WO2009113104A2 - Système de transmission hybride automatique - Google Patents

Système de transmission hybride automatique Download PDF

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Publication number
WO2009113104A2
WO2009113104A2 PCT/IN2009/000122 IN2009000122W WO2009113104A2 WO 2009113104 A2 WO2009113104 A2 WO 2009113104A2 IN 2009000122 W IN2009000122 W IN 2009000122W WO 2009113104 A2 WO2009113104 A2 WO 2009113104A2
Authority
WO
WIPO (PCT)
Prior art keywords
rotating member
clutch
output shaft
fstm
cvtm
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/IN2009/000122
Other languages
English (en)
Other versions
WO2009113104A3 (fr
Inventor
Subramoniam Chithambaram
Sambathkumar Ramdoss
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
TVS Motor Co Ltd
Original Assignee
TVS Motor Co Ltd
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 TVS Motor Co Ltd filed Critical TVS Motor Co Ltd
Priority to BRPI0907527-5A priority Critical patent/BRPI0907527A2/pt
Publication of WO2009113104A2 publication Critical patent/WO2009113104A2/fr
Publication of WO2009113104A3 publication Critical patent/WO2009113104A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuously variable friction gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
    • F16H61/66231—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling shifting exclusively as a function of speed
    • F16H61/66245—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling shifting exclusively as a function of speed using purely mechanical sensing or control means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H9/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
    • F16H9/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
    • F16H9/04—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
    • F16H9/12—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members
    • F16H9/16—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts
    • F16H9/18—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts only one flange of each pulley being adjustable

Definitions

  • the subject matter described herein in general relates to an automatic hybrid transmission system, and in particular relates to an automatic hybrid transmission system having a continuously variable transmission mechanism and a fixed speed transmission mechanism.
  • Transmission systems are required to transmit power from one rotating member to another rotating member of an equipment, machine or vehicle through various transmission components including, for example, shafts, gears, pulleys, etc.
  • a typical transmission system provides adequate torque needed to rotate rotating members of a machine under a variety of load conditions.
  • the overall performance of the machine is dependent on the transmission mechanism employed.
  • CVTM continuously variable transmission mechanism
  • FSTM fixed speed transmission mechanism
  • the CVTM provides a range of continuously varying transmission ratios.
  • the CVTM in general, employs a driver pulley, a driven pulley, and a belt.
  • the belt operationally connects the driver and driven pulleys.
  • the varied range of transmission ratios can be achieved through varying the diameters of driver and driven disk/pulley engagements. While doing so, the belt has to be adjusted to accommodate the change in diameters.
  • frequent belt slips take place, which results in transmission losses and reduced efficiency.
  • the phenomenon of belt slip is more predominant at low speeds and when there is a frequent change in the acceleration of the rotating members.
  • the FSTM can provide one or more fixed transmission ratios by employing one or more transmission drivers such as gear drive, belt pulley drive, chain sprocket drive, etc.
  • the number of transmission ratios that can be achieved in the FSTM is limited, hence, power transmission is not smooth.
  • the FSTM as compared to the CVTM, provides a better initial acceleration for rotating members. Even more, the FSTM provides a suitable transmission ratio at low speeds. However, at high speeds and constant speed conditions, the FSTM does not provide the desired transmission ratios for achieving maximum speed and smooth operation.
  • AHT automatic hybrid transmission
  • FSTM fixed speed transmission mechanism
  • CVTM continuously variable transmission mechanism
  • the AHT system includes, in addition to the FSTM and the CVTM, a clutch mechanism.
  • the clutch mechanism transmits power from an input shaft to an output shaft by automatically selecting either the FSTM or the CVTM.
  • the input shaft is operationally connected to a prime mover, such as an IC engine, whereas the output shaft is operationally coupled to the wheel of a vehicle, equipment, or a machine.
  • the clutch mechanism includes a first clutch, a second clutch, and a one-way clutch.
  • the first clutch operationally engages the FSTM to the output shaft at a first preset rpm (revolution per minute) range of the prime mover.
  • the second clutch operationally engages CVTM to the output shaft at a second preset rpm value of the prime mover.
  • the first preset rpm value is a relatively lower rpm of the input shaft whereas the second preset rpm value is a relatively higher rpm of the input shaft.
  • the AHT system advantageously provides for utilizing the FSTM at a low rpm range and the CVTM at a high rpm range.
  • the one-way clutch is disposed between the second rotating member and the output shaft for operationally disengaging the FSTM from the output shaft at the instance when the CVTM is engaged.
  • the first clutch and the second clutch are centrifugal clutches, which engage or disengage based on preset rpm values. Moreover a pulley roller mechanism based on the rpm of the input shaft governs the speed ratio of the CVTM.
  • the centrifugal clutches along with the CVTM renders the operation of the AHT transmission system automatic, requiring no operator's intervention.
  • the aforesaid AHT system transmits power through the FSTM at relatively low speeds and through the CVTM at relatively high speeds.
  • the AHT system provides a hybrid transmission system incorporating advantages of both.
  • the AHT system can be used in various applications such as automobiles, machine tools, etc.
  • the AHT system is employed in a vehicle, such as, for example, a two- wheeler.
  • Fig.l illustrates a side view of an exemplary two-wheeled vehicle having an automatic hybrid transmission (AHT) system in accordance with an embodiment of the present subject matter.
  • Fig.2A shows a front view of the AHT system of Fig.l.
  • Fig.2B shows a top sectional view of the AHT system, as shown in Fig.2A.
  • AHT automatic hybrid transmission
  • FSTM fixed speed transmission mechanism
  • CVTM continuously variable transmission mechanism
  • the AHT system is employed in a two-wheeled vehicle, for example, a motorcycle, scooter, step-through vehicle, all terrain bikes, etc.
  • the AHT system described herein, for the purpose of illustration, has been explained in the context of a two-wheeler.
  • the AHT system can also be employed in three-wheelers, four-wheeled vehicles and hybrid vehicles, and so on.
  • the automatic hybrid transmission system can be employed in various other equipment and machines, such as, snowmovers, machine tools, conveyors, etc..
  • the AHT system is deployed in a two-wheeled vehicle to transmit power from an input shaft to an output shaft of the vehicle.
  • the AHT system includes an FSTM, a CVTM and a clutch mechanism.
  • the input shaft is operationally connected to a prime mover, for example, an electric motor or an internal combustion engine.
  • the output shaft selectively transmits output power in response to input power provided by the input shaft.
  • the output shaft is operationally connected to a rear wheel of the two-wheeled vehicle.
  • the FSTM provides fixed speed ratios whereas the CVTM provides a range of continuously varying speed ratios.
  • the FSTM includes a first rotating member mounted on the input shaft, a second rotating member mounted on the output shaft, and a first transmission member, which operationally interconnects the first rotating member and the second rotating member.
  • the FSTM may be a chain sprocket drive, gear drive, or a belt pulley drive.
  • the CVTM includes a third rotating member mounted on the input shaft, a fourth rotating member mounted on the output shaft, and a second transmission member, which operationally interconnects the third rotating member and the fourth rotating member.
  • the CVTM may be a V-belt pulley drive.
  • the clutch mechanism selectively engages and disengages the FSTM and the CVTM to transmit power from the input shaft to the output shaft
  • the clutch mechanism includes a first clutch, a second clutch, and a one- way clutch.
  • the first clutch operationally engages the FSTM to the output shaft, thereby transmitting the input power to the output shaft during a first preset range of rpm of the prime mover.
  • the second clutch operationally engages the CVTM to the output shaft, thereby transmitting the input power to the output shaft during a second preset range of rpm of the prime mover
  • the one-way clutch disposed between the second rotating member and the output shaft operationally disengages the FSTM from the output shaft, at the instance at which the second clutch engages the CVTM to the output shaft.
  • the first preset range of rpm usually occurs when the vehicle is running at a relatively low speed and when the frequency of the speed variation is high, for example, while riding in city traffic conditions.
  • the first clutch is engaged, thus transmitting the power through the FSTM.
  • the rpm of the prime mover exceeds the first preset range of rpm, the vehicle operates at the second preset range of rpm.
  • the second preset range of rpm occurs under a condition where the vehicle is moving at a relatively high speed and frequency of speed variation is less, for example, highway driving conditions. While the vehicle operates at the second preset range of rpm, the second clutch is engaged; thereby power is transmitted through the CVTM. Also, the one-way clutch operationally disengages the FSTM from the AHT system. This ensures that at a given instance, only one transmission mechanism is operationally engaged to the output shaft within the AHT system.
  • Fig.l illustrates a side view of an exemplary two-wheeled vehicle 100 having an automatic hybrid transmission (AHT) system (shown in the Fig. 2) in accordance with an embodiment of the present subject matter.
  • AHT automatic hybrid transmission
  • the embodiments disclosed herein are described in the context of a step-through two-wheeler. However, the embodiments and the subject matter herein can also be applied to other vehicles, such as step-over two- wheelers, all terrain vehicles, and other vehicles with more than two wheels.
  • the terms “front”, “rear”, “left”, “right”, “up”, and “down”, correspond to the position assumed by a rider of the vehicle with respect to the direction in which he is facing.
  • the two-wheeled vehicle 100 includes a frame 105 for supporting a handlebar 110 disposed towards a front end thereof.
  • the frame 105 is rested on a chassis, which is further supported on a front wheel 115 and a rear wheel 120 at two distant ends of the vehicle 100.
  • a prime mover 125, along with a transmission case 130, is mounted on the chassis.
  • the prime mover 125 can be a motor, an internal combustion (IC) engine, or both.
  • the prime mover 125 for example, an IC engine 125, generates power for driving the two- wheeled vehicle 100.
  • the AHT system selectively transmits power from the IC engine 125 to a traction member of the two-wheeled vehicle 100.
  • the traction member herein includes the rear wheel 120.
  • the AHT system is enclosed by the transmission case 130.
  • Fig.2A shows a front view of an exemplary AHT system 200 for a two-wheeled vehicle such as the two-wheeled vehicle 100.
  • Fig.2B shows a top sectional view of the exemplary AHT system 200 of Fig.2A, along a sectional line A-A'.
  • the AHT system 200 includes an input shaft 205, an output shaft 210, an FSTM 215, a CVTM 220, and a clutch mechanism.
  • the clutch mechanism further includes a first clutch 225, a second clutch 230, and a one-way clutch 235.
  • the AHT system 200 is enclosed in the transmission case 130 and selectively transfers power from the IC engine 125 to the rear wheel 120.
  • the FSTM 215 includes a first rotating member 240 mounted on the input shaft
  • the FSTM 215 is a chain sprocket drive wherein the first rotating member 240, the second rotating member 245, and the first transmission member 250 are respectively a driver sprocket, a driven sprocket, and a chain.
  • the FSTM 215 can be a belt drive wherein the first rotating member 240, the second rotating member 245, and the first transmission member 250 are respectively a driving pulley, a driven pulley, and a belt.
  • the CVTM 220 includes a third rotating member 255 mounted on the input shaft
  • a fourth rotating member 260 mounted on the output shaft 210, and a second transmission member 265,which operationally interconnects the third rotating member 255 and the fourth rotating member 260.
  • the CVTM 220 is a V-belt drive wherein the third rotating member 255, the fourth rotating member 260, and the second transmission member 265 are respectively a driver pulley, a driven pulley, and a V-belt.
  • the third rotating member 255 and fourth rotating member 260 are interchangeably referred to as the driver pulley 255 and driven pulley 260 respectively, hereinafter.
  • Each of the driver pulley 255 and driven pulley 260 has two coaxial conical parts facing such that the face with a smaller diameter of each part faces each other. The two conical parts are mounted in such a way that one is fixed while the other is movable axially.
  • the second transmission member 265 interchangeably is referred to as the V-belt .265 hereinafter.
  • the driver pulley 255 and the driven pulley 260 provide a variable engagement diameter to the V-belt 265 by varying the distance between the two conical parts.
  • the distance can be controlled or varied by a pulley roller mechanism, including a roller 270 that is operationally connected to the driver pulley 255, based on the rpm value of the input shaft 205.
  • the first clutch 225 is mounted on the input shaft 205 and is operationally coupled to the first rotating member 240.
  • the second clutch 230 is mounted on the output shaft 210 and is operationally coupled to the fourth rotating member 260.
  • the one-way clutch 235 is mounted on the output shaft 210 and is operationally coupled to the second rotating member 235
  • first clutch 225 and the second clutch 230 are centrifugal clutches. Either of the first clutch 225, interchangeably referred to as first centrifugal clutch 225 hereinafter, and the second clutch 230, interchangeably referred to as second centrifugal clutch 225 hereinafter, engage whenever the rpm value of the IC engine 125 exceeds preset values.
  • the input shaft 205 is operationally connected to the IC engine 125, whereas the output shaft 210 is operationally connected to the rear wheel 120.
  • the output shaft 210 is connected to the rear wheel 120 through secondary a gear box.
  • the output shaft 210 is directly connected to the rear wheel 120.
  • the IC engine 125 has a number of ranges of rpm identified through different preset rpm values, wherein the first preset, rpm range is always lower than the second preset rpm range.
  • the power transmission to the rear wheel 120 operationally takes place through the FSTM 215. While during the second preset range of rpm, preferably during highway riding conditions, the power transmission to the rear wheel 120 operationally takes place through the CVTM 220.
  • the input shaft 205 drives the shoes of the first clutch 225.
  • throttle is increased to move the vehicle 100 and when rpm of the IC engine 125 exceeds the lower limit of first preset rpm range, which is above the idling speed, the shoes of the first clutch 225 are engaged.
  • This drives the first rotating member 240, which is coupled to the first clutch 225.
  • the rotational movement of the first rotating member 240 is transmitted to the second rotating member 245 by means of the first transmission member 250.
  • the rotational movement of the second rotating member 245 is transmitted to the output shaft 210 via the one-way clutch 235.
  • Torque transmitted to the output shaft 210 is thereby transferred to the rear wheel 120, which consequently provides traction force for driving the two-wheeled vehicle 100.
  • the third rotating member 255 also rotates with the input shaft 205.
  • the rotational movement of the third rotating member 255 is operationally transferred to the fourth rotating member 260 by means of the second transmission member 265.
  • the rotational movement of the fourth rotating member 260 is transferred to the shoes of the second clutch 230.
  • the shoes of the second clutch 230 remain disengaged and the second clutch 230 freely rotates along with the fourth rotating member 260, about the output shaft 210.
  • torque is not transferred by the CVTM 220 to the output shaft 210.
  • the rpm of IC engine 125 when the rpm of IC engine 125 is further increased, the rpm reaches the lower limit of the second preset rpm range, which is equal to the higher limit of the first preset rpm range. At this moment, the shoes of the second clutch 230 get engaged, thereby transferring torque from the CVTM 220 to the output shaft 210.
  • the one-way clutch 235 disengages, operationally disengaging the second rotating member 235 from the output shaft 210.
  • the one way clutch 235 and second clutch 230 are coupled in such a way that when second clutch 230 engages the one way clutch 235 disengages As a result, the FSTM 215 is operationally disengaged from the output shaft 210. This ensures that at a given instance, only one transmission mechanism is in operation.
  • the FSTM 215. power is operationally transferred by means of the FSTM 215.
  • the employment of the FSTM 215 during the first range of rpm ensures availability of high torque at low speeds with high transmission efficiency.
  • power is operationally transferred by means of the CVTM 220.
  • the employment of the CVTM 220 during the second range of rpm ensures that better acceleration and maximum speed is achieved, and that too, without compromising on transmission efficiency.
  • the hybrid transmission system 135 provides higher transmission efficiency both for city and highway riding conditions and at various speeds and acceleration levels.
  • the first centrifugal clutch 225 and the second centrifugal clutch 230 engage or disengage based on the preset rpm values of the prime mover 125.
  • the pulley roller mechanism based on the rpm value of prime mover 125, governs the speed ratio of the CVTM 220.
  • the transmission ratio of the AHT 200 varies automatically during the entire speed range of the vehicle 100.
  • the centrifugal clutches along with the CVTM 220 which is governed by pulley roller mechanism, renders the operation of the AHT system 200 automatic, requiring no intervention from a rider of the vehicle 100.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)
  • Transmissions By Endless Flexible Members (AREA)
  • Control Of Transmission Device (AREA)
  • Transmission Devices (AREA)

Abstract

La présente invention porte sur un système de transmission hybride automatique (AHT) (200). Le système AHT comprend un mécanisme de transmission à vitesse fixe (FSTM) (215); un mécanisme de transmission à variation continue (CVTM) (220); et un mécanisme d'embrayage. Le mécanisme d'embrayage comprend, en outre, un premier embrayage (225), un second embrayage (230) et un embrayage unidirectionnel (235). Le premier embrayage (225) engage de façon fonctionnelle le FSTM (215) à un arbre de sortie (210) à une première valeur de vitesse de rotation prédéfinie d'un organe d'entraînement (125). Par ailleurs, le second embrayage (230) engage de façon fonctionnelle le CVTM (220) à l'arbre de sortie (210) à une seconde valeur de vitesse de rotation prédéfinie de l'organe d'entraînement (125). Lorsque le CVTM (220) est engagé, un embrayage unidirectionnel (235) désengage le FSTM (215) de l'arbre de sortie (210).
PCT/IN2009/000122 2008-02-22 2009-02-24 Système de transmission hybride automatique Ceased WO2009113104A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
BRPI0907527-5A BRPI0907527A2 (pt) 2008-02-22 2009-02-24 Sistema de transmissão híbrida automática

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IN451CH2008 2008-02-22
IN451/CHE/2008 2008-02-22

Publications (2)

Publication Number Publication Date
WO2009113104A2 true WO2009113104A2 (fr) 2009-09-17
WO2009113104A3 WO2009113104A3 (fr) 2009-11-05

Family

ID=41003650

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IN2009/000122 Ceased WO2009113104A2 (fr) 2008-02-22 2009-02-24 Système de transmission hybride automatique

Country Status (2)

Country Link
BR (1) BRPI0907527A2 (fr)
WO (1) WO2009113104A2 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2325524A3 (fr) * 2009-11-24 2011-07-20 Tai-Her Yang Dispositif de transmission variable en continu avec groupe de roues dentées bas parallèle
WO2012125257A3 (fr) * 2011-02-23 2014-03-06 Deere & Company Procédé et système permettant de contrôler un moteur électrique avec une fréquence de commutation variable à des vitesses de fonctionnement variables
WO2017186222A1 (fr) * 2016-04-27 2017-11-02 Schaeffler Technologies AG & Co. KG Transmission à variation continue
WO2018234985A1 (fr) * 2017-06-20 2018-12-27 Tvs Motor Company Limited Système d'entraînement pour véhicule à deux roues

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3926020A (en) * 1974-01-09 1975-12-16 Philip Dantowitz Vehicle automatic transmission bicycle with alternate fixed ratio or variable ratio speed sensitive power paths
IT1159899B (it) * 1978-07-13 1987-03-04 Fiat Spa Gruppo di trasmissione per veicoli a motore
JPS5622045Y2 (fr) * 1978-08-10 1981-05-25
US4531928A (en) * 1981-12-23 1985-07-30 Honda Giken Kogyo Kabushiki Kaisha Belt transmission having air cooling function
JPH0680340B2 (ja) * 1984-10-15 1994-10-12 スズキ株式会社 Ｖベルト式自動変速機
JP2004144138A (ja) * 2002-10-22 2004-05-20 Honda Motor Co Ltd 車両用変速機

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2325524A3 (fr) * 2009-11-24 2011-07-20 Tai-Her Yang Dispositif de transmission variable en continu avec groupe de roues dentées bas parallèle
WO2012125257A3 (fr) * 2011-02-23 2014-03-06 Deere & Company Procédé et système permettant de contrôler un moteur électrique avec une fréquence de commutation variable à des vitesses de fonctionnement variables
WO2017186222A1 (fr) * 2016-04-27 2017-11-02 Schaeffler Technologies AG & Co. KG Transmission à variation continue
WO2018234985A1 (fr) * 2017-06-20 2018-12-27 Tvs Motor Company Limited Système d'entraînement pour véhicule à deux roues

Also Published As

Publication number Publication date
WO2009113104A3 (fr) 2009-11-05
BRPI0907527A2 (pt) 2015-07-28

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