U.S. patent application number 12/160399 was filed with the patent office on 2010-09-09 for timing chain drive comprising an integrated electric motor.
This patent application is currently assigned to IWIS MOTORSYSTEME GMBH & CO. KG. Invention is credited to Thomas Fink, Andreas Grundl, Volker Hirschmann, Bernhard Hoffmann, Reinhard Rasch, Bernhard Schachtner.
Application Number | 20100224149 12/160399 |
Document ID | / |
Family ID | 37697595 |
Filed Date | 2010-09-09 |
United States Patent
Application |
20100224149 |
Kind Code |
A1 |
Hirschmann; Volker ; et
al. |
September 9, 2010 |
TIMING CHAIN DRIVE COMPRISING AN INTEGRATED ELECTRIC MOTOR
Abstract
The invention relates to a timing drive for an internal
combustion engine, comprising a crankshaft, at least one camshaft,
a driven gear that is connected to the crankshaft, at least one
driving gear which drives the associated camshaft and a
transmission that interconnects the driven gear and the at least
one driving gear. An electric motor is provided which engages with
the transmission in an offset manner relative to the crankshaft and
the at least one camshaft as well as in an offset manner relative
to the associated driven gear and the associated at least one
driving gear by means of an intermediate gear. Furthermore, a
control device is provided, with the aid of which the electric
motor can be triggered in such a way that additional torque and/or
an additional torque profile can be introduced into the
transmission and/or can be tapped from the transmission based on at
least one operational parameter and/or at least one operational
situation of the transmission. Also disclosed is a corresponding
method.
Inventors: |
Hirschmann; Volker;
(Johanneskirchen, DE) ; Schachtner; Bernhard;
(Johanneskirchen, DE) ; Fink; Thomas; (Dachau,
DE) ; Rasch; Reinhard; (Hechendorf, DE) ;
Hoffmann; Bernhard; (Starnberg, DE) ; Grundl;
Andreas; (Starnberg, DE) |
Correspondence
Address: |
LEYDIG VOIT & MAYER, LTD
TWO PRUDENTIAL PLAZA, SUITE 4900, 180 NORTH STETSON AVENUE
CHICAGO
IL
60601-6731
US
|
Assignee: |
IWIS MOTORSYSTEME GMBH & CO.
KG
Munich
DE
COMPACT DYNAMICS GMBH
Starnberg
DE
|
Family ID: |
37697595 |
Appl. No.: |
12/160399 |
Filed: |
December 14, 2006 |
PCT Filed: |
December 14, 2006 |
PCT NO: |
PCT/EP06/12079 |
371 Date: |
December 5, 2008 |
Current U.S.
Class: |
123/90.15 |
Current CPC
Class: |
B60L 50/16 20190201;
B60L 2270/145 20130101; Y02T 10/70 20130101; F01L 1/024 20130101;
Y02T 10/62 20130101; F01L 2820/032 20130101; Y02T 10/7072 20130101;
B60K 6/26 20130101; B60K 6/485 20130101; B60K 6/24 20130101; F01L
2810/04 20130101; B60K 6/40 20130101; F02N 11/04 20130101; F01L
1/02 20130101; F01L 2001/0478 20130101; F01L 1/022 20130101 |
Class at
Publication: |
123/90.15 |
International
Class: |
F01L 1/34 20060101
F01L001/34 |
Foreign Application Data
Date |
Code |
Application Number |
Jan 10, 2006 |
DE |
102006001258.5 |
Claims
1. A timing drive (5) for an internal combustion engine (1),
comprising a crankshaft (3), at least one camshaft (4), a driven
gear (7) that is connected to the crankshaft (3), at least one
driving gear (9) which drives the associated camshaft (4), and a
transmission that interconnects the driven gear (7) and the at
least one driving gear (9), characterised in that an electric motor
(14) is provided which engages with the transmission in an offset
manner relative to the crankshaft (3) and the at least one camshaft
(4) as well as in an offset manner relative to the associated
driven gear (9) and the associated at least one driving gear (7) by
means of an intermediate gear, and that a control device (17) is
provided, with the aid of which the electric motor (14) can be
triggered by the control device (17) in such a way that additional
torque and/or an additional torque profile can be introduced into
and/or tapped from the transmission based on at least one
operational parameter and/or at least one operational situation of
the transmission.
2. Timing drive (5) according to claim 1, characterised in that a
registering device and/or evaluation device is provided, by means
of which the at least one operational parameter and/or the at least
one operational situation of the transmission can be registered
and/or evaluated, wherein the vibration state of the transmission
is registered and/or evaluated as an operational parameter and/or
the vibration situation of the transmission is registered and/or
evaluated as an operational situation.
3. Timing drive (5) according to claim 1, characterised in that the
transmission comprises at least one timing chain (15, 16).
4. Timing drive (5) according to claim 1, characterised in that the
intermediate gear engages with at least one timing chain (15,
16).
5. Timing drive (5) according to claim 1, characterised in that an
intermediate shaft (12) is provided that is in an effective
connection with the crankshaft (3) by means of a first timing chain
(15) and with the at least one camshaft (4) by means of a second
timing chain (16), wherein the electric motor (14) engages directly
with the intermediate shaft (12).
6. Timing drive (5) according to claim 2, characterised in that the
intermediate shaft (12) is formed as a rotor shaft of the electric
motor (14) or is coaxially connected to it.
7. Timing drive (5) according to claim 1, characterised in that the
control device (17) is developed as a regulating device and the
electric motor (14) can be regulated by the regulating device in
such a way that additional torque and/or an additional torque
profile can be introduced into and/or tapped from the transmission
in a regulated manner by the electric motor (14).
8. Timing drive (5) according to claim 4, characterised in that the
regulating device is connected to a sensor device (21), by means of
which at least one signal that depends on the operational parameter
and/or the operational situation of the transmission can be
registered and passed on to the regulating device, wherein the
electric motor can be regulated by means of the regulating device
in such a way that additional torque and/or an additional torque
profile can be introduced into and/or tapped from the transmission
by means of the electric motor (14), depending on the operational
parameter and/or the operational situation.
9. Timing drive (5) according to claim 1, characterised in that the
electric motor (14) is formed as a starter motor for the internal
combustion engine (1).
10. Method for operating a timing drive (5) on an internal
combustion engine (1), in which an electric motor (14), in an
offset and separate manner relative to the crankshaft (3) and the
at least one camshaft (4), as well as in an offset manner relative
to the associated driven gear and the associated at least one
driving gear, is integrated into a transmission that interconnects
the driven gear and the at least one driving gear and can be
triggered by means of a control device (17) in such a way that
additional torque and/or an additional torque profile can be
introduced into and/or tapped from the transmission by means of the
electric motor (14), wherein the method comprises the following
steps: Registering of at least one operational parameter and/or
operational situation of the transmission, Triggering of the
electric motor (14) by means of the control device (17), in order
to introduce into and/or tap from the transmission (5) additional
torque and/or an additional torque profile, depending on the at
least one operational parameter and/or operational situation.
11. Method according to claim 10, characterised in that at least
one operational parameter that implies the vibrations that occur in
the transmission and/or that, as an operational situation, implies
the vibration situation of the transmission, is registered and/or
evaluated and in that the control device (17) triggers the electric
motor (14) in order to introduce into and/or tap from the
transmission additional torque and/or a torque profile, depending
on the at least one operational parameter and/or operational
situation for vibration absorption.
12. Method according to claim 10, characterised in that the
electric motor (14) starts the internal combustion engine (1) by
means of the timing drive (5).
13. Method according to claim 10, characterised in that the
electric motor (14) is operated in generator mode during
predetermined operational situations of the timing drive (5) and
gives off energy.
14. Method according to claim 13, characterised in that the
predetermined operational situation is an idling or braking
situation of the internal combustion engine (1), said situation
being transferred to the timing drive (5).
15. Method according to claim 10, characterised in that the
electric motor (14) effects torque support of the internal
combustion engine (1) during predetermined operational situations
by means of the timing drive (5).
16. Method according to claim 15, characterised in that the
predetermined operational situation is a turbo lag of the internal
combustion engine (1), said turbo lag being transferred to the
transmission of the timing drive (5).
17. Method according to claim 15, characterised in that the
predetermined operational situation is a stalling situation of the
internal combustion engine (1), said stalling situation being
transferred to the transmission of the timing drive (5).
18. Method according to claim 10, characterised in that the control
device (17) is developed as a regulating device in order to
introduce into and/or tap from the transmission, in a regulated
manner, additional torque and/or an additional torque profile
depending on the at least one operational parameter and/or
operational situation.
Description
[0001] The present invention relates to a timing drive for an
internal combustion engine, comprising a crankshaft, at least one
camshaft, a driven gear that is connected to the crankshaft, at
least one driving gear which drives the associated camshaft, and a
transmission that interconnects the driven gear and the at least
one driving gear.
[0002] Particularly in the last decade, numerous measures have been
taken in order to develop internal combustion engines in a manner
that is quieter with respect to their running characteristics.
Timing drives should also run smoothly and with as little noise as
possible. If flexible means of wrapping, such as chains and belts,
are used in timing drives, special tensioning devices and guidance
means are provided so that the timing drive can run as quietly as
possible. When timing chains are used, a tendency toward toothed
chains can also be seen, because these further contribute to
reducing noise. In the case of the transmission that interconnects
the driven gear of the crankshaft and the driving gear of the
crankshaft or the driving gears of the crankshafts, it can be a
belt transmission, a chain transmission or a gear transmission, or
a mixture of these design alternatives.
[0003] The object of the present invention is to open a timing
drive of the type mentioned at the beginning to newer development
possibilities and nevertheless improve the service life in normal
operation.
[0004] This object is solved according to the invention in that an
electric motor is provided which engages with the transmission in
an offset manner relative to the crankshaft and the at least one
camshaft as well as in an offset manner relative to the associated
driven gear and the associated at least one driving gear by means
of an intermediate gear, and in that a control device is provided,
with the aid of which the electric motor can be triggered in such a
way that additional torque and/or an additional torque profile can
be introduced into and/or tapped from the transmission based on at
least one operational parameter and/or at least one operational
situation of the transmission. Due to the arrangement and the
engaging of the intermediate gear, it can also be said that the
electric motor is integrated into the transmission. The
transmission is accordingly defined without crankshaft, driven gear
and camshaft(s) and driving gear or driving gears. This means that
the at least one operational parameter or the at least one
operational situation reflects the condition or situation of the
transmission. In contrast to this, measures that are intended to
balance out the rotational nonuniformity of the crankshaft are best
known. If these nonuniformities are also transmitted to the
transmission, the effects within the transmission are, however,
completely different than those on the crankshaft itself. If one
were to imagine a simplified picture of the timing drive with
crankshaft and at least one camshaft as a large mass (crankshaft),
small mass (crankshaft(s)) and the transmission as a spring that
interconnects these, it can easily be seen that the conditions in
the spring system are completely different than those involving the
two masses. Measures that affect the camshaft are likewise known.
Given as examples here are DE 442577 A1, DE 19532129 A1, DE
19939605 A1 and JP 2002-309961A. The known measures, however, leave
out the operational situation and operational states of the
transmission, and selective engaging in the transmission by means
of the electric motor, depending on these operational conditions,
is unknown until now. The additional electric motor consequently
directly influences the timing drive by engaging with the
transmission. By both introducing and tapping torque, the electric
motor changes the "transmission" vibration system, as a result of
which it selectively influences this dynamic system due to the
controlled engagement via the control device. Directly engaging in
the transmission appears disadvantageous at first glance, but this
takes place offset to the crankshaft and to the camshaft or
camshafts, so that the electric motor influences the crankshaft and
the camshaft or camshafts only indirectly via the transmission that
engages with them. A part of the transmission consequently lies as
a buffer element between the crankshaft and the camshaft or
camshafts.
[0005] Furthermore, a registering device and/or evaluation device
can be provided, by means of which the at least one operational
parameter and/or the at least one operational situation of the
transmission can be registered and/or evaluated, wherein the
vibration state of the transmission is registered and/or evaluated
as an operational parameter and/or the vibration situation of the
transmission is registered and/or evaluated as an operational
situation.
[0006] In this way, vibrations that arise in the transmission can
be reduced by an induced vibration directed against them, and the
formation of resonances can be prevented. For this purpose,
magnitudes can be directly registered or evaluated on the basis of
the known characteristics, e.g., by means of the engine
characteristics. The transmission's resonances that occur are known
ahead of time. This function furthermore allows optional downsizing
of the timing drive components.
[0007] The invention according to one variant has a particularly
advantageous effect in the case of transmissions with flexible
means of wrapping. In one variant, the transmission has at least
one timing chain for this purpose. Timing chains tend to vibrate
easily, which is why suitable measures that introduce and tap
torques bring good improvement here.
[0008] The intermediate gear can furthermore engage with the at
least one timing chain. The engine is consequently directly coupled
to the timing chain.
[0009] Timing chains in which the crankshaft sprocket is connected
directly to the cam wheel or cam wheels via a simplex or duplex
timing chain can be used. Other design variants provide for a first
timing chain to be connected to an intermediate shaft sprocket,
which has two ring gears. The second ring gear, which is not
engaged with the first timing chain, drives a second timing chain,
which is guided around the camshaft gear or the camshaft gears. In
such a development, it is also possible for various divisions of
the timing chains to be used. In addition, it is possible to create
a gear ratio that leads to more favourable conditions between the
crankshaft sprocket and the camshaft sprocket or camshaft
sprockets. The intermediate shaft can also be used to drive an
auxiliary unit.
[0010] According to one design variant, an intermediate shaft is
provided that is in an effective connection with the crankshaft by
means of a first timing chain and with the at least one camshaft by
means of a second timing chain, wherein the electric motor engages
directly with the intermediate shaft. The intermediate shaft could
furthermore also be drawn on to drive an ancillary component, e.g.,
a high-pressure pump. This variant also makes conversion possible
between the crankshaft sprocket and the camshaft sprocket or
camshaft sprockets. This allows the number of teeth in the
individual sprockets to be optimised. Due to the relatively short
chain lines up to the intermediate shaft sprocket, the electric
motor can also exercise a more favourable influence on the overall
characteristics of the timing chain drive by introducing and/or
tapping a torque.
[0011] At the same time, a rotor shaft of the electric motor can
preferably be formed as an intermediate shaft or be connected to it
coaxially, as a result of which there is a very compact arrangement
in the area of the intermediate shaft. The arrangement at the
intermediate shaft furthermore has the advantage that the electric
motor can be arranged offset and next to the actual engine block,
so that only the rotor shaft of the electric motor is led into the
timing chain shaft or chamber, which is filled with oil. The
electric motor can easily be sealed off from the oil that moistens
the timing chain drive because only the rotor butt that engages in
the oil chamber has to be sealed off. The entire stator of the
electric motor can be placed outside the oil chamber. The stator
can consequently extend alongside the engine block, as a result of
which the internal combustion engine does not have to be longer
than comparable internal combustion engines without an electric
motor.
[0012] The control device can furthermore be developed as a
regulating device and the electric motor can be regulated by the
regulating device in such a way that additional torque and/or an
additional torque profile can be introduced into the transmission
and/or tapped from the transmission in a regulated manner by means
of the electric motor. This should accordingly be a closed loop,
which requires that control variables be measured, so that the
additional torque and/or torque profile can be readjusted in the
framework of a closed loop. Depending on the time delay of the
closed loop, there consequently results an essentially direct
adjustment to the respective operating conditions.
[0013] In addition to this, it can be provided that the regulating
device is connected to a sensor device, by means of which at least
one signal that depends on an operational parameter and/or an
operational situation of the transmission can be registered and
passed on to the regulating device, wherein the electric motor can
be regulated by means of the regulating device in such a way that
additional torque and/or an additional torque profile can be
introduced into the transmission and/or tapped from the
transmission by means of the electric motor depending on the
operational parameter and/or the operational situation. Here it is
consequently possible to register one or more magnitudes that
influence the timing chain drive and allow this magnitude or these
magnitudes also to play a role in influencing the control for the
electric motor. The operational parameters are advantageously
determined during operation of the internal combustion engine and
are not standstill magnitudes.
[0014] In a further development, the electric motor is formed as a
starter motor for the internal combustion engine. Starting is
accordingly handled via the transmission. Due to the high level of
robustness of, e.g., a timing chain, this is easily possible and
consequently avoids additional design effort.
[0015] The invention furthermore relates to a method for operating
a timing drive on an internal combustion engine, whereby in said
method, an electric motor, in an offset and separate manner
relative to the crankshaft and at least one camshaft, as well as in
an offset manner relative to the associated driving gear and the
associated at least one driven gear, is integrated into a
transmission that interconnects the driving gear and the at least
one driven gear, and can be triggered by means of a control device
in such a way that additional torque and/or an additional torque
profile can be introduced into and/or tapped from the transmission
by means of the electric motor. The method comprises the following
steps:
Registering of at least one operational parameter and/or one
operational situation of the transmission; Triggering of the
electric motor by means of the control device, in order to
introduce into and/or tap from the transmission additional torque
and/or an additional torque profile, depending on the at least one
operational parameter and/or operational situation.
[0016] Such a method opens up diverse possibilities for improving a
timing drive. For example, vibrations that arise in the timing
drive can be reduced by directing induced vibrations against them
by means of the electric motor, and formation of resonances can be
prevented. Since vibrations play an important role in the design of
timing drive components, downsizing measures can also be carried
out that lead to a reduction in the cost of this series product. In
addition, reduced vibrations also allow an improvement in the cam
valve lift characteristics, as a result of which there are also
improvements outside the timing drive.
[0017] Furthermore, at least one operational parameter that implies
the vibrations that occur in the transmission and/or that, as an
operational situation, implies the vibration situation of the
transmission, can be registered and/or evaluated and the control
device can trigger the electric motor in order to introduce into
and/or tap from the transmission additional torque and/or a torque
profile, depending on the at least one operational parameter and/or
operational situation for vibration absorption. Such an operational
parameter accordingly directly or indirectly suggests the vibration
state of the timing drive. The advantages that result due to this
method variant are already explained above.
[0018] Furthermore, the electric motor can start the internal
combustion engine by means of the timing device. In this case,
torque is introduced into the timing drive. In contrast to most of
the starter motors used, this starter motor is always connected to
the internal combustion engine by means of the timing device (no
decoupling and coupling), as a result of which there is less wear
of the starter motor. Due to the other functions of the electric
motor, which may be varied, the fact that it also constantly runs
is not disadvantageous.
[0019] Furthermore, according to one variant, it is also possible
for the electric motor to be operated in generator mode during
predetermined operating situations of the timing drive and so to
give off energy. This energy can, for example, be fed into the
vehicle electrical system. If applicable, batteries and storage
elements can also be charged. Idle running situations or braking
situations of the internal combustion engine can be considered for
the operational situation. The total efficiency can also be
increased by better utilization of the motor and possibly also by
additional storage.
[0020] A further method variant provides for the electric motor to
bring about torque support for the internal combustion engine
during predetermined operational situations of the timing drive by
means of the timing drive. The torque support can also be so strong
that it can be called a boost function. In particular, this can
happen if the predetermined operational situation is a turbo lag of
the internal combustion engine, said turbo lag transferring the
transmission of the timing drive. The response characteristics of
the internal combustion engine can be improved in this way.
[0021] Such torque support can, however, also be brought about if
the predetermined operational situation is a stalling situation of
the internal combustion engine, said stalling situation being
transferred to the transmission of the timing drive. Particularly
when starting the motor vehicle from rest and/or braking the motor
vehicle, this achieves a meaningful advantage because the electric
motor engages in a supportive manner.
[0022] One method variant provides for the control device to be
developed as a regulating device in order to introduce into and/or
tap from the transmission, in a regulated manner, additional torque
and/or an additional torque profile depending on the at least one
operational parameter. The entire control of the electric motor
consequently takes place within a closed loop, so that constant
polling and readjustment take place for adapting to the operational
situation or to the constantly changing operational situations.
[0023] For the sake of completeness, it is also mentioned here that
an essentially synchronous drive (running) of the individual
components takes place in the timing drive.
[0024] Furthermore, the electric motor (electric machine) could be
connected via a switchable transmission. In this way, it would be
possible to operate the electric machine at rotational speeds that
differ from that of the timing drive. One example that is mentioned
here is a cold start at very low temperatures.
[0025] In the following, the present invention is explained in more
detail using a drawing. The drawing shows:
[0026] A schematic perspective depiction of an internal combustion
engine with timing chain drive.
[0027] The invention is naturally not restricted to the use of a
timing chain drive; rather, a belt or gear transmission, as well as
mixed forms of all transmissions, including chain drives, can also
be used as the transmission.
[0028] The internal combustion engine 1 shown in the FIGURE has an
engine block 2, in which a crankshaft 3 is indicated in dashed
lines in the lower area and a camshaft 4 is indicated in dashed
lines in the upper area. The front side of the internal combustion
engine 1 is shown open, so that the view on to the timing chain
drive 5 is free. The timing chain drive 5 is either arranged in a
shaft on the engine block 2 or is sealed by a cover (not shown). A
shaft butt 6 of the crankshaft 3 is led out of the engine block 2
at the front and a crankshaft sprocket 7 is arranged on this in
such a manner that it does not twist. A shaft butt 8 of the
camshaft 4 is likewise led out of the engine block 2 at the front
and a camshaft sprocket 9 is arranged on this in such a manner that
it does not twist.
[0029] The engine block 2 furthermore has a projecting wall section
10, through which a shaft butt 11 of an intermediate shaft 12 is
stuck and on which an intermediate shaft sprocket 13 is arranged in
such a manner that it does not twist. The intermediate shaft
sprocket 13 has a first ring gear area 13.1 and a second ring gear
area 13.2. The intermediate shaft 12 is identical to a rotor shaft
of an electric motor 14 that is flange-mounted on the wall section
10. The electric motor 14 is arranged next to and to the side of
the engine block.
[0030] The first and second ring gears 13.1 and 13.2 of the
intermediate shaft sprocket 13 are arranged so that they do not
twist with respect to one another, whereby the first ring gear 13.1
is connected to the crankshaft sprocket by means of a first timing
chain 15 and the second ring gear 13.2 is connected to the camshaft
sprocket 9 by means of a second timing chain 16. Due to the use of
an intermediate shaft 12 and the intermediate shaft sprocket 13
with a first and second ring gear 13.1 and 13.2, a gear ratio can
be achieved that leads to a more favourable sprocket size of all
sprockets. In addition, the division of the first timing chain 15
used and the division of the second timing chain 16 differ, as a
result of which it is possible to reduce vibrations. Both sleeve
roller chains and toothed chains can be used as timing chains.
[0031] The wall section 10 is developed as a constituent of a shaft
of the timing chain drive 5 or likewise covered by a front cover,
so that a closed, oil-lubricated area results for the timing chain
drive 5.
[0032] The electric motor 12 is connected to a control and
regulation device 17 by means of the conductors 18.1-18.3. The
power supply can also be effected over these. The control and
regulation device 17 is mounted on a further wall section 19 on the
engine block 2 and connected to the motor vehicle electronics
system by means of the conductors 20.1 and 20.2. Furthermore, a
sensor 21 is arranged in the area of the timing chain drive 5, said
sensor 21 being connected to the control and regulation device 17
via the conductor 22. The sensor 21 is arranged in such a way that
it measures the vibration of the first timing chain 15 as an
operational parameter. Further sensors for registering the very
wide range of operational parameters (including rotational speed,
engine characteristics, etc.) can be provided and their data and
signals can be forwarded to the control and regulation device 17.
The control and regulation device 17 is then able to trigger, or
trigger in a regulated manner, the electric motor 14 depending on
the operational parameters or the operational situation.
[0033] In the following, the theory of operation and the
functioning of the embodiment described above are explained in more
detail.
[0034] The electric motor 14 is integrated into the timing chain
drive 5 by means of the intermediate shaft sprocket 13 in such a
way that it can introduce into or tap from the timing chain drive 5
torque and/or a torque profile in a controlled or regulated manner.
This introduction or tapping of torque can be used for various
functions. For example, the vibrations that arise in the timing
chain drive can be reduced by directing induced vibrations against
them, and formation of resonances can be prevented. In the depicted
embodiment, the sensor 21 absorbs the induced vibrations of the
first timing chain 15 for this purpose and reports this to the
control and regulation device 17. As soon as the vibrations
increase, torque is intentionally introduced into or tapped from
the timing chain drive 5 by means of the electric motor 14, so that
the vibrations are reduced again. This function optionally allows
downsizing of timing drive components, as well as improvement of
the cam valve lift characteristics. The data for this regulation
can also be provided via the electric motor 14 and via the motor
control device, or other already existing sensors, engine
characteristics or control devices.
[0035] According to a further variant, the electric motor 14 can be
equipped as a starter motor and can start the internal combustion
engine 1. Since the electric motor 14 takes over other jobs, as
well, its constant engagement in the timing chain drive 5 via the
intermediate sprocket 13 is not disadvantageous.
[0036] Furthermore, the electric motor 14 can run in generator
mode, so that energy can be fed into the vehicle electrical system
or batteries and storage elements can be charged. Such an
operational situation can particularly occur during idling or in
the event of engine braking of the internal combustion engine
1.
[0037] A boost function by means of torque support is also
possible. In such a boost function, the electric motor 14
introduces increased torque into the timing chain drive 4 via a
certain rotational speed range, e.g., in order to compensate for a
turbo lag. Similar introduction of torque can also take place in
the framework of stall protection. All of the functions described
above can only be carried out if the electric motor 14 can be
triggered or regulated by means of corresponding registering of
operational parameters or operational situations of the internal
combustion engine 1.
[0038] For the sake of completeness, it is mentioned here that the
intermediate shaft 12 can also be used for driving ancillary
components, e.g., a high pressure pump.
[0039] In the case of this invention, priority is given to
reduction of vibrations in the timing chain drive 5. At the same
time, however, it is also possible to realise a number of other
functions as a result of this arrangement of the electric motor 14.
The connection of the electric motor 14 should be carried out in
such a way that it is arranged with its stator in an area that is
free of oil, while the shaft butt 11 of the intermediate shaft 12
engages in the oil chamber of the timing chain drive 5. The
electric motor 14 can also be operated in surroundings containing
oil. In this connection, the oil can also be used as a cooling
medium.
[0040] It is also possible to use timing chain drives with two
camshafts or timing chain drives without an intermediate shaft with
a plurality of intermediate shafts.
[0041] The operating point of the motor and the resulting
regulation strategy can possibly also be selected from the
electronic control unit, e.g., by means of a LAN-BUS.
* * * * *