1. A system, comprising:
a chassis;
an electronic component disposed in the chassis; and
a heat sink disposed on the electronic component, wherein the heat sink comprises a plurality of convective heat transfer members extending outwardly from a conductive heat transfer member, wherein the conductive heat transfer member has lateral extension portions extending outwardly from a core in an air flow direction toward outer extremities of the plurality of convective heat transfer members, and the lateral extension portions have a geometry that varies along the air flow direction, wherein the heat sink comprises an air flow path in the air flow direction into the heat sink at a first side, completely through the heat sink, and out of the heat sink at a second side opposite from the first side.
2. The system of claim 1, wherein the lateral extension portions progressively spread toward the outer extremities as the conductive heat transfer member extends further from the electronic component.
3. The system of claim 1, wherein the chassis comprises a computer.
4. The system of claim 1, wherein the electronic component comprises a processor.
5. The system of claim 1, comprising a fan disposed adjacent the heat sink to move air through the plurality of convective heat transfer members in the air flow direction across the electronic component.
6. The system of claim 1, wherein the plurality of convective heat transfer members are aligned parallel with the air flow direction that is parallel to the electronic component.
7. A system, comprising:
a chassis;
an electronic component disposed in the chassis; and
a heat sink comprising a mounting base disposed on the electronic component, wherein the heat sink comprises:
a conductive heat transfer member that extends in a first direction perpendicular to the mounting base, wherein the conductive heat transfer member is elongated in a second direction parallel to the mounting base, and the conductive heat transfer member becomes increasingly elongated in the second direction the farther the conductive heat transfer member extends in the first direction from the mounting base; and
a plurality of convective heat transfer members extending outwardly from the conductive heat transfer member.
8. The system of claim 7, wherein the convective heat transfer members comprise fins positioned one over another in spaced relation above the mounting base.
9. The system of claim 7, wherein the convective heat transfer members do not force an airflow to turn between perpendicular and parallel directions relative to the mounting base.
10. A system, comprising:
a chassis;
an electronic component disposed in the chassis; and
a heat sink comprising a mounting base disposed on the electronic component, wherein the heat sink comprises:
a conductive heat transfer member that extends in a first direction transverse to the mounting base; and
a plurality of fins extending outwardly from the conductive heat transfer member in a second direction parallel to the mounting base, wherein the conductive heat transfer member comprises a lateral extension portion having a curved geometry extending in the second direction in contact with the fins, and the curved geometry becomes increasingly narrow in the second direction toward outer extremities of the plurality of fins.
11. The system of claim 10, wherein the fins are positioned one over another in spaced relation above the mounting base, and the fins do not force an airflow to turn between perpendicular and parallel directions relative to the mounting base.
12. The system of claim 10, wherein the curved geometry becomes increasingly elongated in the second direction the farther the curved geometry extends in the first direction from the mounting base.
13. A system, comprising:
a chassis;
an electronic component disposed in the chassis; and
a heat sink comprising a mounting base disposed on the electronic component, wherein the heat sink comprises:
a conductive heat transfer member that extends in a first direction transverse to the mounting base; and
a plurality of convective heat transfer members extending outwardly from the conductive heat transfer member in a second direction parallel to the mounting base, wherein the conductive heat transfer member comprises a curved geometry that varies in thickness in the second direction in contact with the plurality of convective heat transfer members, and the heat sink comprises an air flow path into a first side of the heat sink, completely through the heat sink, and out of an opposite second side of the heat sink.
14. The system of claim 13, wherein the convective heat transfer members comprise fins positioned one over another in spaced relation above the mounting base, and the curved geometry becomes increasingly elongated in the second direction the farther the curved geometry extends in the first direction from the mounting base.
The claims below are in addition to those above.
All refrences to claim(s) which appear below refer to the numbering after this setence.
1. A motor vehicle comprising:
an internal combustion engine;
at least two auxiliary units;
an electric machine connected to a power source;
a dual clutch device configured to couple the at least two auxiliary units to the electric machine, the dual clutch device comprising a first clutch, a second clutch, a first half-shaft coupled to the first clutch, and a second half-shaft coupled to the second clutch, wherein the first half-shaft and the second half-shaft are arranged coaxially about a rotor shaft; and
a control device configured to actuate the dual clutch device to couple one, all or none of the at least two auxiliary units to the electric machine based on preselected priorities.
2. The motor vehicle as claimed in claim 1, wherein power of the electric machine is dimensionable to correspond to a total of a maximum value of a power requirement of one of the at least two auxiliary units and a permanent load of the other of the at least two auxiliary units.
3. The motor vehicle as claimed in claim 1, wherein the control device comprises a priority circuit configured to prevent the at least two auxiliary units from being coupled simultaneously to the electric machine by the dual clutch device.
4. The motor vehicle as claimed in claim 3, wherein the priority circuit is configured to cause an auxiliary unit of the at least two auxiliary units that is in a least expedient state of a starting phase of the internal combustion engine to first be coupled to the electric motor by the dual clutch device.
5. The motor vehicle as claimed in claim 3, wherein the priority circuit is configured to cause an auxiliary unit of the at least two auxiliary units that, in a current operating state for fault-free operation, has a highest priority of use to first be coupled to the electric machine by the dual clutch device.
6. The motor vehicle as claimed in claim 1, wherein the at least two auxiliary units include at least one of an air compressor, an air-conditioning compressor, a hydraulic pump, a water pump, a fan, a motor oil pump and a transmission oil pump.
7. A motor vehicle comprising:
an internal combustion engine;
at least two auxiliary units;
an electric machine connected to a power source;
a dual clutch device configured to couple the at least two auxiliary units to the electric machine; and
a control device configured to actuate the dual clutch device to couple one, all or none of the at least two auxiliary units to the electric machine based on preselected priorities, wherein the electric machine is a pancake motor having a stator and a rotor disk, and wherein a first clutch of the dual clutch device is arranged on a first side of the rotor disk and a second clutch of the dual clutch device is arranged on a second side of the rotor disk.
8. The motor vehicle as claimed in claim 7, wherein the first and second half-shafts are drive-connected to the at least two auxiliary units by drive connections, and wherein the first and second clutches each includes a pressure plate and a clutch disk, the clutch disk of the first clutch being fastened on the first half-shaft, and the clutch disk of the second clutch being fastened on the second half-shaft.
9. The motor vehicle as claimed in claim 8, wherein the first and second half-shafts are axially spaced apart from one another, and further comprising a rotor shaft arranged coaxially within the first and second half-shafts.
10. The motor vehicle as claimed in claim 9, wherein the rotor disk is connected to the rotor shaft and is arranged axially between the first and second half-shafts.
11. The motor vehicle as claimed in claim 9, wherein the rotor shaft is coupleable to one of (i) the internal combustion engine via a first shiftable clutch and (ii) a transmission output arranged downstream of the internal combustion engine via a second shiftable clutch.
12. A motor vehicle comprising:
an internal combustion engine;
at least two auxiliary units;
an electric machine connected to a power source;
a dual clutch device configured to couple the at least two auxiliary units to the electric machine; and
a control device configured to actuate the dual clutch device to couple one, all or none of the at least two auxiliary units to the electric machine based on preselected priorities, wherein the first and second clutches are arranged radially on top of one another, wherein the first clutch is a radially inner clutch being connectable on an output side to the first half-shaft, and wherein the second clutch is a radially outer clutch being connectable on the output side to the second half-shaft.
13. The motor vehicle as claimed in claim 12, wherein:
the first half-shaft is a central shaft;
the second half-shaft is a hollow shaft configured to concentrically receive the central shaft; and
the at least two auxiliary units are arranged on only one side of the electric machine.