE2014200044 W DE 2014200044W WO 2014177138 A1 WO2014177138 A1 WO 2014177138A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive
axle
vehicle
crankshaft
gear
Prior art date
Application number
PCT/DE2014/200044
Other languages
German (de)
English (en)
Inventor
Eckhard Kirchner
Arthur EPP
Oliver Merk
Tobias Eckl
Original Assignee
Schaeffler Technologies Gmbh & Co. Kg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies Gmbh & Co. Kg filed Critical Schaeffler Technologies Gmbh & Co. Kg
Publication of WO2014177138A1 publication Critical patent/WO2014177138A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/28—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of power take-off
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
    • F02B67/04—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus
    • F02B67/06—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus driven by means of chains, belts, or like endless members

Definitions

  • Drive assembly for an accessory operation of a vehicle and method for operating a drive assembly
  • the invention relates to a drive arrangement for an auxiliary drive of a vehicle and a method for operating such a drive arrangement according to the type defined in greater detail in the preamble of patent claims 1 and 8, respectively.
  • the ancillaries such as generator, air conditioning, water pump, etc. are usually driven by a belt drive, which is connected by a crankshaft directly to the engine.
  • the direct coupling of belt operation to the internal combustion engine fundamentally requires a compromise with respect to efficiency, since in transient or transient operation the belt drive is rigidly coupled to the rotational speed of the internal combustion engine.
  • the generator for the low speed range of the internal combustion engine is optimized, since already in this area a sufficient power supply of the on-board electrical system must be ensured. The efficiency drops rapidly in the upper speed range, with the mechanical losses accounting for the largest part of the power loss.
  • the belt drive can also be electrically driven indirectly. however The electrical operation of the belt drive is not the optimal solution in terms of overall efficiency due to energy conversion losses in many operating conditions.
  • a drive arrangement for an accessory drive is proposed in which the accessory drive can be decoupled from the crankshaft and can be coupled to a drivable axle of the vehicle for transmitting drive power.
  • the auxiliary drive is mechanically driven independently of the operation of the internal combustion engine by the kinetic energy of the vehicle.
  • the auxiliary drive can be selectively decoupled from the internal combustion engine as a function of the operating state of the vehicle.
  • the ancillaries can be designed with low efficiency and optimized efficiency and low power dissipation can be reduced.
  • the speed level of the accessory drive can be lowered and the fuel consumption of the vehicle can be further reduced.
  • a direct connection of the auxiliary drive to a drivable axle of the vehicle is created by which a drive power between auxiliary drive and axle is directly transferable. Losses in the energy transfer between auxiliary drive and axle by a detour via the drive train of the vehicle and thereby, in particular in the vehicle transmission, resulting efficiency losses are avoided.
  • a direct drive between an electric machine in drive connection with the auxiliary drive, in particular a starter-generator, and the axle is possible.
  • the accessory drive can be coupled, in particular, alternately with the crankshaft or with the drivable axle of the vehicle for transmission of a drive power.
  • a coupling device for coupling the accessory drive with the axle and the crankshaft.
  • the coupling device can be designed, for example, as a two-way clutch. Alternatively, two spatially separate but matched couplings can be provided. Another possibility is to arrange two coordinated overrunning or overrunning clutches. It is advantageous if a coupling is connected to a motor-fixed cross shaft connected to the axle. Also conceivable is a connection to a differential and vehicle wheel directly connecting axle shaft. Preferably, a friction and / or positive coupling device is provided.
  • the coupling device enables in particular the following operating states:
  • the auxiliary drive In a first operating state, the auxiliary drive can be converted into a state coupled to the crankshaft and at the same time decoupled from the axle and / or preserved in this state. In the first operating state, the auxiliary drive can be driven solely by the crankshaft.
  • the accessory drive In a second operating state, the accessory drive can be converted into a state coupled to the axle and at the same time decoupled from the crankshaft and / or preserved in this state.
  • the auxiliary drive can only be driven by the axle. It is advantageous if, in a third operating state, the accessory drive can be transferred into a state decoupled from the crankshaft and the axle and / or preserved in this state.
  • the crankshaft in a fourth operating state, can be transferred into a condition that is slip-frictionally connected to the axle and / or be durable in this state.
  • the auxiliary drive may be transferable into a state slipping and frictionally engaged with the axle and / or be durable in this state.
  • the accessory drive is preferably connected via a gear train to the axle.
  • the gearbox can have one or more drive levels.
  • accessory drive and gear train are arranged in parallel drive planes. A simple construction and space-saving connection of the auxiliary drive to the axle is achieved when the gear train is designed as a traction mechanism.
  • the traction drive can have one or more drive levels.
  • the accessory drive via the coupling device with the gear train for connection to the axle can be coupled.
  • the coupling device can be integrated in the gearbox.
  • a simple connection of the gear train to the axle is achieved when the gear train is connected to a gear wheel with a standing with at least one vehicle in rotationally fixed connection axle drive element.
  • the gear train is connected to a gear wheel with an axle shaft of the drivable axle of the vehicle.
  • the gear train may be non-rotatably connected to a gear wheel with a differential housing of a differential gear of the drivable axle of the vehicle. In this way, a neutral connection to the axle of the vehicle is achieved with a uniform torque distribution.
  • a skewing of the vehicle (torque steering) during the drive on the axle, in particular during heavy acceleration of the vehicle can be avoided.
  • a drive wheel of the auxiliary drive can be coupled via the clutch device to a gear wheel of the gear train.
  • the drive wheel of the accessory drive via a first intermediate shaft and the gear of the gear train via a second intermediate shaft with the coupling device in a rotationally fixed connection.
  • the accessory drive on the drive wheel via the coupling device with both the crankshaft and the gear train is coupled.
  • first and second intermediate shaft are designed as hollow shafts and are mounted coaxially rotatable relative to one another and to the crankshaft.
  • the gear train in particular the traction mechanism, at least one spatially movable element to compensate for a relative movement between the drivable axle of the vehicle and crankshaft has.
  • a method for operating a drive arrangement for an auxiliary drive of a vehicle, in which the auxiliary drive can be driven by a crankshaft of an internal combustion engine.
  • the auxiliary drive is coupled to the crankshaft or to a drivable axle of the vehicle for transmitting drive power.
  • the accessory drive and the associated with this Auxiliary units of the vehicle can thus be alternately driven by the crankshaft or the axle with optimized efficiency, depending on the operating condition of the vehicle. In this way, a particularly effective operation of the accessory operation is made possible.
  • the accessory drive In a first operating state, in particular when the vehicle speed is less than a predetermined minimum speed, the accessory drive is transferred to a coupled to the crankshaft and at the same time disconnected from the axle state and / or kept in this state. In this case, the accessory drive is driven solely by the crankshaft.
  • the accessory drive can be transferred into a state coupled to the vehicle axle and at the same time decoupled from the crankshaft and / or kept in this state.
  • the accessory drive can be driven solely by the rotating axis of the rolling vehicle.
  • a direct drive between an electric machine in drive connection with the auxiliary drive, in particular a starter-generator, and an axle of the vehicle is possible. Additionally or alternatively, this can be recuperated on the electric machine or driven by the electric machine, the axis.
  • the drive power can be transmitted directly between auxiliary drive and axle, without loss of efficiency in the drive train of the vehicle, especially in the vehicle transmission.
  • the drive train of the vehicle in particular in certain operating situations, for example during acceleration processes, be relieved, with more energy for driving the vehicle is available through a so-called passive boosting.
  • passive boosting also conceivable is a so-called active sailing, in which the internal combustion engine is decoupled from the drive train and / or switched off and reduced by the electric drive of the rotating axis on the auxiliary drive the deceleration of the ausrollenden vehicle and thus the Ausroll zone is increased.
  • a so-called electrical creep of the vehicle in which this is driven during a start-up of the electric machine via the auxiliary drive on the axis.
  • a direct recuperative braking of the axle via the electric machine of the accessory drive is possible without drag torques of the internal combustion engine.
  • Another possibility is to decouple the accessory drive when reaching a predetermined minimum vehicle speed of the internal combustion engine and to mechanically drive directly through the rotating axis of the rolling vehicle.
  • the accessory drive upon reaching a vehicle speed that is less than the predetermined minimum vehicle speed, the accessory drive is decoupled from the axle and coupled to the crankshaft for transmission of drive power.
  • the accessory drive depending on the vehicle speed can be alternately driven efficiency optimized by the crankshaft or the rotating axis of the vehicle.
  • the auxiliary drive is converted into a state decoupled from the crankshaft and from the axle.
  • the auxiliary drive is electrically driven by a standing in driving connection with this electrical see machine, in particular a starter generator. As a result, for example, a stationary air conditioning of the vehicle is possible.
  • crankshaft is transferred into a slip-frictionally engaged connection with the axle when the vehicle is stationary during a shut-off operation of the internal combustion engine in order to dampen the vibration generation of the internal combustion engine.
  • an improved shutdown of the engine is possible.
  • the crankshaft can be transferred into a slip-frictionally engaged connection with the accessory drive in order to tow the internal combustion engine through the running auxiliary drive.
  • the auxiliary drive can be driven by the starter generator or by the rotating axle when the vehicle is rolling.
  • FIG. 1 shows a schematic representation of a drive arrangement according to the invention in a first exemplary embodiment for a vehicle
  • FIG. 2 shows a schematic representation of a drive arrangement according to the invention in a second exemplary embodiment
  • FIG. 3 shows a schematic sectional illustration of a drive arrangement according to the invention
  • Figure 4 is a schematic partial section of an inventive
  • FIGS. 5 and 6 each show a schematic representation of the drive arrangement from FIG. 1,
  • Figure 7 is a schematic representation of the drive assembly
  • FIG. 1 shows a schematic representation of a drive arrangement according to the invention for an auxiliary drive 1 of a vehicle in a first exemplary embodiment.
  • the accessory drive 1 is drivable by a crankshaft 2 of an internal combustion engine, not shown, of the vehicle.
  • the auxiliary drive 1 is via a gear train 6 in drive connection with auxiliary units of the vehicle, such as a starter generator SG, an air conditioning compressor AC and a cooling water pump WP.
  • the crankshaft 2 is connected via a vehicle clutch with a transmission input shaft of the vehicle transmission.
  • a transmission output shaft of the vehicle transmission is connected via a differential gear 3 in drive connection with a drivable axle of the vehicle. This is exemplary as a drivable front axle of a vehicle with front transverse drive running.
  • the axle has two axle shafts 4, 5 which non-rotatably connect the differential gear 3 via a constant velocity joint and a wheel bearing to a vehicle wheel.
  • the accessory drive 1 is connected via a coupling device, not shown, with the crankshaft 2 and at the same time via the gear train 6 with the right axle shaft 5 of the front axle of the vehicle.
  • the gear train 6 may have one or more drive planes, which are preferably arranged parallel to the drive plane of the accessory drive 1. In this case, the gear train 6 is connected via a first gear 7 with the axle shaft 5 and a second gear 8 with the coupling device in a rotationally fixed connection.
  • the accessory drive 1 is connected via the gear train 6 to the differential housing of the differential gear 3.
  • the gear train 6 is connected to the first gear 7 with a coaxial with the right axle shaft 5 arranged hollow shaft 9 with the differential housing.
  • an intermediate bearing 10 for supporting the axle shaft 5 and for compensation of movement between axle shaft 5 and crankshaft 2 or internal combustion engine is provided for supporting the right axle shaft 5 in the region of the first gear wheel 7.
  • FIG. 3 shows a drive arrangement according to the invention with the accessory drive 1 and its connection to the drivable axle of the vehicle.
  • the accessory drive 1 is designed as a belt drive and has a drive wheel 1 1, which is in drive connection via a belt with the connecting wheels of the auxiliary units, for example a starter-generator SG and an air-conditioning compressor AC.
  • a belt tensioner S is provided for tightening the belt drive.
  • the Volunteeraggre- gatetrieb 1 is connected to the drive wheel 1 1 via the coupling device, not shown, on the one hand with the crankshaft 2 and on the other hand with a gear 8 of the gear train 6.
  • accessory drive 1 and gear train 6 are arranged in two parallel drive levels.
  • the gearbox 6 is designed as a traction drive, which connects in a drive plane, the gear 8 via a traction means with the gear 7, which is rotatably connected to the drivable axle of the vehicle.
  • the traction mechanism drive is preferably designed as a belt drive with a belt for connecting the gear wheels 7, 8 designed as belt pulleys.
  • a chain drive can be provided.
  • FIG. 4 shows a partial section of the drive arrangement along the line A-A.
  • a first intermediate shaft 12 is designed as a hollow shaft and rotatably mounted coaxially on a connecting shaft 14 via a bearing 15.
  • the connecting shaft 14 is arranged via a flange at a free end of the crankshaft 2 coaxial with this and rotatably connected thereto.
  • the drive wheel 1 1 of the auxiliary drive 1 is rotatably disposed on an end portion of the first intermediate shaft 12 and rotatably connected via this with a at the other axia- len end portion of the intermediate shaft 12 arranged first coupling element 13 of the clutch device.
  • a second intermediate shaft 16 is designed as a hollow shaft and rotatably mounted coaxially on the first intermediate shaft 12 via a bearing 18.
  • the second gear wheel 8 of the gear train 6 is rotatably disposed on an axial end portion of the second intermediate shaft 16 facing the drive wheel 11 and connected therewith in a rotationally fixed manner to a second coupling element 17 of the coupling device at the opposite axial end portion of the second intermediate shaft 16.
  • the drive wheel 1 1 and the gear 8 are arranged in parallel drive planes.
  • the connecting shaft 14 is rotatably connected to a third coupling element 19, which may optionally have one or more dampers.
  • a rotationally fixedly connected to the first coupling element 13 switching element 20 is displaceable from its illustrated neutral position N in a first position I and in a second position II.
  • the first position I it is positively connected to the second coupling element 17 and in the second position II positively coupled to the third coupling element 19.
  • the coupling elements 13, 17, 19 In the illustrated neutral position N of the switching element 20, the coupling elements 13, 17, 19 arranged freely rotatable relative to each other.
  • the accessory drive 1 is decoupled from both the crankshaft 2 and the drivable axle of the vehicle.
  • the accessory drive 1 can be converted into a state coupled to crankshaft 2 and at the same time decoupled from the axle of the vehicle.
  • the accessory drive 1 on the drive wheel 1 1 via the first intermediate shaft 12, rotatably connected via the coupling elements 13, 19 and via the connecting shaft 14 with the crankshaft 2 for transmitting a drive power.
  • the switching element 20 in the image plane By moving the switching element 20 in the image plane to the left in the position I, the first coupling element 13 with the second coupling element 17 can be positively coupled, while the third coupling element 19 is in a freely rotatable position relative to the first and second coupling element 13, 17.
  • the accessory drive 1 can be converted into a state coupled to the axle of the vehicle and at the same time decoupled from the crankshaft 2.
  • the accessory drive 1 on the drive wheel 11 is connected via the first intermediate shaft 12, via the clutch elements 13, 17, via the second intermediate shaft 16 and via the second gear 8 of the gear train 6 to the drivable axle of the vehicle.
  • the switching element 20 is preferably designed as a shift sleeve, which is connected to the first coupling element 13 as a switching sleeve carrier, for example a toothed disc.
  • the shift sleeve is displaceable by an actuator, not shown, for switching.
  • To switch the clutch can be carried out by the starter-generator SG of the auxiliary drive 1, a Vorsynchronisation of the first coupling element 13 and the shift sleeve carrier.
  • the coupling device is designed as a synchronization unit with corresponding synchronizing elements.
  • Figures 5 and 6 show a development of the arrangement of Figure 1, in which a gear compensation is provided in the gear train 6 for connecting the accessory drive 1 to the axle shaft 5 of the vehicle.
  • This consists of a parallel to the second intermediate shaft 16 and the axle shaft 5 arranged intermediate shaft 23, on the two intermediate wheels 24, 25 are arranged rotationally fixed.
  • the gear train 6 is designed as traction drive in two parallel to the accessory drive 1 arranged drive levels.
  • a first intermediate gear 24 is connected via a first belt 26 in a first drive plane with the second intermediate shaft 16 rotatably disposed second gear 8 in combination.
  • a second intermediate wheel 25 is connected via a second belt 27 to the first gear 7, which is in rotationally fixed connection to the axle shaft 5.
  • the wrapping means 26, 27 are each designed as a belt and the intermediate wheels 24, 25 as pulleys.
  • the intermediate shaft 23 of the intermediate stage is movably supported via a first linkage 21 on the second intermediate shaft 16 and via a second linkage 22 on the axle shaft 5 in the image plane vertical to the latter and to the second intermediate shaft 15.
  • the linkage 21, 22 serve as spacers between the second intermediate shaft 16 and intermediate shaft 23 of the intermediate stage on the one hand and between this and the axle shaft 5 on the other.
  • the drive wheel 1 1 of the auxiliary drive 1 is connected via the coupling device, not shown, on the one hand to the gear 8 of the gear train 6 and the other with the crankshaft 2.
  • FIG. 7 shows a further schematic view of the arrangement from FIG.
  • the accessory drive 1 is connected via the wheel gear 6, which is designed as a traction drive in a parallel drive plane, on the gear wheel 7 to the hollow shaft 9 which is formed coaxially with the axle shaft 5 and serves for connection to the differential housing.
  • the drive wheel 1 1 of the auxiliary drive 1 is via the coupling device, not shown on the one hand connected to the crankshaft 2 and on the other hand with the gear 8 of the gear train 6.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Arrangement Of Transmissions (AREA)

Abstract

L'invention concerne un dispositif d'entraînement pour un mécanisme d'entraînement (1) des groupes auxiliaires d'un véhicule, le mécanisme d'entraînement (1) des groupes auxiliaires pouvant être entraîné par un vilebrequin (2) d'un moteur à combustion interne. Selon l'invention, le mécanisme d'entraînement (1) des groupes auxiliaires peut être découplé du vilebrequin (2) et accouplé à un axe pouvant être entraîné du véhicule pour la transmission d'une puissance d'entraînement. L'invention concerne en outre un procédé pour faire fonctionner un tel dispositif d'entraînement.
PCT/DE2014/200044 2013-04-30 2014-02-05 Dispositif d'entraînement pour un mécanisme d'entraînement des groupes auxiliaires d'un véhicule et procédé pour le fonctionnement d'un dispositif d'entraînement WO2014177138A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201310207925 DE102013207925A1 (de) 2013-04-30 2013-04-30 Antriebsanordnung für einen Nebenaggregatetrieb eines Fahrzeugs und Verfahren zum Betrieb einer Antriebsanordnung
DE102013207925.7 2013-04-30

Publications (1)

Publication Number Publication Date
WO2014177138A1 true WO2014177138A1 (fr) 2014-11-06

Family

ID=50382174

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2014/200044 WO2014177138A1 (fr) 2013-04-30 2014-02-05 Dispositif d'entraînement pour un mécanisme d'entraînement des groupes auxiliaires d'un véhicule et procédé pour le fonctionnement d'un dispositif d'entraînement

Country Status (2)

Country Link
DE (1) DE102013207925A1 (fr)
WO (1) WO2014177138A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9587559B2 (en) 2014-06-09 2017-03-07 Schaeffler Technologies AG & Co. KG Accessories drive system including a transmission driven motor generator unit

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10011343A1 (de) * 2000-03-10 2001-09-13 Bosch Gmbh Robert Antriebsvorrichtung für wenigstens ein Nebenaggregat

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US996334A (en) * 1908-08-05 1911-06-27 Gen Electric Driving dynamos from variable and non-variable sources of power.
DE3218664A1 (de) * 1982-05-18 1983-11-24 Robert Bosch Gmbh, 7000 Stuttgart Servosystem fuer fahrzeuge
DE3441126C1 (de) * 1984-11-10 1986-03-06 Bayerische Motoren Werke AG, 8000 München Stromversorgungsanlage für Kraftfahrzeuge
DE102010017510A1 (de) * 2010-06-22 2011-12-22 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Kraftfahrzeug mit hydraulischer Pumpe für Fahrwerksysteme

Patent Citations (1)

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Publication number Priority date Publication date Assignee Title
DE10011343A1 (de) * 2000-03-10 2001-09-13 Bosch Gmbh Robert Antriebsvorrichtung für wenigstens ein Nebenaggregat

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9587559B2 (en) 2014-06-09 2017-03-07 Schaeffler Technologies AG & Co. KG Accessories drive system including a transmission driven motor generator unit

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