CN101612884B - 一种混合动力驱动系统 - Google Patents

一种混合动力驱动系统 Download PDF

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CN101612884B
CN101612884B CN2008101265076A CN200810126507A CN101612884B CN 101612884 B CN101612884 B CN 101612884B CN 2008101265076 A CN2008101265076 A CN 2008101265076A CN 200810126507 A CN200810126507 A CN 200810126507A CN 101612884 B CN101612884 B CN 101612884B
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motor
closed
drive system
energy
driving engine
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CN101612884A (zh
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王传福
罗红斌
任毅
陈伟
杨胜麟
李德鹏
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BYD Co Ltd
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BYD Co Ltd
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Priority to CN2008101265076A priority Critical patent/CN101612884B/zh
Priority to US12/341,776 priority patent/US8091659B2/en
Priority to US12/341,713 priority patent/US8676414B2/en
Priority to US12/341,805 priority patent/US8478466B2/en
Priority to US12/341,734 priority patent/US7980340B2/en
Priority to US12/341,796 priority patent/US8028778B2/en
Priority to PCT/CN2008/002069 priority patent/WO2009092195A1/en
Priority to EP08871292.2A priority patent/EP2222492B1/en
Priority to PCT/CN2008/002071 priority patent/WO2009092197A1/en
Priority to EP08871419.1A priority patent/EP2222526B1/en
Priority to EP08871359.9A priority patent/EP2222493B1/en
Priority to PCT/CN2008/002072 priority patent/WO2009092198A1/en
Priority to EP08871390.4A priority patent/EP2222494B1/en
Priority to EP08871556.0A priority patent/EP2225120B1/en
Priority to PCT/CN2008/002070 priority patent/WO2009092196A1/en
Priority to PCT/CN2008/002073 priority patent/WO2009092199A1/en
Publication of CN101612884A publication Critical patent/CN101612884A/zh
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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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Abstract

一种混合动力驱动系统，所述驱动系统包括：具有飞轮的发动机、具有离合器盖的离合器、具有定子和转子的第一电机、第二电机、储能装置、以及减速机构，其中所述发动机通过离合器与减速机构相连，所述储能装置与第一电机和第二电机分别电连接，所述第二电机与减速机构相连，其中，所述发动机的飞轮通过离合器盖与第一电机的转子固定连接。本发明提供的混合动力驱动系统结构简单、布局优化，且以电机驱动为主，并可根据驱动系统的需求功率以及储能装置的储能情况，灵活控制该驱动系统处于多种工作模式，以满足实际行驶的需要。

Description

一种混合动力驱动系统
技术领域
本发明涉及一种混合动力驱动系统。
背景技术
目前，由于混合动力汽车在节能环保方面表现优异，因此已逐渐成为汽车行业的发展方向。CN1118387C中公开了一种混合动力驱动系统，如图1所示，其包括发动机1、与发动机1的输出轴2连接的发电机3、用于存储由发电机3产生的电力的电池4、由电池4驱动的电动机5、与发动机1的输出轴2连接的动力传递机构11、以及与电动机5和动力传递机构11连接的减速齿轮6，所述减速齿轮6的输出最终将传递给车轮。
上述驱动系统的驱动方法为，在车辆正常行驶过程中，发动机1驱动发电机3，以通过电动机5将动力输入减速齿轮6，并最终传递到车轮。当车辆处于紧急情况下，如电动机5损坏时，发动机1的输出直接经动力传递机构11输入减速齿轮6，并最终传递到车轮。
但是，在上述这种驱动系统中，用于将发动机1的动力传递到减速齿轮6的动力传递机构11结构复杂，不仅包括离合器，还包括转矩转换器和另一减速齿轮，因此导致整个驱动系统构造复杂，这不仅给系统的整体布置带来不便，而且还使得车身重量增加。此外，该驱动系统的驱动模式单一，能量有效利用率低，不能满足车辆实际行驶时各种复杂工况的动力需求。
发明内容
本发明的目的是提供一种混合动力驱动系统，该驱动系统结构简单，并且具有多种工作模式。
根据本发明，提供一种混合动力驱动系统，所述驱动系统包括：具有飞轮的发动机、具有离合器盖的离合器、具有定子和转子的第一电机、第二电机、储能装置、以及减速机构，其中所述发动机通过离合器与减速机构相连，所述储能装置与第一电机和第二电机分别电连接，所述第二电机与减速机构相连，其中，所述发动机的飞轮通过离合器盖与第一电机的转子固定连接。
本发明提供的混合动力驱动系统结构简单，不仅可以通过离合器直接实现从发动机到减速机构的动力传递，而且通过离合器盖的巧妙设计，可以实现发动机与第一电机的联动，因此使得驱动系统的整体构造更加简化，而且在结构布置方面更加优化。同时，所述驱动系统可以根据其需求功率以及储能装置的储能情况来灵活控制其处于多种工作模式，并且可以使混合动力驱动系统很好地发挥自身的效能，在满足需求功率的同时实现对能量最大效率的利用，避免发动机处于怠速或低速运转的工况，从而达到提高燃油利用率、减少尾气排放的目的，最终实现整车的低排放、低油耗、以及高动能。本发明的附加特征以及相应的优点在下面的具体实施方式部分进行详细说明。
附图说明
图1为CN1118387C中公开的混合动力驱动系统的结构示意图；
图2为本发明提供的混合动力驱动系统的结构示意图；
图3为本发明一种实施方式的提供的混合动力驱动系统在纯电动工况下的能量传递路径图；
图4为本发明一种实施方式的提供的混合动力驱动系统在串联工况下的能量传递路径图；
图5为本发明一种实施方式的提供的混合动力驱动系统在并联工况下的能量传递路径图；
图6为本发明一种实施方式的提供的混合动力驱动系统在混联工况下的能量传递路径图；
图7为本发明一种实施方式的提供的混合动力驱动系统在三动力源工况下的能量传递路径图；以及
图8为本发明一种实施方式的提供的混合动力驱动系统在发动机工况下的能量传递路径图。
具体实施方式
下面，将结合附图，对本发明的具体实施方式进行详细描述。
如图2所示，本发明提供的混合动力驱动系统包括：具有飞轮101的发动机100、具有离合器盖201的离合器200、具有定子301和转子302的第一电机300、第二电机400、与第一电机300和第二电机400分别电连接的储能装置500、以及与第二电机400相连的减速机构600。
其中，所述发动机100可以为汽油机、柴油机或者甲醇、乙醇等其它燃料发动机等等。所述发动机100通过离合器200与减速机构600相连，从而在离合器200处于接合状态的情况下，当发动机100工作时，发动机100的飞轮101转动，发动机100的动力可以通过离合器200传递到减速机构600。所述发动机100的飞轮101通过离合器200的离合器盖201与第一电机300的转子302固定连接，所述固定连接可以通过本领域公知的各种连接方式实现，例如键连接、焊接、一体形成等等。因此当发动机100工作时，不论离合器200是否接合，第一电机300的转子302都将随发动机100的飞轮101一起转动，而当第一电机300的转子302转动时，同样也将带动发动机100的飞轮101随之一起转动。
所述第一电机300可以为AC交流电机、开关磁阻电机、直流永磁电机等等。根据电磁感应原理，所述第一电机300既可以发电机模式工作，也可以电动机模式工作。以发电机模式工作时，用于将机械能转化为电能。以电动机模式工作时，用于将电能转化为机械能。具体地说，当发动机100工作，发动机100的飞轮101带动第一电机300的转子302转动时，第一电机300以发电机模式工作，以将发动机100的动能转化为电能输出至储能装置500。当储能装置500向第一电机300供电时，第一电机300以电动机模式工作，以将电能转化为动能输出至发动机100，即通过第一电机300的转子302的转动，带动发动机100的飞轮101随之一起转动。
所述第二电机400可以为AC交流电机、开关磁阻电机、直流永磁电机等等。根据电磁感应原理，所述第二电机400既可以发电机模式工作，也可以电动机模式工作。以发电机模式工作时，用于将机械能转化为电能。以电动机模式工作时，用于将电能转化为机械能。具体地说，当由减速机构600传递来的动能传递至第二电机400时，第二电机400以发电机模式工作，以将减速机构600的动能转化为电能并输出至储能装置500。当储能装置500向第二电机400供电时，第二电机400以电动机模式工作，以将电能转化为动能输出至减速机构600。
所述储能装置500为可控的能量存储装置，例如可以是蓄电池组、燃料电池组等等。所述减速机构600可以为减速齿轮、变速器等等，并且如本领域技术人员所公知的，输送至减速机构600的动力可以通过联轴器、车轮驱动轴等最终传递到车辆车轮，以驱动车辆行驶。
优选情况下，本发明所提供的混合动力驱动系统还包括开关单元501，所述开关单元501用于控制储能装置500与第一电机300之间电连接的通断，例如可以将其置于储能装置500与第一电机300之间。在发动机100工作，发动机100的飞轮101带动第一电机300的转子302转动，使得第一电机300将机械能转化为电能，但此时储能装置500储能充足，无需充电的情况下，可以通过所述开关单元501断开储能装置500与第一电机300之间的电连接，这样由于第一电机300没有负载，处于空转状态，因此不向外输出电能。此时由于带动第一电机300空转的动能很小，所以可以忽略不计。
优选情况下，所述储能装置500具有外接充电接口502，通过该外接充电接口502可以直接使用外部电源对所述储能装置500进行充电，例如可以直接使用家用电源对其进行充电，因此大大提高了使用方便性。
优选情况下，本发明所提供的混合动力驱动系统还包括检测单元503，所述检测单元503与所述储能装置500电连接，用于检测所述储能装置500的储能状态，即用于检测所述储能装置500的荷电状态。例如可以根据需要设定：当所述检测单元503检测到所述储能装置500的荷电状态大于40％时，表示所述储能装置500储能充足；当所述检测单元503检测到所述储能装置500的荷电状态小于或等于40％但大于15％时，表示所述储能装置500处于储能不足状态；当所述检测单元503检测到所述储能装置500的荷电状态小于或等于15％时，表示所述储能装置500处于储能严重不足状态。
下面，对本发明提供的混合动力驱动系统的驱动方法进行详细说明。
本发明提供的混合动力驱动系统的驱动方法主要包括：根据所述驱动系统的需求功率以及储能装置的储能状态，控制所述驱动系统处于纯电动工况、串联工况、并联工况、混联工况、三动力源工况、或者发动机工况。
其中，1)纯电动工况
当车辆正常平稳行驶且储能装置500储能充足时，比如当驱动系统的需求功率小于或等于第二电机400的输出功率、同时储能装置500储能充足时，控制所述驱动系统处于纯电动工况。在纯电动工况下，只有第二电机400作为动力源驱动车辆行驶。
具体来说，此时，由于储能装置500电能充足，且由储能装置500输送到第二电机400的电能经过能量转化后输出的动能足以满足车辆行驶的要求，所以此时发动机100不工作。由于第一电机300的转子302与发动机100的飞轮101固定连接，因此第一电机300也处于不工作状态，同时离合器200处于分离状态。而储能装置500处于放电状态，以向第二电机400供电，第二电机400以电动机模式工作，以将由储能装置500输送的电能转化为动能并输出至减速机构600，最终动能被输送至车轮700，从而驱动车辆行驶。
纯电动工况下的能量传递路径如图3所示(其中箭头指向为能量传递方向)，首先电能从储能装置500传输至第二电机400，经过第二电机400的能量转化，电能被转化为动能，然后第二电机400输出的动能被传输至减速机构600，并最终传输至车轮700。
2)串联工况
当车辆正常平稳行驶但储能装置500处于储能不足状态时，比如当所述驱动系统的需求功率小于或等于第二电机400的输出功率、同时储能装置500储能不足时，控制所述驱动系统处于串联工况。在串联工况下，只有第二电机400作为动力源驱动车辆行驶。
具体来说，此时，由于储能装置500电能不足，需要及时充电，以保证继续行驶，所以启动发动机100，使发动机100的飞轮101带动第一电机300的转子302转动，以将发动机100的动能传递到第一电机300，使第一电机300以发电机模式工作，以将发动机100的动能转化为电能输出至储能装置500对其进行充电。此时由于由储能装置500输送到第二电机400的电能经过能量转化后输出的动能足以满足车辆行驶的要求，所以可以控制离合器200处于分离状态，因此发动机100的动能不会传递到减速机构600。此时只有储能装置500向第二电机400供电，使第二电机400以电动机模式工作，以将由储能装置500输送的电能转化为动能并输出至减速机构600，最终动能被输送至车轮700，从而驱动车辆行驶。
串联工况下的能量传递路径如图4所示(其中箭头指向为能量传递方向)，首先发动机100产生的动能经第一电机300转化为电能后传递至储能装置500，然后储能装置500中的电能经第二电机400转化为动能后传递至减速机构600，并最终传输至车轮700。
3)并联工况
当车辆处于爬坡或加速等行驶工况且储能装置500储能充足时，比如当驱动系统的需求功率大于第二电机400的输出功率且小于或等于第二电机400的输出功率与发动机的输出功率之和、同时储能装置500储能充足时，控制所述驱动系统处于并联工况。在并联工况下，发动机100和第二电机400同时作为动力源驱动车辆行驶。
具体来说，此时，由于第二电机400输出的动能无法满足车辆行驶要求，需要发动机100为其提供助力，所以启动发动机100，并使离合器200处于接合状态，从而可以通过离合器200将发动机100输出的动能传递到减速机构600。同时，电能充足的储能装置500处于放电状态，以向第二电机400供电，第二电机400以电动机模式工作，以将由储能装置500输送的电能转化为动能并输出至减速机构600。输送至减速机构600的动能最终将全部输送至车轮700，以驱动车辆行驶。此时，由于储能装置500电能充足，所以无需对其进行充电，但是此时发动机100处于工作状态，发动机100的飞轮101会带动第一电机300的转子302转动，使得第一电机300将机械能转化为电能进行输出，因此此时可以通过开关单元501断开储能装置500与第一电机300之间的电连接，这样由于第一电机300没有负载，处于空转状态，因此不会向外输出电能。此时带动第一电机300空转的动能很小，可以忽略不计。
并联工况下的能量传递路径如图5所示(其中箭头指向为能量传递方向)，一条能量传递路径为：发动机100产生的动能经离合器200传递至减速机构600，并最终传输至车轮700；另一条能量传递路径为：储能装置500中的电能经第二电机400转化为动能后传递至减速机构600，并最终传输至车轮700。
4)混联工况
当车辆处于爬坡或加速等行驶工况但储能装置500处于储能不足状态时，比如当驱动系统的需求功率大于第二电机400的输出功率且小于或等于第二电机400的输出功率与发动机的输出功率之和、同时储能装置500储能不足时，控制所述驱动系统处于混联工况。在混联工况下，发动机100和第二电机400同时作为动力源驱动车辆行驶。
具体来说，此时，一方面，由于第二电机400输出的动能无法满足车辆行驶要求，需要发动机100为其提供助力，所以启动发动机100，并使离合器200处于接合状态，从而可以通过离合器200将发动机100输出的动能传递到减速机构600。同时，由储能装置500向第二电机400供电，第二电机400以电动机模式工作，以将由储能装置500输送的电能转化为动能并输出至减速机构600。输送至减速机构600的动能最终将全部输送至车轮700，以驱动车辆行驶。另一方面，由于储能装置500电能不足，需要及时充电，以保证继续行驶，所以在发动机100处于工作状态的情况下，可以通过发动机100的飞轮101的转动来带动第一电机300的转子302转动，以将发动机100的动能传递到第一电机300，此时第一电机300以发电机模式工作，以将发动机100的动能转化为电能并输出至储能装置500以对其进行充电。
混联工况下的能量传递路径如图6所示(其中箭头指向为能量传递方向)，一条能量传递路径为：发动机100产生的部分动能经离合器200传递至减速机构600，并最终传输至车轮700；另一条能量传递路径为：发动机100产生的另一部分动能经第一电机300转化为电能后传递至储能装置500；再一条能量传递路径为：储能装置500中的电能经第二电机400转化为动能后传递至减速机构600，并最终传输至车轮700。
5)三动力源工况
当车辆处于极其恶劣的行驶工况时，比如当驱动系统的需求功率大于第二电机400的输出功率与发动机的输出功率之和时，控制所述驱动系统处于三动力源工况。在三动力源工况下，发动机100、第一电机300、以及第二电机400同时作为动力源驱动车辆行驶。
具体来说，此时，一方面，启动发动机100，使离合器200处于接合状态，以通过离合器200将发动机100自身产生的动能传递到减速机构600。另一方面，由储能装置500向第一电机300供电，第一电机300以电动机模式工作，以将储能装置500输送的电能转化为动能输出至发动机100，即通过第一电机300的转子302的转动，带动发动机100的飞轮101随之一起转动，由于此时离合器200处于接合状态，因此可以通过离合器200将由第一电机300传递来的动能输送到减速机构600。与此同时，储能装置500也向第二电机400供电，第二电机400以电动机模式工作，以将由储能装置500输送的电能转化为动能并输出至减速机构600。输送至减速机构600的动能最终将全部输送至车轮700，以驱动车辆行驶。
三动力源工况下的能量传递路径如图7所示(其中箭头指向为能量传递方向)，一条能量传递路径为：发动机100自身产生的动能经离合器200传递至减速机构600，并最终传输至车轮700；另一条能量传递路径为：储能装置500中的电能经第一电机300转化为动能后，再经发动机100的飞轮101和离合器200传递至减速机构600，并最终传输至车轮700；再一条能量传递路径为：储能装置500中的电能经第二电机400转化为动能后传递至减速机构600，并最终传输至车轮700。
6)发动机工况
当储能装置500处于储能严重不足状态且车辆处于较好的行驶工况时，比如当储能装置500储能严重不足时，已不足以驱动第二电机400、同时驱动系统的需求功率小于发动机的输出功率时，控制所述驱动系统处于发动机工况。在发动机工况下，仅由发动机100作为动力源驱动车辆行驶。
具体来说，此时，由于储能装置500的电能已经严重不足，已不足以驱动第二电机400，因此需要及时充电，以保证继续行驶。同时，发动机100产生的动能除了能够驱动车辆正常行驶之外还有富余，以带动第一电机300和第二电机400同时为储能装置500充电。于是在此情况下，启动发动机100，并使离合器200处于接合状态，以通过离合器200将发动机100产生的一部分动能传递到减速机构600。同时由于在发动机100处于工作状态的情况下，发动机100的飞轮101的转动可以带动第一电机300的转子302转动，因此可以将发动机100产生的另一部分动能传递到第一电机300，此时第一电机300以发电机模式工作，以将由发动机100传递的动能转化为电能并输出至储能装置500以对其进行充电。并且，此时传递到减速机构600的一部分动能被最终传递到车轮700以驱动车辆行驶，而另一部分动能则被传递至第二电机400，此时第二电机400以发电机模式工作，以将由减速机构600传递来的动能转化为电能并输出至储能装置500以对其进行充电。
发动机工况下的能量传递路径如图8所示(其中箭头指向为能量传递方向)，一条能量传递路径为：发动机100产生的部分动能经离合器200传递至减速机构600后，其中一部分最终传输至车轮700；另一条能量传递路径为：发动机100产生的部分动能经离合器200传递至减速机构600后，其中另一部分传输到第二电机400，经第二电机400转化为电能后传递至储能装置500；再一条能量传递路径为：发动机100产生的另一部分动能经第一电机300转化为电能后传递至储能装置500。
7)外接电源充电工况
由于所述储能装置500具有外接充电接口502，因此在车辆停止时可以通过该外接充电接口502直接使用外部电源，如家用电源对所述储能装置500进行充电，以提高使用方便性。此时，发动机100、第一电机300、以及第二电机400都不工作，离合器200处于分离状态。
此外，需要说明的是，当车辆制动时，发动机100的动能可以通过第一电机300和第二电机400回收，以使第一电机300和第二电机400均以发电机模式工作，从而为储能装置500充电。
本发明提供的混合动力驱动系统的驱动方法可以根据车辆的实际行驶工况，灵活控制驱动系统处于各种驱动模式，而且驱动系统以电机驱动为主，并使发动机工作在其最大效率区，从而可以实现节能环保的目的。

Claims (4)

1.一种混合动力驱动系统，所述驱动系统包括：具有飞轮（101）的发动机（100）、具有离合器盖（201）的离合器（200）、具有定子（301）和转子（302）的第一电机（300）、第二电机（400）、储能装置（500）、以及减速机构（600），其中所述发动机（100）通过离合器（200）与减速机构（600）相连，所述储能装置（500）与第一电机（300）和第二电机（400）分别电连接，所述第二电机（400）与减速机构（600）相连，其特征在于，所述发动机（100）的飞轮（101）通过离合器盖（201）与第一电机（300）的转子（302）固定连接，所述第一电机（300）的动能，经过所述发动机（100）的飞轮（101）和所述离合器（200），传递至所述减速机构（600），并最终传输至车轮（700）。
2.根据权利要求1所述的驱动系统，其中，所述驱动系统还包括用于控制储能装置（500）与第一电机（300）之间电连接的通断的开关单元（501）。
3.根据权利要求1或2所述的驱动系统，其中，所述储能装置（500）具有外接充电接（502），以使用外部电源对储能装置（500）进行充电。
4.根据权利要求1或2所述的驱动系统，其中，所述驱动系统还包括与所述储能装置（500）电连接的检测单元（503），用于检测所述储能装置（500）的储能状态。
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CN2008101265076A CN101612884B (zh) 2008-06-24 2008-06-24 一种混合动力驱动系统
US12/341,713 US8676414B2 (en) 2007-12-27 2008-12-22 Hybrid vehicle having multi-mode controller
US12/341,805 US8478466B2 (en) 2007-12-27 2008-12-22 Hybrid vehicle having multi-mode controller
US12/341,734 US7980340B2 (en) 2007-12-27 2008-12-22 Hybrid vehicle having power assembly arranged transversely in engine compartment
US12/341,796 US8028778B2 (en) 2007-12-27 2008-12-22 Hybrid vehicle having torsional coupling between engine assembly and motor-generator
US12/341,776 US8091659B2 (en) 2007-12-27 2008-12-22 Hybrid vehicle having engageable clutch assembly coupled between engine and traction motor
EP08871556.0A EP2225120B1 (en) 2007-12-27 2008-12-25 Hybrid vehicle having power assembly arranged transversely in engine compartment
PCT/CN2008/002071 WO2009092197A1 (en) 2007-12-27 2008-12-25 Hybrid vehicle having power assembly arranged transversely in engine compartment
PCT/CN2008/002069 WO2009092195A1 (en) 2007-12-27 2008-12-25 Hybrid vehicle having engagable clutch assembly coupled between engine and traction motor
EP08871359.9A EP2222493B1 (en) 2007-12-27 2008-12-25 Hybrid vehicle having engagable clutch assembly coupled between engine and traction motor
PCT/CN2008/002072 WO2009092198A1 (en) 2007-12-27 2008-12-25 Hybrid vehicle having torsional coupling between engine assembly and motor-generator
EP08871390.4A EP2222494B1 (en) 2007-12-27 2008-12-25 Hybrid vehicle having torsional coupling between engine assembly and motor-generator
EP08871292.2A EP2222492B1 (en) 2007-12-27 2008-12-25 Hybrid vehicle having power system with multi-mode power capability
PCT/CN2008/002070 WO2009092196A1 (en) 2007-12-27 2008-12-25 Hybrid vehicle having power system with multi-mode power capability
PCT/CN2008/002073 WO2009092199A1 (en) 2007-12-27 2008-12-25 Hybrid vehicle having multi-mode controller
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