WO2024061426A2 - Procédé de conversion d'un véhicule et véhicule correspondant - Google Patents

Procédé de conversion d'un véhicule et véhicule correspondant Download PDF

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Publication number
WO2024061426A2
WO2024061426A2 PCT/DE2023/200187 DE2023200187W WO2024061426A2 WO 2024061426 A2 WO2024061426 A2 WO 2024061426A2 DE 2023200187 W DE2023200187 W DE 2023200187W WO 2024061426 A2 WO2024061426 A2 WO 2024061426A2
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
drive
combustion engine
drive unit
internal combustion
Prior art date
Application number
PCT/DE2023/200187
Other languages
German (de)
English (en)
Inventor
Herbert Robel
Andreas Haller
Michael Perschke
Original Assignee
Quantron Ag
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 Quantron Ag filed Critical Quantron Ag
Publication of WO2024061426A2 publication Critical patent/WO2024061426A2/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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/14—Trucks; Load vehicles, Busses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2304/00—Optimising design; Manufacturing; Testing
    • B60Y2304/07—Facilitating assembling or mounting
    • B60Y2304/076—Facilitating assembling or mounting by add-on parts, e.g. retrofit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2304/00—Optimising design; Manufacturing; Testing
    • B60Y2304/07—Facilitating assembling or mounting
    • B60Y2304/078—Facilitating assembling or mounting by interchangeable parts, e.g. new part adapting to old design

Definitions

  • the invention relates to a method for converting a vehicle and a vehicle.
  • the present invention is based on the object of providing an improvement or an alternative to the prior art.
  • the task solves a method for converting a vehicle from an internal combustion engine drive principle to an electric motor drive principle, the vehicle belonging to the group of commercial vehicles, special vehicles or mobile work machines, wherein the vehicle
  • - for the internal combustion engine drive principle has an installation space for a drive unit with an internal combustion engine and for its drive train including a main output and a drive gear, and
  • a drive unit with an electric motor is used for the electromotive drive principle, whereby - either an expansion takes place first and the electrically operated motor is installed in the vehicle as a replacement, at least partially in the installation space that has become usable through expansion,
  • the vehicle is purchased without the drive unit with an internal combustion engine and, as a replacement, the electrically operated motor is installed in the vehicle, at least partially in the installation space designed for the internal combustion engine and / or the drive train.
  • a vehicle can be understood to mean, on the one hand, a vehicle that corresponds to a vehicle model that was originally designed for an internal combustion engine drive principle. In its original state, the vehicle either has a drive unit with an internal combustion engine or the vehicle is at least designed for this.
  • a vehicle can also be understood to mean a vehicle of a variation of a vehicle series, which is based on a basic type of vehicle, which is manufactured in a variety of variations, and which has an installation space which was originally designed for an internal combustion engine drive principle.
  • the vehicle in a vehicle series has: Although the original state has space for an internal combustion engine drive principle, in this state it does not have to have a drive unit with an internal combustion engine.
  • the original condition of a vehicle is to be understood as the delivery condition of the vehicle. This describes the condition in which a manufacturer intends to sell the vehicle. In its original condition, the vehicle usually has a drive unit with an internal combustion engine. However, it should also be recorded that the vehicle is delivered without an engine and the combustion engine is purchased separately and converted here and/or an electric motor is purchased.
  • An internal combustion engine drive principle should be understood as a drive principle which has a drive unit which has an internal combustion engine as a core engine. Such a drive principle usually has a plurality of auxiliary units driven by a crankshaft.
  • a vehicle with an electrically operated drive train should be understood as a drive principle that has a drive unit with at least one electrically operated motor.
  • This drive unit is also referred to below as a “replacement unit” or as a “drive unit with an electronic motor”, even if, according to the invention, it can contain two, three, four or more motors.
  • the “expansion” can therefore consist of a drive unit with an internal combustion engine being removed from the vehicle, preferably only the core engine with the combustion principle being removed from the vehicle; or that a drive unit with an internal combustion engine is purchased separately and the core engine with the combustion principle is removed from the drive unit, with remaining parts of the drive unit being operatively connected to the electric motor.
  • the installation space of the drive train can be understood as the installation space for the entire mechanical assembly of the drive and ending only with the wheel bearings.
  • the invention can be realized by that the drive is provided by one or more e-axles, i.e. one or more rear axles with an included electric motor.
  • the electric motor drive which the present invention implements, can consist of an electric motor in the engine compartment of the vehicle, in which case the internal combustion core engine has been replaced as part of the “expansion”, or it can be an electric motor on at least one axle exist, i.e. an e-axle, in which case at least the conventional axle has been removed as part of the “expansion” and replaced by an e-axle; whereby the modification can be carried out by using an electric motor drive principle not only in one place (i.e. engine compartment or axle), but also in two places, i.e. in the engine compartment and on the axle.
  • two different electric motor drive principles can be used: either the drive principle of a so-called BEV, i.e. a battery-electric vehicle, with an electric motor in the engine compartment, whereby the electric motor is used for the implementation of electrical energy is converted into mechanical energy and the mechanical energy uses the original drive train to transmit the mechanical energy, or a so-called FCEV, i.e. a fuel cell-electric vehicle, with a fuel cell in the engine compartment and with an e-axle to convert electrical energy into mechanical energy.
  • BEV i.e. a battery-electric vehicle
  • FCEV i.e. a fuel cell-electric vehicle
  • any existing drive unit with an internal combustion engine is first installed mechanically separated from the vehicle, so that the drive unit with internal combustion engine with operatively connected auxiliary units coupled to it is removed from the vehicle and separated at a number of interfaces.
  • the at least one operatively connected auxiliary unit coupled to the existing drive unit can be an unit from the group consisting of a generator, hydraulic pump, power steering pump, water pump, air conditioning compressor, compressor for a compressed air brake, compressor for charging the engine, turbocharger, alternator, lubricant pump, Cooling water pump, fuel pump, injection pump, metering pump, fan, compressed air generator, starter, auxiliary power unit, brake booster, hydrodynamic retarder, electrodynamic retarder, vacuum pump and steering system of a watercraft.
  • Auxiliary units are driven either directly (via V-belts or gears) or indirectly (electrically or hydraulically) by the vehicle drive motor. Due to greater flexibility, the use of electrically operated auxiliary units is now becoming more common in vehicle construction, which enables greater flexibility at the assembly site. In addition, an electrically operated auxiliary unit is independent of the vehicle's main drive, which means that it remains operational, for example in "stop and go” operation, even when the vehicle is stationary. Electrically driven auxiliary units also contribute to energy savings, as the drive only runs when needed and does not have to be constantly dragged along by the V-belt.
  • Ancillary units such as the coolant pump, the compressor for the air conditioning, the oil and water pump and, in the car sector, the power steering pump, are linked to the speed of the combustion engine with a fixed ratio.
  • Thermal management in electric cars is also very important. In addition to heating and air conditioning, it also has the task of cooling the battery. Because the electric motor practically produces no waste heat, these functions must also be ensured purely electrically. This can be particularly problematic in winter, because the electrical heating of the vehicle and possibly the battery for the start-up process can be very energy-intensive and thus has a direct impact on the range. This can be reduced by up to 20% due to the operation of the auxiliary units and even by up to 50% at very low outside temperatures. One way to reduce this additional load on the battery would be to use the times when the car is connected to the mains for charging. If journeys immediately follow these charging processes, the energy for the stationary air conditioning and battery heating could be drawn from the mains instead of from the battery.
  • the removal step precedes installation.
  • the conversion can also be done on vehicles that have space for a drive unit with an internal combustion engine, as they were designed for a drive unit with an internal combustion engine, but were never equipped with one. For this example, there are some vehicle manufacturers who offer that their vehicles can be purchased without a drive unit.
  • step a the drive unit with an electrically operated motor is operatively connected to external units, which preferably correspond at least in part to the external units of the drive unit with an internal combustion engine, and in a step b. the drive unit with an electrically operated motor is installed in the vehicle instead of a drive unit with an internal combustion engine, and then in a step c. the drive unit with an electrically operated motor is operatively connected to the drive train of the vehicle, and then in step d. to couple the operatively connected external units, if any, with the vehicle.
  • a drive unit with at least one electrically operated motor is installed. This means that large parts of the original drive train can be used. However, it is often not necessary to continue using an existing gearbox, for example, since this usually does not have an optimal gear ratio for operation with electric motors.
  • the external units differ from the auxiliary units in that the external units are responsible for additional functions of the vehicle (e.g. vehicle bodies).
  • auxiliary units can be for the Pure operation of the drive unit with an internal combustion engine may be necessary (such as a starter).
  • Ancillary units can also provide comfort functions (e.g. air conditioning, power steering) of the vehicle.
  • auxiliary units intended for a drive unit with a combustion engine continue to be operated with the replacement unit. If auxiliary units are continued to be used, the complex approval of new components is not necessary and there is the possibility of recycling existing elements, i.e. that they are put to use in the converted vehicle.
  • the drive unit with electrically operated motor is operatively coupled to external units, and the drive unit with electrically operated motor is installed in the vehicle, and the drive unit with electrically operated motor is operatively coupled to the drive train of the vehicle.
  • the replacement unit does not have any auxiliary units that were previously intended for a drive unit with an internal combustion engine. This is particularly advantageous if a complete conversion of the drive unit does not create the need to reuse auxiliary units. It can be provided that functions of auxiliary units for a drive unit with an internal combustion engine are taken over by alternative auxiliary units. Preferably, some of the functions of auxiliary units for a drive unit with an internal combustion engine are no longer required after the conversion according to the invention. One of the examples of this is the starter motor.
  • the drive unit with electrically operated motor is operatively coupled to the drive train via a crankshaft.
  • the crankshaft provided on the vehicle side with all its outputs and the associated ancillary units and/or external units remain in the vehicle, which not only reduces the conversion effort, but also the approval requirements.
  • the crankshaft typically drives these units via the pulley and the belt running over it. If, for example, the belt is guided in serpentines, a high wrap angle can be achieved on each pulley and several shafts can be driven despite low belt tension. In motor vehicles, such so-called serpentine drives with alternating curvature directions are used to drive several auxiliary units (such as the cooling water pump, air conditioning compressor, alternator and servo pump).
  • the operatively connected coupling is suitably carried out on those parts of the crankshaft which, aligned with one another, form the central axis of the crankshaft, such as the shaft stubs of the inner swivel joints or the end shaft stubs.
  • the drive unit with an electrically operated motor is operatively connected to the drive train via a replacement shaft.
  • crankshaft due to its function, namely to transmit the linear up and down movement of the pistons into torque via the connecting rod, must have a complex design with high weight and great precision with shaft journals, crank pins, counterweight, crank webs and provided with balancing - and oil drilling, a simple shaft with a circular cross-section can be used as a replacement shaft.
  • the drive unit with an electrically operated motor has this replacement shaft. This means that the optimal mechanical and functional coupling between the electric motor and replacement shaft is provided on the production side and only the downstream interfaces need to be taken into account during installation.
  • the drive unit with an electric motor has the following: a. an electrically operated main motor with a main output for transmitting rotary motion to the drive train of the vehicle; b. optionally at least one electrically operated auxiliary engine with power take-off for operating at least one auxiliary unit; c. optionally at least one electrically operated secondary engine with power take-off for operating external units.
  • the electrically operated main motor present in the drive unit allows the rotational movement generated thereby to be transmitted to the drive train of the vehicle.
  • auxiliary units can be operated via a corresponding power take-off.
  • the optional, at least one electrically operated auxiliary engine allows driving-independent operation of the auxiliary units and/or external units.
  • the main engine can be used exclusively for propulsion, and the units, which must also be available when the engine is at a standstill, can be driven via the auxiliary engines.
  • the use of auxiliary motors creates enormous optimization opportunities for the units: Since their speed is no longer “imposed” by the combustion engine, energy savings can be achieved through needs-based control and weight reduction by increasing the operating speed and energy-optimized special electric motors can be used that are specifically adapted to the respective unit .
  • the power take-off is designed as an engine power take-off shaft, which is connected directly or indirectly to the shaft and the speed of which directly correlates with a speed of the shaft.
  • the power take-off is designed as a gearbox PTO, which is connected to the shaft via a gearbox, so that the speed of the gearbox PTO shaft can be varied at the same speed of the shaft.
  • the main motor drives a shaft which is arranged in such a way that it engages on the output side in an existing transmission of the vehicle.
  • auxiliary units that were originally coupled to the internal combustion engine are coupled to the shaft of the replacement unit so that they are operated by the main engine.
  • auxiliary units that were originally operated directly or indirectly by the internal combustion engine can be operated by the electric motor in an unchanged manner (without having to be modified or replaced).
  • the replacement unit is spatially compatible with the original installation space of the drive unit with an internal combustion engine.
  • the replacement unit is installed in the original installation space of the drive unit with an internal combustion engine.
  • the replacement unit In the event that the replacement unit is to be installed in the original installation space of the drive unit with an internal combustion engine, it is preferred that the replacement unit fits into the installation space without adjustments to a chassis on the vehicle to be converted. However, it may be necessary that, for example, mounts for the replacement unit need to be replaced and/or adjusted. This should be understood in particular to mean that, ideally, the new unit does not exceed the space of the previous unit. In this simplest case, there is no doubt that the new unit can be inserted into the installation space of the old unit.
  • Shifting or bending of movable elements present in the installation space should be viewed as available, free installation space. It is crucial that components of the remaining vehicle do not have to be converted so that they work together in a new way, because this may require a new registration of the remaining vehicle.
  • the replacement unit is mechanically compatible with the interfaces available in the installation space, or the mechanical compatibility is achieved via at least one adapter.
  • Mechanical compatibility means that existing mechanical connection points must be able to be used. For example, there are holes as mechanical mounting points into which the unit is hung and fastened into the installation space using screw connections and possibly also rivets and the kinetic work is transferred. The new unit must be able to be sufficiently attached using the mounting points available on the vehicle.
  • Mechanical compatibility can also be achieved via one or more adapters, which are either part of the new unit or are pre-assembled in the vehicle as separate adapters and thus represent the new mounting points. It is therefore not absolutely necessary that the new unit is designed in one piece up to the receiving points. Ideally, the new unit, with or without an adapter, uses all of the attachment points of the previous unit to the rest of the vehicle. However, not all existing mechanical connection points have to be used. This means that some existing mechanical connection points may remain unused after the vehicle has been converted, for example because the replacement unit is smaller and/or lighter than the original unit.
  • one or more adapters are used during installation, which are preferably pre-assembled on the vehicle side and enable quick and problem-free installation of the replacement unit.
  • adapters make it possible for one and the same replacement unit to be used for vehicles with different installation space or different mounting points, resulting in mechanical compatibility across vehicles being guaranteed.
  • connection from the replacement unit to the adapter is established via a connector that is selected from the group consisting of screw connectors, plug connectors, bayonet connectors, clamp connectors, click-on connectors.
  • Plug connectors bayonet locks or click-on plug connectors are particularly preferred because they can create a quick but sufficiently strong connection, but can also be separated again without much effort. This is an advantage for installations in which the replacement unit is ideally simply lowered into the installation space and can snap into place, for example via a click-on plug connection. Furthermore, this unit can be easily removed again during repairs.
  • the replacement unit is functionally compatible with the interfaces present on the vehicle.
  • Functional compatibility means that the replacement unit serves all of the vehicle's interfaces (be they mechanical, thermal and electromechanical connections) that were connected to the original unit and whose operation is detected and/or controlled by the vehicle's control system.
  • crankshaft emulation in particular must be provided.
  • To replace the crankshaft either with an electrically driven crankshaft (then it can theoretically be taken over from the original unit) or preferably with a replacement shaft, which is particularly preferably part of the replacement unit.
  • auxiliary unit is selected from the group consisting of generator, hydraulic pump, auxiliary power unit, power steering pump, water pump, air conditioning compressor, compressor for a compressed air brake, alternator, lubricant pump, cooling water pump, metering pump, fan, compressed air generator, brake booster, hydrodynamic Retarder, electrodynamic retarder, vacuum pump and steering system of a watercraft, or any combination of one or more of these auxiliary units.
  • the replacement unit can also be installed in a different installation position in the vehicle.
  • the vehicle is converted into an electric vehicle.
  • the electric vehicle preferably only has the drive battery as an electrical energy source for the drive train.
  • this drive battery is preferably the main energy supplier for the replacement unit.
  • additional sources of electrical energy can be provided, which have a supporting function as an energy supplier for the replacement aggregate. gat held.
  • a technical process for recovering kinetic energy in the form of electrical energy and/or solar panels on the vehicle should be mentioned in this context.
  • the vehicle is converted into a fuel cell vehicle (FCEV, Fuel Cell Electric Vehicle).
  • FCEV Fuel Cell Electric Vehicle
  • a fuel cell provides electrical energy from the energy sources hydrogen, low molecular weight alcohols (methanol, ethanol) or ammonia.
  • the fuel cell preferably provides electrical energy, which can be converted directly into movement by the electric drive of the replacement unit.
  • the electrical energy can be temporarily stored in the drive battery.
  • the fuel cell is spatially compatible with the original installation space of the drive unit with an internal combustion engine. This means that the fuel cell fits into the installation space of the drive unit with an internal combustion engine without making any adjustments to the chassis of the vehicle to be converted.
  • the fuel cell is preferably installed in the original installation space of the drive unit with an internal combustion engine.
  • Either the fuel cell or the replacement unit is preferably installed in the installation space of the drive unit with an internal combustion engine. However, it can also be provided that both the fuel cell and the replacement unit are installed in the installation space of the drive unit with an internal combustion engine.
  • the fuel cell can also be positioned outside the installation space of the drive unit with an internal combustion engine.
  • a drive battery is also installed in the vehicle.
  • a drive battery is to be understood as an electrical storage device, which primarily makes its stored electrical energy available to the replacement unit.
  • the drive battery is spatially compatible with the original installation space of the drive unit with an internal combustion engine, and the drive battery is installed in the original installation space of the drive unit with an internal combustion engine.
  • the drive battery only takes up part of the installation space of the drive unit with an internal combustion engine.
  • Such a drive battery can also be used with other elements of the replacement unit within the installation space of the drive unit with an internal combustion engine.
  • the drive battery can be installed outside the original installation space of the drive unit with an internal combustion engine.
  • Such a drive battery can, for example, be integrated into the frame of the vehicle. Any free space that arises between load-bearing parts of the frame or the body can be taken up by the drive battery. It is particularly preferred to have a modular drive battery that can be individually adapted to different vehicles and/or different vehicle designs.
  • the vehicle to be converted can correspond to a vehicle model that was originally designed for an internal combustion engine drive principle, with the vehicle having a drive unit with an internal combustion engine, at least in its original state.
  • such a vehicle may correspond to a variation of a vehicle series, which is based on a basic type of vehicle, which is manufactured in various variations, the vehicle having a It has installation space that was originally designed for an internal combustion engine drive principle.
  • Such a variation can be implemented by redesigning the vehicles in the vehicle series in the planning stage and then immediately producing all or some of them with an electric drive.
  • the problem solved is a vehicle with an electrically operated drive train, the vehicle having a drive unit with an electrically operated motor and the vehicle being converted using a method of the type described.
  • any structures on the vehicle and/or accessories can be operated in the same way as they would be operated in an identical vehicle with a drive unit with an internal combustion engine. It is preferred that external units, which in comparable vehicles are operatively connected to the drive unit with an internal combustion engine, can be made available in the same way by the replacement unit.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

L'invention concerne un procédé de conversion d'un véhicule et un véhicule correspondant. Les discussions au sujet de la protection de l'environnement et de l'électromobilité sont omniprésentes de nos jours. C'est un fait que les véhicules électriques sont « sans émissions » pendant le fonctionnement. Par rapport au moteur à combustion interne, ils ne génèrent pas d'émissions directes. Selon l'invention, un groupe motopropulseur comprenant au moins un moteur électrique est installé dans le véhicule en tant que groupe de remplacement.
PCT/DE2023/200187 2022-09-19 2023-09-18 Procédé de conversion d'un véhicule et véhicule correspondant WO2024061426A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022124014.2 2022-09-19
DE102022124014 2022-09-19

Publications (1)

Publication Number Publication Date
WO2024061426A2 true WO2024061426A2 (fr) 2024-03-28

Family

ID=89164438

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2023/200187 WO2024061426A2 (fr) 2022-09-19 2023-09-18 Procédé de conversion d'un véhicule et véhicule correspondant

Country Status (1)

Country Link
WO (1) WO2024061426A2 (fr)

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