WO2014140096A1 - Chaîne cinématique pour un véhicule hybride - Google Patents

Chaîne cinématique pour un véhicule hybride Download PDF

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Publication number
WO2014140096A1
WO2014140096A1 PCT/EP2014/054833 EP2014054833W WO2014140096A1 WO 2014140096 A1 WO2014140096 A1 WO 2014140096A1 EP 2014054833 W EP2014054833 W EP 2014054833W WO 2014140096 A1 WO2014140096 A1 WO 2014140096A1
Authority
WO
WIPO (PCT)
Prior art keywords
shaft
transmission
train
power
connection
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/EP2014/054833
Other languages
German (de)
English (en)
Inventor
Dieter Grillenberger
Stefan LICHTENEGGER
Achim REINBACHER
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.)
AVL List GmbH
Original Assignee
AVL List GmbH
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 AVL List GmbH filed Critical AVL List GmbH
Priority to CN201480025890.XA priority Critical patent/CN105307889A/zh
Priority to EP14709936.0A priority patent/EP2969621A1/fr
Priority to JP2015562122A priority patent/JP2016511190A/ja
Publication of WO2014140096A1 publication Critical patent/WO2014140096A1/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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • 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
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
    • F16H2037/102—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts the input or output shaft of the transmission is connected or connectable to two or more differentials
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a drive train for a hybrid vehicle having an internal combustion engine and at least one electric machine, having a power-split transmission having three connections, a first connection having at least one electric machine, a second connection to the internal combustion engine and one preferably formed by a sum shaft third terminal is drivingly connected to an output shaft of the vehicle.
  • the power supply from the power split of the required drive power, by the motor or generator operation of a be adapted to another electric machine.
  • a reactive power flow in the electric power path can therefore occur as a result of the principle.
  • DE 199 09 424 AI discloses a hybrid transmission for vehicles, consisting of a drive shaft, an output shaft, a continuously variable actuating gear and a mechanical superimposition change gear.
  • the superposition gear is a five-shaft planetary gear with a ridge shaft as the transmission output shaft.
  • the bridge carries several sets of intermeshing planets.
  • the planets mesh with two ring gears and two sun gears.
  • the two sun gears are connected to each other via a stepless electric control gear.
  • a first ring gear is fixedly connected to the internal combustion engine.
  • the second ring gear is connected via a brake with the transmission housing.
  • EP 1 279 545 A2 describes a hybrid drive train for a vehicle with a four-element and two-degree-of-freedom planetary gear with two sun gears, a planet carrier and at least one ring gear.
  • the ring gear and the planet carrier are connected to the drive shaft of an internal combustion engine.
  • the sun gears are each connected to electrical machines.
  • the object of the invention is to improve the efficiency and to reduce the control effort. According to the invention, this is achieved in that a torque-guiding module formed by a two-shaft four-shaft transmission is connected to the first connection.
  • the stand ratio of a planetary gear is negative, so it is a so-called minus gear, so are the two central shafts at the same time the difference waves and the land wave is the sum wave.
  • the stationary gear ratio of a planetary gearbox is positive, it is generally called a plus gearbox.
  • a central shaft and the bridge shaft are differential waves, the remaining central shaft is the sum wave.
  • the torque-guiding module has four connections, wherein a first module connection with a first electric machine, a second module connection with a second electrical machine and further module connections are drive-connected to the first and second connection of the power-branching transmission.
  • a particularly high efficiency and low control effort can be achieved if the torque-guiding module has two two-shaft three-shaft transmission, wherein the differential shafts of the two three-shaft gear are coupled together and wherein the sum of the first two-shaft three-shaft transmission, the first module connection and the sum of the second two-shaft three-shaft transmission the second Module connection forms.
  • two differential shafts of the first and second three-shaft transmission of the torque-guiding module are coupled directly to a positive differential shaft train and two further differential shafts of the first and second two-way three-shaft transmission via a reverse gear to a negative differential wave train.
  • the positive differential wave train forms a positive ratio
  • the negative differential wave train forms a negative ratio between the two partial transmissions.
  • the first partial transmission acts as an open differential, which distributes the drive torque of the first module connection in a certain ratio to the module connections coupled to the differential shaft sections.
  • a torque applied to the second connection ensures a redistribution of the drive torques of the connections coupled to the differential shaft sections.
  • the torque distribution can take place either on the drive side or on the output side by the torque-guiding module.
  • a differential shaft of a differential shaft train of the torque-guiding module is drive-connected to the first connection and a further differential shaft of the other differential-wave train is drive-connected to the second connection of the power-split transmission.
  • the first connection of the power split transmission is connected either to the module connection of the positive differential wave train or the negative differential wave train.
  • the second connection of the power-split transmission is connected to either the negative differential shaft train or the positive differential shaft train of the torque-guiding module.
  • a differential shaft of a differential shaft of the torque-torque steering module with the second terminal and a differential shaft of the other differential shaft is drivingly connected to the third terminal of the power-split transmission.
  • the third connection of the power-split transmission is connected to either the direct or the reverse differential shaft of the torque-guiding module.
  • the second connection of the power split transmission is either with the reverse or with the direct difference shaft train of the torque of the guide module connected.
  • the powertrain thus has two main assemblies with different functions:
  • the present invention provides not only all the advantages of hybrid drives with power-split transmissions, such as a mechanical power path for the internal combustion engine, optimal design of the engine to a few operating points and low vehicle mass by small-sized battery, but also low losses and thus relatively high efficiency by the mechanical power split, since the frequency of energy conversion can be reduced. In addition, a much lower regulatory burden is required.
  • FIG. 1 shows a drive train according to the invention in a first embodiment
  • Fig. 2 shows a first variant of the embodiment of Fig. 1;
  • Fig. 3 shows a second variant of the embodiment of Fig. 1;
  • FIG. 4 shows a drive train according to the invention in a second embodiment
  • Fig. 5 shows a first variant of the embodiment of Fig. 4;
  • Fig. 6 shows a second variant of the embodiment of Fig. 4;
  • FIG. 7 shows a drive train according to the invention in a third embodiment
  • Fig. 8 shows a first variant of the embodiment of Fig. 7;
  • FIG. 9 shows a first variant of the embodiment from FIG. 7;
  • FIG. 10 shows a drive train according to the invention in a fourth embodiment;
  • FIG. 11 shows a first variant of the embodiment from FIG. 10.
  • FIG. 12 shows a second variant of the embodiment from FIG. 10.
  • the figures each show the drive train 1 with the drive sources formed by the internal combustion engine ICE, the first electric machine EM I and the second electric machine EM2, wherein at least one drive wheel 3 of a vehicle is driven via the output shaft 2.
  • a power-splitting transmission 4 with three terminals 4a, 4b, 4c is arranged.
  • the first terminal 4a is connected to the first and second electric machines EM I, EM2 via a torque guide module 5 having four module terminals 5a, 5b, 5c, 5d.
  • the second terminal 4b is connected to the drive shaft 6 of the internal combustion engine ICE.
  • the power-split transmission 4 is designed as a two-speed transmission with two kinematic degrees of freedom.
  • Such three-shaft transmission which are formed by planetary gear or L, always have two waves, which have the same sign relative to the shaft torque, and a shaft with opposite signs.
  • the waves with the same sign are called difference waves, the wave with opposite sign is called the sum wave.
  • As a ridge wave wave is called, which can only transmit clutch power.
  • Shafts which can transmit both coupling performance and rolling power, are referred to as central shafts.
  • a three-shaft gearbox has a unique torque and speed behavior in relation to the difference and sum waves. To describe a three-shaft gear kinematically, one manages the so-called state translation.
  • Stand translation is defined as the ratio between the two central shafts when the bridge shaft is stationary. Stand translation can be positive or negative, which in turn makes it necessary to distinguish between so-called plus and minus transmissions.
  • a minus gear designates a three-shaft gearbox, in which both central shafts at the same time represent the differential shafts, the rest of the web shaft is here the sum shaft.
  • a plus gear refers to a three-shaft gearbox, in which the web shaft and one of the two central shafts represent the difference waves, the remaining central shaft is then the sum shaft.
  • the two central shafts sun gear and ring gear are the difference waves
  • the land wave is the sum wave.
  • This planetary gear set has the kinematics of a minus gearbox.
  • a planetary gear set with one or more pairs of planetary gears, wherein in each case the first planetary gear meshes with the sun gear and the second planetary gear, and the second planetary gear with the ring gear and the first planetary gear, they form web shaft and the sun gear as the first central shaft, the difference waves, the ring gear as second central shaft is the sum wave.
  • This planetary gear set thus has the kinematics of a plus gear.
  • a negative gear can be used.
  • the first and the second connection 4a, 4b of the power-split transmission 4 are formed by differential waves d and the third connection 4c by a sum wave s.
  • the torque-guiding module 5 is constituted by two two-shaft three-shaft transmissions (partial transmissions) Ti and T 2 , which together by a double coupling form a two-shaft four-shaft transmission with the module connections 5a, 5b, 5c and 5d.
  • the first module connection 5a connected to the first electric machine EM I is formed by the sum wave Si of the first three-shaft transmission Ti.
  • the second module connection 5b connected to the electric machine EM2 is formed by the sum shaft S 2 of the second three-shaft transmission T 2 .
  • the differential shafts di + of the first three-shaft transmission Ti and d 2 + of the second three-shaft transmission T 2 are coupled together to form a positive differential wave train D + .
  • the differential waves df and d 2 "of the first and second three-shaft transmissions TI and T2 are coupled via a reverse gear U to a negative differential shaft train D " .
  • the partial transmission Ti acts as an open differential, which distributes the drive torque of the first module connection 5a in a certain ratio to the module connections 5c and 5d.
  • a torque applied to the second module connection 5b ensures a redistribution of the output torques of the connections 5c and 5d.
  • FIGS. 1 to 6 deal with a first group of embodiments and variants with other embodiments. drive-side torque distribution by the torque-guiding module 5.
  • FIG. 7 to FIG. 12 show a second group of embodiments and variants with output-side torque distribution by the torque-guiding module 5, wherein FIG. 1 shows a first main embodiment, FIG. 4 shows a second main embodiment, FIG. 7 shows a third main embodiment and 10 shows a fourth main embodiment.
  • FIG. 1 shows a first main embodiment
  • FIG. 4 shows a second main embodiment
  • FIG. 7 shows a third main embodiment
  • 10 shows a fourth main embodiment.
  • sub-variants which are shown in Figs. 2 and FIG. 3, Fig. 5 and FIG. 6, Fig. 8 and FIG. 9 or FIG. 11 and FIG. 12 are shown.
  • FIG. 10 The representation of the in Figs. 1, Fig. 4, Fig. 7, and FIG.
  • the main embodiments shown in FIG. 10 are in the so-called wolf symbolism, wherein each planetary gear is represented by a circle for the housing and by three dashes for the three terminals.
  • the ridge waves are indicated by a line projecting into the circle, the sum waves characterized by a double line.
  • Reference numeral 7 indicates a drive ratio or a vehicle differential.
  • the first three-shaft gear drive Ti is designed as a plus transmission and the second three-shaft transmission T 2 as a minus transmission in the case of the torque-guiding module 5.
  • the Fig. 2 and FIG. 3, Fig. 5 and FIG. 6, Fig. 8 and FIG. 9, and Fig. 11 and FIG. 12 differ in each case in that the central shafts are reversed in the power-split transmission 4.
  • the sun gear L s of the planetary gear L of the power-split transmission 4 is connected to the drive shaft 6 of the internal combustion engine ICE.
  • the ring gear L H is connected to the web Tis t of the first three-shaft gear Ti of the torque-guiding module 5.
  • the drive shaft 6 of the internal combustion engine ICE is connected to the ring gear L H of the planetary gear L of the power- split transmission 4, the sun gear L s, however, with the web T 1St of the first three-shaft gear Ti.
  • the sun gears T 1S and T 2S of the first and second three-shaft transmission TI, T2 are connected to the drive shaft 6 of the internal combustion engine ICE.
  • the first electric machine EM I acts on the ring gear Ti H.
  • the second electric machine EM2 acts on the web T 2st of the second three-shaft transmission T 2 .
  • the ring gear T 2H of the second three-shaft gear T 2 and the web Ti St of the first three-shaft gear Ti is coupled to each other via the reverse gear U.
  • the web T st of the power-split transmission 4 is connected to the output shaft 2.
  • central shaft of the branched transmission 4 which is not connected to the drive shaft 6 of the internal combustion engine ICE, connected both to the sun gear T 1S of the first three-shaft gear Ti, as well as with the sun gear T 2 s of the second three-shaft transmission T 2 .
  • FIG. 8 and FIG. 9 show arrangements analogous to FIGS. 2 and FIG. 3, in which that central shaft of the power-split transmission 4, which is not connected to the drive shaft 6 of the internal combustion engine ICE, is connected to the first three-shaft transmission Ti.
  • the ring gear L s of the power- split transmission 4 is connected to the web T 1St of the first three-shaft transmission Ti.
  • the sun gear l_s of the planetary gear set L of the power-split transmission 4 is connected to the web Tis t of the first three-shaft drive Ti.
  • the ring gear Ti H of the first three-shaft gear Ti is connected to the first electric machine EM I.
  • the sun gears T 1S and T 2S of the first and second three-shaft transmission Ti, T 2 are fixedly connected to the output shaft 2.
  • the web T 1St is connected to the ring gear T 2H via the reversing stage U.
  • the second electric machine EM2 engages the web T 2st of the second three-shaft transmission T 2 .
  • FIG. 11 and FIG. 12 illustrated examples show variants of a torque-guiding module 5 coupled on the output side with respect to the power-split transmission 4 to the drive train 1, wherein in FIG. 11, the sun gear 4 S of the planetary gear set L of the power-split transmission 4 is coupled to the drive shaft 6 of the internal combustion engine ICE and the ring gear L H of the planetary gear set L with the sun gears T 1S and T 2S of the first and second three-shaft transmission Ti, T 2 is drivingly connected.
  • the web L ST of the power- split transmission 4 is connected to the web T 1St .
  • This web T 1St of the first three-shaft transmission Ti is coupled via the reverse gear U with the ring gear T 2H of the second three-shaft gear T 2 .
  • the first electric machine EM I attacks.
  • the second electric machine EM2 is connected to the web T 2st of the second three-shaft transmission T 2 . From the in Fig. 11 arrangement differs Fig. 12 only in that the central shafts of the power-split transmission 4 are reversed.
  • the drive shaft 6 of the internal combustion engine ICE is connected to the hollow shaft 1_H of the planetary gearset L of the power-split transmission 4, and the sun gear L s of the planetary gearset L is connected to the sun gears T 1S of the first three-shaft gear Ti and the sun gear T 2S of the second three-shaft gearbox T 2 .
  • the connections 4a, 4b, 4c of the power-split transmission 4 and the module connections 5a, 5b, 5c, 5d of the torque-guiding module 5 can be physically formed connections, such as connection shafts, between the transmission parts, or virtual connection points between transmission elements or act without component separation. The position of the connections is shown in FIGS. 2, Fig. 3, Fig. 5, Fig. 6, Fig. 8, Fig. 9, Fig. 11 and FIG. 12 thus shown only schematically.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)

Abstract

L'invention concerne une chaîne cinématique (1) pour destinée à un véhicule hybride comprenant un moteur à combustion interne (ICE) et au moins un moteur électrique (EM1, EM2), et comprenant ainsi qu'une boîte de vitesses (4) à répartition de puissance qui présente possède trois raccordements (4a, 4b, 4c). Un premier raccordement (4a) est en liaison motrice avec au moins un moteur électrique (EM2), un deuxième raccordement (4b) avec le moteur à combustion interne (ICE) et un troisième raccordement (4c), formé de préférence par un arbre totalisateur sommateur (s), avec un arbre de sortie (2) du véhicule. De plus, un module de guidage de couple (5) formé par une boîte de vitesses à quatre arbres et double allure est relié avec leu premier raccordement (4a).
PCT/EP2014/054833 2013-03-15 2014-03-12 Chaîne cinématique pour un véhicule hybride Ceased WO2014140096A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN201480025890.XA CN105307889A (zh) 2013-03-15 2014-03-12 混合动力车辆的传动系
EP14709936.0A EP2969621A1 (fr) 2013-03-15 2014-03-12 Chaîne cinématique pour un véhicule hybride
JP2015562122A JP2016511190A (ja) 2013-03-15 2014-03-12 ハイブリッド車両用のドライブトレイン

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50176/2013A AT513986B1 (de) 2013-03-15 2013-03-15 Antriebsstrang für ein Hybridfahrzeug
ATA50176/2013 2013-03-15

Publications (1)

Publication Number Publication Date
WO2014140096A1 true WO2014140096A1 (fr) 2014-09-18

Family

ID=50277218

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2014/054833 Ceased WO2014140096A1 (fr) 2013-03-15 2014-03-12 Chaîne cinématique pour un véhicule hybride

Country Status (5)

Country Link
EP (1) EP2969621A1 (fr)
JP (1) JP2016511190A (fr)
CN (1) CN105307889A (fr)
AT (1) AT513986B1 (fr)
WO (1) WO2014140096A1 (fr)

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US9651120B2 (en) 2015-02-17 2017-05-16 Oshkosh Corporation Multi-mode electromechanical variable transmission
US9650032B2 (en) 2015-02-17 2017-05-16 Oshkosh Corporation Multi-mode electromechanical variable transmission
US9656659B2 (en) 2015-02-17 2017-05-23 Oshkosh Corporation Multi-mode electromechanical variable transmission
US10421350B2 (en) 2015-10-20 2019-09-24 Oshkosh Corporation Inline electromechanical variable transmission system
US10578195B2 (en) 2015-02-17 2020-03-03 Oshkosh Corporation Inline electromechanical variable transmission system
US10584775B2 (en) 2015-02-17 2020-03-10 Oshkosh Corporation Inline electromechanical variable transmission system
US10982736B2 (en) 2015-02-17 2021-04-20 Oshkosh Corporation Multi-mode electromechanical variable transmission
US11701959B2 (en) 2015-02-17 2023-07-18 Oshkosh Corporation Inline electromechanical variable transmission system
US12078231B2 (en) 2015-02-17 2024-09-03 Oshkosh Corporation Inline electromechanical variable transmission system

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CN109484155B (zh) * 2018-12-17 2023-09-05 北京航空航天大学 双电机双行星排多模式机电耦合传动装置
CN109442009A (zh) * 2018-12-20 2019-03-08 潍柴动力股份有限公司 一种变速传动机构及轮式驱动机械
GB202113032D0 (en) * 2021-09-13 2021-10-27 Motor-gearbox arrangement

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EP1160117A2 (fr) * 2000-05-25 2001-12-05 Aisin Aw Co., Ltd. Dispositif et méthode de commande d'un véhicule hybride
DE102007021591A1 (de) * 2006-05-11 2008-01-31 GM Global Technology Operations, Inc., Detroit Getriebe mit einem Modus und Verbundleistungsverzweigung und doppelten mechanischen Wegen und Festem Reduktionsverhältnis
US20090312130A1 (en) * 2008-06-11 2009-12-17 Hyundai Motor Company Power train of hybrid vehicle
DE102011089670A1 (de) * 2010-12-27 2012-06-28 Denso Corporation Antriebskraftausgabegerät und fahrzeug mit selbigem

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DE19909424A1 (de) * 1999-02-23 2000-08-24 Peter Tenberge Hybridgetriebe für Fahrzeuge
JP3578451B2 (ja) * 2001-07-23 2004-10-20 日産自動車株式会社 駆動装置

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Publication number Priority date Publication date Assignee Title
EP1160117A2 (fr) * 2000-05-25 2001-12-05 Aisin Aw Co., Ltd. Dispositif et méthode de commande d'un véhicule hybride
DE102007021591A1 (de) * 2006-05-11 2008-01-31 GM Global Technology Operations, Inc., Detroit Getriebe mit einem Modus und Verbundleistungsverzweigung und doppelten mechanischen Wegen und Festem Reduktionsverhältnis
US20090312130A1 (en) * 2008-06-11 2009-12-17 Hyundai Motor Company Power train of hybrid vehicle
DE102011089670A1 (de) * 2010-12-27 2012-06-28 Denso Corporation Antriebskraftausgabegerät und fahrzeug mit selbigem

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US10967728B2 (en) 2015-02-17 2021-04-06 Oshkosh Corporation Multi-mode electromechanical variable transmission
US9650032B2 (en) 2015-02-17 2017-05-16 Oshkosh Corporation Multi-mode electromechanical variable transmission
US9656659B2 (en) 2015-02-17 2017-05-23 Oshkosh Corporation Multi-mode electromechanical variable transmission
US9908520B2 (en) 2015-02-17 2018-03-06 Oshkosh Corporation Multi-mode electromechanical variable transmission
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AT513986B1 (de) 2014-09-15
CN105307889A (zh) 2016-02-03
EP2969621A1 (fr) 2016-01-20
AT513986A4 (de) 2014-09-15
JP2016511190A (ja) 2016-04-14

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