WO2018121885A1 - Procédé de fonctionnement d'une chaîne cinématique hybride avec dispositif moteur/générateur électrique, moteur à combustion interne et engrenage - Google Patents

Procédé de fonctionnement d'une chaîne cinématique hybride avec dispositif moteur/générateur électrique, moteur à combustion interne et engrenage Download PDF

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Publication number
WO2018121885A1
WO2018121885A1 PCT/EP2017/025372 EP2017025372W WO2018121885A1 WO 2018121885 A1 WO2018121885 A1 WO 2018121885A1 EP 2017025372 W EP2017025372 W EP 2017025372W WO 2018121885 A1 WO2018121885 A1 WO 2018121885A1
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WO
WIPO (PCT)
Prior art keywords
ice
gear set
driven wheel
planetary gear
hybrid drive
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/EP2017/025372
Other languages
English (en)
Inventor
Arjen Brandsma
Arjen RÖMERS
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch 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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to CN201780080574.6A priority Critical patent/CN110114239A/zh
Priority to EP17837854.3A priority patent/EP3562698A1/fr
Publication of WO2018121885A1 publication Critical patent/WO2018121885A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • 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
    • B60K6/42—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 characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • 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
    • B60K6/22—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 characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—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 characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—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 characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • 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
    • B60K6/42—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 characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • 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
    • B60K6/42—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 characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • 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 method for operating a hybrid drive line with at least two prime movers, with a load and with a gearing there between, in particular a drive line of a motor vehicle comprising an internal combustion engine (ICE) with a crank shaft, an electric motor/generator (M/G) device with a drive shaft and driven wheels.
  • ICE internal combustion engine
  • M/G electric motor/generator
  • several such hybrid drive lines have been proposed within a wide range of constructional complexities and providing several operational modes, such as a battery-powered electric motor drive mode, a gasoline-powered ICE drive mode, a combined ICE and electric motor drive mode, a brake energy recuperation or generator mode, etc.
  • the European patent publication EP 0 941 883 A discloses such a hybrid drive line.
  • the said gearing includes a planetary gear set and an automatic transmission providing multiple speed ratios between the planetary gear set and the driven wheels.
  • the planetary gear set is as such well-known and comprises a central or sun gear that is in meshing contact with one or more planet gears, which planet gears are rotatably carried by a planet carrier arranged coaxially with the sun gear, and an outer ring gear that is in meshing contact with the planet gears and that is also arranged coaxially with the sun gear.
  • the ring gear is, or least can be coupled to the crank shaft of the ICE via a first clutch, the planet carrier is coupled to the automatic transmission and the sun gear is coupled to the drive shaft of the M/G-device.
  • a second clutch is provided to selectively couple the ring gear to the planet carrier.
  • This known hybrid drive line can be operated in several operational modes.
  • the known hybrid drive line provides conventional ICE, electrically assisted and fully electric drive modes.
  • the driving off i.e. acceleration of the motor vehicle from standstill, by the ICE is not foreseen in EP 0 941 883 A.
  • a battery charge is too low for the driving off by the M/G-device alone.
  • a torque converter, a (multi) wet-plate clutch or other conventional drive-off device can obviously be included in the known hybrid drive line, for example as part of the automatic transmission thereof.
  • the versatility of the above-referenced, known hybrid drive line can be favourably enhanced by operating it in a novel way.
  • the M/G-device is controlled to rotate backward while generating a positive, forward torque, such that it generates electric power that can be used to charge a battery of the hybrid drive line.
  • the rotational speed of the ICE is increased (i.e. is accelerated), or the backward rotational speed of the M/G-device is decreased (i.e. is decelerated), or both to accelerate the motor vehicle.
  • the driving off of the motor vehicle is favourably enabled without requiring the said conventional drive-off device.
  • the rotational speed of the ICE may also be opted to simultaneously increase the backward rotational speed of the M/G-device (i.e. to accelerate the backward rotation thereof).
  • the rotational speed of the ICE is increased faster in relation to the speed of the motor vehicle and as compared to an operating method wherein the speed of the M/G-device is maintained constant, allowing the ICE to favourably generate more power for a faster acceleration of the motor vehicle and/or for a faster charging of the battery via the M/G-device.
  • crank shaft of the ICE is coupled to the sun gear and the drive shaft of the M/G-device is coupled to the ring gear.
  • novel arrangement of the hybrid drive line optimal use is made of the typical power generating characteristics of the ICE and, in particular, of the M/G-device in relation to the fixed speed and torque ratios provided by the planetary gear set.
  • the nominal (rotational) speed of the M/G- device typically exceeds that of the ICE, such that it is preferable to include a speed reduction gear between the M/G-device and the planetary gear set, whereby the torque generated by the M/G-device is amplified and, typically, exceeds that of the ICE.
  • the resulting, nominal (i.e. maximum continuous) torque levels generated by the ICE on the sun gear, i.e. T nom sun, and by the M/G-device on the ring gear, i.e. T nom ring can be optimally accommodated by a planetary gear set designed with a geometric gear set ratio Zpgs that is approximately equal to the ratio between said nominal torque levels:
  • figure 1 is a diagrammatic representation of the known hybrid drive line
  • figure 2 is a graph illustrating the operation of the planetary gear set of the hybrid drive line of figure 1 when operated in accordance with the present disclosure
  • figure 3 is a diagrammatic representation of a first embodiment of a hybrid drive line suitable for being operated in accordance with the present disclosure.
  • figure 4 is a diagrammatic representation of a second embodiment of a hybrid drive line suitable for being operated in accordance with the present disclosure.
  • Figure 1 shows a known example of a hybrid drive line of a motor vehicle comprising an internal combustion engine, i.e. ICE 1 with a crank shaft 1 1 , an electric motor/generator (M/G) device 2 with a drive shaft 21 and with power electronics including a battery 22, driven wheels 3 and a gearing 4 there between.
  • the gearing 4 includes a planetary gear set 5 and an automatic transmission 6 providing multiple speed ratios between the planetary gear set 5 and the driven wheels 3.
  • the automatic transmission 6 is provided with a differential gearing 66 for distributing a drive power between the driven wheels 3.
  • the planetary gear set 5 is as such well-known and comprises a central or sun gear 51 that is in meshing contact with one or more planet gears 52, which planet gears 52 are rotatably carried by a planet carrier 53 arranged coaxially with the sun gear 51 , and a ring gear 54 that is in meshing contact with the planet gears 52 and that is also arranged coaxially with the sun gear 51 .
  • the ring gear 54 is coupled to the crank shaft 1 1 of the ICE 1 via a first clutch 7, the planet carrier 53 is coupled to the automatic transmission 6 and the sun gear 51 is coupled to the drive shaft 21 of the M/G-device 2.
  • the first clutch 7 the ICE 1 can be coupled to or isolated from the rest of the hybrid drive line, in particular the ring gear 54.
  • the planetary gear set 5 is provided with a second clutch 55 between the planet carrier 53 and the ring gear 54 and that can be closed to internally lock the planetary gear set 5 such that the sun gear 51 , the planet carrier 53 and the ring gear 54 thereof rotate as one.
  • the second clutch 55 can be provided between any two such components of the planetary gear set for the said internal locking thereof.
  • the known hybrid drive line of figure 1 can be operated in several operational modes. For example, by opening the first clutch 7 while closing the second clutch 55, the M/G-device 2 is coupled to the driven wheels 3 via the planetary gear set 5 and the automatic transmission 6, while the ICE 1 is decoupled from the gearing 4. In this operational mode the motor vehicle is driven electrically by the M/G-device 2 that also serves to recuperate mechanical energy during braking, storing it as electric energy in the battery 22.
  • both the ICE 1 and the M/G-device 2 are coupled to the driven wheels 3 via the planetary gear set 5 and the automatic transmission 6 of the gearing 4, providing a parallel drive operational mode with some flexibility regarding the controlled rotational speed of the ICE 1 and that of the M/G-device 2 in relation to the rational speed of the driven wheels 3.
  • first and second clutches 7, 55 the ICE 1 and the M/G-device 2 are still both coupled to the driven wheels 3, however, only at fixed speed ratio, thus providing a parallel drive operational mode without flexibility regarding the said rotational speeds, but with less (dynamic) power loss.
  • the drive shaft 21 of the M/G- device 2 is controlled to rotate backward while generating a positive, i.e. forward driving torque.
  • a positive i.e. forward driving torque.
  • either the rotational speed of the ICE 1 is increased, or the backward rotational speed of the M/G-device is decreased, or both.
  • Figure 2 is a diagram wherein the rotational speed of the sun gear ⁇ -51 , of the planet carrier ⁇ -53 and of the ring gear ⁇ -54 of the planetary gear set 50 are plotted on the three horizontal X-axes.
  • the ring gear speed ⁇ -54 that is equal -or at least proportional- to the rotational speed of the (crank shaft 1 1 of the) ICE 1 is plotted on the uppermost X-axis.
  • the planet carrier speed ⁇ -53 that is equal -or at least proportional- to the rotational speed of the load 3 is plotted on the middle X-axis.
  • the sun gear speed ⁇ -51 that is equal -or at least proportional- to the rotational speed of the (drive shaft 21 of the) M/G-device 2 is plotted on the lowermost X-axis.
  • the vertical separation between these three X-axes reflects a speed ratio A between the ring gear 54 and the planet carrier 53 and between the planet carrier 53 and the sun gear 51 , i.e. speed ratio B, respectively.
  • the dashed line D1 in figure 2 illustrates an initial operational mode of the hybrid drive line.
  • the (crankshaft 1 1 of the) ICE 1 is rotating at a lowermost rotational speed oo-54D1
  • the load 3 is stopped, i.e. has a rational speed ⁇ - 53D1 of zero
  • the M/G-device 2 is controlled to rotate backward at a certain, negative rotational speed oo-51 D1 .
  • the M/G-device 2 is additionally controlled to exert a forward torque that counteracts the said backward rotation thereof, whereby it generates electric power that is stored in the battery 22. In this latter case, a rotation of the load 3 must the prevented by the automatic or manual application of a (wheel) brake.
  • the brake of the load 3 is released and the speed of the (crank shaft 1 1 of the) ICE 1 is controlled to increase (as indicated in figure 2 by the arrow W1 ) to a higher speed oo-54D2, while the (drive shaft 21 of the) M/G-device 2 is continued to be controlled to rotate backward, whereby the load 3 is accelerated.
  • the said certain speed oo-51 D1 in backward rotation of the M/G-device 2 is controlled to be constant during the acceleration of the load 3, in particular by controlling the forward torque of the M/G-device 2.
  • This latter dynamic operational mode is illustrated in figure 2 by the dash-dotted line D2.
  • the speed oo-53D2 of the load 3 is determined by the speed oo-54D2 of the ICE 1 and the speed ⁇ -51 D2 of the M/G-device 2.
  • the load 3 is accelerated by controlling the speed of backward rotation of the (drive shaft 21 of the) M/G-device 2 to decrease (as indicated in figure 2 by the arrow W2) to a lower speed ⁇ -51 D3 of backward rotation, thus reducing the said electric power that is generated thereby.
  • the speed of the (crankshaft 1 1 of the) ICE 1 is increased simultaneously to a higher speed oo-54D3, in order to improve the acceleration of the load 3.
  • This latter dynamic operational mode is illustrated in figure 2 by the dotted line D3.
  • the speed oo-53D3 of the load 3 is determined by the speed oo-54D3 of the ICE 1 and the speed ⁇ -51 D3 of the M/G-device 2. It is noted that the load 3 can also be accelerated in reverse, e.g. for reversing the motor vehicle, by controlling the speed ⁇ -51 of backward rotation of the (drive shaft 21 of the) M/G-device 2 to increase.
  • the speed of the M/G-device 2 can be increased to a positive value, i.e. forward rotation, e.g. to oo-51 D4, in order to either assist to the ICE 1 in driving the load 3, as illustrated in figure 2 by the solid line D4, or even to solely drive the load 3.
  • a positive value i.e. forward rotation, e.g. to oo-51 D4
  • the operational mode of the M/G-device 2 is changed from a (battery) charging mode to either an electric assist mode (D4) or an electric drive mode (not illustrated in figure 2).
  • this first clutch 7 is a friction clutch with a relatively low slipping torque capacity, such as a cone-clutch.
  • crank shaft 1 1 of the ICE 1 is coupled to the sun gear 51 and that the drive shaft 21 of the M/G-device 2 is coupled to the ring gear 54 of the planetary gear set 5.
  • the crankshaft 1 1 of the ICE 1 is coupled directly to the sun gear 51
  • the drive shaft 21 of the M/G-device 2 is coupled to the ring gear 54 via a speed reducing gear step 23.
  • This first embodiment of the hybrid drive line in accordance with the present disclosure is illustrated in figure 3.
  • the planet carrier 53 of the planetary gear set 5 is coupled to the load 3 via a fixed gear train including the differential gearing 66 and possibly one or more speed reducing gear steps (not illustrated). More specifically in this respect, no variable speed device, such as the conventional drive-off device or the known automatic transmission 6, is provided between the planetary gear set 5 and the load 3, in order to favourably reduce complexity, cost of and (parasitic) power loss in this first embodiment of the hybrid drive line according to the present disclosure.
  • FIG 4. A second embodiment of the hybrid drive line according to the present disclosure is illustrated in figure 4. In this second embodiment two additional features are included that can, however, be implemented independently of one another.
  • an automatic locking mechanism 8 is included in the hybrid drive line, associated with the planet carrier 53 of the planetary gear set 5, that can be automatically engaged to externally lock, i.e. to prevent rotation of the planet carrier 53 and thus also of the load 3 that is coupled thereto.
  • the automatic locking mechanism 8 can for example be incorporated in the gearing 4 as a parking pawl, as a friction brake 8 or possibly as wheel brake that can be automatically engaged.
  • the M/G-device 2 can drive the ICE 1 , in particular to start it, or the ICE 1 can drive the M/G-device 2 to charge the battery 22, favourably without simultaneously driving and/or accelerating the load 3.
  • an automatic transmission 9 is included between the crank shaft 1 1 of the ICE 1 and the planetary gear set 5, in particular the sun gear 51 thereof.
  • This particular arrangement of the hybrid drive line has the advantages that the rotational speed of and the torque generated by the ICE 1 , can be varied to optimally match the operating conditions of the hybrid driveline and/or to improve the performance thereof.
  • the automatic transmission 6 is represented by a well-known continuously variable transmission that is provided with a variable input pulley 91 on a transmission input shaft 92, with a variable output pulley 93 on a transmission output shaft 94 and with a drive belt 95 wrapped around and rotationally connecting said pulleys 91 , 92.
  • This type of automatic transmission 9 is capable of varying the speed ratio between the said transmission shafts 92, 94 continuously within a range of speed ratios. It is noted that by this latter arrangement of the automatic transmission 9 a smaller range of speed ratios already provides the hybrid drive line with a comparable speed/torque-flexibility as provided by the conventionally arranged automatic transmission 6 between the planetary gear set 5 and the load 3. More specifically, the automatic transmission 9 is advantageously arranged between the ICE 1 and the said first clutch 7, such that it is decoupled from the planetary gear set 5 together with the ICE 1 , to minimise power loss when the ICE 1 is stopped. Additionally this particular arrangement allows the transmission 9 to be briefly decoupled from the planetary gear set 5 by the said first clutch 7 also when the ICE 1 is running, to change the speed ratio thereof without torque being transmitted thereby.

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

Abstract

Procédé de fonctionnement d'une chaîne cinématique hybride, en particulier, d'un véhicule automobile, comprenant un moteur à combustion interne (1), un dispositif moteur/générateur électrique (2) relié à une batterie (22), des roues entraînées (3) et un engrenage (4) entre elles, comprenant au moins un train planétaire (5). Selon la présente invention, avant que l'accélération de la charge (3) depuis l'immobilisation par le moteur (1), le dispositif moteur/générateur (2) est alimenté électriquement à partir de la batterie (22) afin de démarrer le moteur (1).
PCT/EP2017/025372 2016-12-27 2017-12-27 Procédé de fonctionnement d'une chaîne cinématique hybride avec dispositif moteur/générateur électrique, moteur à combustion interne et engrenage Ceased WO2018121885A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201780080574.6A CN110114239A (zh) 2016-12-27 2017-12-27 用于操作具有电动机/发电机装置、内燃机和齿轮机构的混合驱动系的方法
EP17837854.3A EP3562698A1 (fr) 2016-12-27 2017-12-27 Procédé de fonctionnement d'une chaîne cinématique hybride avec dispositif moteur/générateur électrique, moteur à combustion interne et engrenage

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NL1042199A NL1042199B1 (en) 2016-12-27 2016-12-27 Method for operating a hybrid drive line with an electric motor/ generator device, an internal combustion engine and a gearing
NL1042199 2016-12-27

Publications (1)

Publication Number Publication Date
WO2018121885A1 true WO2018121885A1 (fr) 2018-07-05

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ID=57737923

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2017/025372 Ceased WO2018121885A1 (fr) 2016-12-27 2017-12-27 Procédé de fonctionnement d'une chaîne cinématique hybride avec dispositif moteur/générateur électrique, moteur à combustion interne et engrenage

Country Status (4)

Country Link
EP (1) EP3562698A1 (fr)
CN (1) CN110114239A (fr)
NL (1) NL1042199B1 (fr)
WO (1) WO2018121885A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3810451B1 (fr) 2018-06-22 2022-09-21 Robert Bosch GmbH Groupe motopropulseur hybride avec une transmission variable
WO2020001814A1 (fr) 2018-06-27 2020-01-02 Robert Bosch Gmbh Procédé d'actionnement d'un groupe motopropulseur hybride avec une machine électrique, un moteur à combustion interne et une transmission à variation de vitesse
CN113544413A (zh) 2019-03-06 2021-10-22 罗伯特·博世有限公司 用于操作具有无极变速器的电动车辆动力系统的方法

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3140492A1 (de) * 1980-10-13 1982-06-09 Ludwig Loesch Hybridantrieb, insbesondere fuer kraftfahrzeuge
EP0941883A2 (fr) 1998-03-10 1999-09-15 Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 Dispositif de propulsion hybride pour véhicule à moteur
EP2646711A1 (fr) * 2010-12-03 2013-10-09 DTI Group B.V. Module de transmission pour une propulsion hybride ainsi que propulsion équipée du module de transmission
WO2014003668A1 (fr) * 2012-06-27 2014-01-03 Scania Cv Ab Procédé pour l'avancement d'un véhicule hybride
WO2014003664A1 (fr) * 2012-06-27 2014-01-03 Scania Cv Ab Système d'entraînement et procédé d'entraînement d'un véhicule

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3140492A1 (de) * 1980-10-13 1982-06-09 Ludwig Loesch Hybridantrieb, insbesondere fuer kraftfahrzeuge
EP0941883A2 (fr) 1998-03-10 1999-09-15 Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 Dispositif de propulsion hybride pour véhicule à moteur
EP2646711A1 (fr) * 2010-12-03 2013-10-09 DTI Group B.V. Module de transmission pour une propulsion hybride ainsi que propulsion équipée du module de transmission
WO2014003668A1 (fr) * 2012-06-27 2014-01-03 Scania Cv Ab Procédé pour l'avancement d'un véhicule hybride
WO2014003664A1 (fr) * 2012-06-27 2014-01-03 Scania Cv Ab Système d'entraînement et procédé d'entraînement d'un véhicule

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Publication number Publication date
CN110114239A (zh) 2019-08-09
NL1042199B1 (en) 2018-07-03
EP3562698A1 (fr) 2019-11-06

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