DE19851436A1 - Optimum power current generation system for motor vehicle has first and second generators with first generator connected to engine drive shaft and controllable clutch between generators - Google Patents
Optimum power current generation system for motor vehicle has first and second generators with first generator connected to engine drive shaft and controllable clutch between generatorsInfo
- Publication number
- DE19851436A1 DE19851436A1 DE19851436A DE19851436A DE19851436A1 DE 19851436 A1 DE19851436 A1 DE 19851436A1 DE 19851436 A DE19851436 A DE 19851436A DE 19851436 A DE19851436 A DE 19851436A DE 19851436 A1 DE19851436 A1 DE 19851436A1
- Authority
- DE
- Germany
- Prior art keywords
- generator
- generators
- clutch
- control unit
- evaluation
- 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.)
- Withdrawn
Links
Classifications
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
- H02J7/1423—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle with multiple batteries
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
- H02J2310/40—The network being an on-board power network, i.e. within a vehicle
- H02J2310/46—The network being an on-board power network, i.e. within a vehicle for ICE-powered road vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
Die Erfindung betrifft ein Verfahren und eine Vorrichtung zur energieoptimierten Stromerzeugung in Kraftfahrzeugen.The invention relates to a method and a device for energy-optimized Electricity generation in motor vehicles.
Insbesondere aus ökologischen Gründen werden vielfältige Anstrengungen zur Reduzierung des Kraftstoffverbrauchs in Kraftfahrzeugen unternommen. Beispiele hierfür sind Verbesserungen in der Aerodynamik und die Verwendung neuer leichterer Werkstoffe. Gleichzeitig nehmen jedoch die elektrischen Verbraucher in Kraftfahrzeugen stetig zu. Beispiele hierfür sind insbesondere elektrisch steuerbare Komfortfunktionen wie beispielsweise Sitzheizungen, Klimaanlagen, elektrisch verstellbare Fensterheber und Navigationsgeräte. Des weiteren nimmt die sicherheitsrelevante Sensorik und Regelung wie beispielsweise ABS, ADR und Airbags zu. Die elektrische Energie für all diese Komponenten muß durch den Generator erzeugt werden, der hierzu vom Motor angetrieben wird. Der Generator wird dabei unter Einhaltung von Sicherheitsmargen derart ausgelegt, daß dieser gegebenenfalls noch alle elektrischen Komponenten mit elektrischer Energie versorgen kann. Aufgrund dieser Tatsache ist es leicht ersichtlich, daß sich die Menge an bereitgestellter elektrischer Energie auf den Kraftstoffverbrauch niederschlägt. Im gleichen Maße wie andere kraftstoffverbrauchende Komponenten optimiert werden, nimmt der Einfluß der elektrischen Energieerzeugung zum Gesamtkraftstoffverbrauch zu.For ecological reasons in particular, various efforts are being made to reduce it of fuel consumption in motor vehicles. examples for this are Improvements in aerodynamics and the use of new, lighter materials. At the same time, however, the electrical consumers in motor vehicles are steadily increasing. Examples of this are in particular electrically controllable comfort functions such as For example, seat heaters, air conditioners, electrically adjustable windows and Navigation devices. Furthermore, the safety-relevant sensors and controls take how for example ABS, ADR and airbags too. The electrical energy for all of these components must be generated by the generator, which is driven by the engine. The Generator is designed in compliance with safety margins such that this If necessary, supply all electrical components with electrical energy can. Because of this, it is easy to see that the amount of provided electrical energy on fuel consumption. In the same He takes measurements of how other fuel-consuming components are optimized Influence of electrical energy generation on total fuel consumption.
Der Erfindung liegt daher das technische Problem zugrunde, ein Verfahren und eine Vorrichtung zur optimierten Stromerzeugung zu schaffen, mittels derer im Mittel der Kraftstoffverbrauch gesenkt werden kann.The invention is therefore based on the technical problem, a method and a To create device for optimized power generation, by means of which the average Fuel consumption can be reduced.
Die Lösung des Problems ergibt sich durch die Merkmale der Patentansprüche 1 und 6. Weitere vorteilhafte Ausgestaltungen der Erfindung ergeben sich aus den Unteransprüchen. Durch die Aufteilung eines großen Generators in zwei separate Generatoren, wobei der eine permanent mit dem Motor verbunden ist, wohingegen der andere nur bei Bedarf zugeschaltet und ansonsten mechanisch von der Antriebswelle des Motors entkoppelt ist, wird der Wirkungsgrad im Mittel spürbar verbessert, so daß der Kraftstoffverbrauch ebenfalls reduziert wird. Die Erhöhung des Wirkungsgrades liegt insbesondere darin, daß falls der zweite Generator nicht zugeschaltet wird, aufgrund der kleineren Auslegung des ersten Generators die statischen und dynamischen Verluste geringer sind, beispielsweise weil geringere Massen zu beschleunigen oder zu verzögern sind. Des weiteren kann auch die Kühlung für den ersten Generator geringer als für einen einzigen großen Generator ausgelegt werden, so daß in den Phasen ohne den zweiten Generator erheblich Energie eingespart werden kann.The solution to the problem results from the features of claims 1 and 6. Further advantageous embodiments of the invention result from the subclaims. By dividing a large generator into two separate generators, one of which is permanently connected to the engine, whereas the other is only required switched on and otherwise mechanically decoupled from the drive shaft of the motor, the efficiency is noticeably improved on average, so that fuel consumption too is reduced. The increase in efficiency is in particular that if the second generator is not switched on, due to the smaller design of the first The static and dynamic losses are lower, for example because lower masses have to be accelerated or decelerated. Furthermore, the Cooling for the first generator less than for a single large generator be designed so that in the phases without the second generator considerable energy can be saved.
Die Kupplung zwischen den Generatoren ist vorzugsweise als Magnetkupplung ausgebildet, da mittels dieser eine schnelle und zuverlässige elektrisch steuerbare mechanische und elektrische Verbindung herstellbar bzw. auftrennbar ist.The coupling between the generators is preferably designed as a magnetic coupling, because by means of this a fast and reliable electrically controllable mechanical and electrical connection can be established or separated.
Die Dimensierung des ersten Generators erfolgt derart, daß dieser eine notwendige Grundlast abdecken kann. Diese Grundlast beinhaltet dabei alle für den Betrieb des Kraftfahrzeuges notwendigen und alle sicherheitsrelevanten Komponenten. Da der Einspareffekt um so größer ist, desto weniger der zweite Generator zugeschaltet wird, wird die Grundlast vorzugsweise um den Energiebedarf für häufig frequentierte Komfortkomponenten wie beispielsweise Radio und Navigationsgeräte erweitert.The first generator is dimensioned such that it is a necessary one Can cover base load. This basic load includes all for the operation of the Motor vehicle necessary and all safety-related components. Since the The greater the savings effect, the less the second generator is switched on the base load preferably around the energy requirement for frequently frequented Comfort components such as radio and navigation devices expanded.
Die Erfindung wird nachfolgend anhand eines bevorzugten Ausführungsbeispiels näher erläutert. Die einzige Figur zeigt ein schematisches Blockschaltbild einer Vorrichtung zur energieoptimierten Stromerzeugung in Kraftfahrzeugen.The invention is explained in more detail below on the basis of a preferred exemplary embodiment explained. The single figure shows a schematic block diagram of a device for energy-optimized power generation in motor vehicles.
Die Vorrichtung 1 zur energieoptimierten Stromerzeugung in Kraftfahrzeugen umfaßt einen ersten Generator 2, der fest mit einer Antriebswelle 3 eines nicht dargestellten Motors verbunden ist, einen zweiten Generator 4, eine Kupplung 5 und eine Bewertungs- und Steuereinheit 6. Die zwischen dem ersten Generator 2 und dem zweiten Generator 4 angeordnete Kupplung 5 verbindet oder trennt die Antriebswelle 3 mechanisch mit dem zweiten Generator 4 und verbindet oder trennt die beiden Generatoren 2, 4 elektrisch. Gesteuert wird die Kupplung 5 durch die Bewertungs- und Steuereinheit 6, der hierzu als Eingangsgröße 7 eine elektrische Lastinformation des Kraftfahrzeuges zugeführt wird. Der erste Generator 2 wird dabei derart ausgelegt, daß dieser eine Grundfast aus für den Betrieb notwendigen Komponenten wie beispielsweise Kraftstoffversorgungspumpen, elektrische Zündunterstützung sowie sicherheitsrelevante Komponenten wie beispielsweise ABS abdeckt. Darüber hinaus sind auch stark frequentierte Komfortkomponenten berücksichtigt. Vereinfacht ausgedrückt ist der erste Generator 2 derart ausgelegt, daß dieser den maximal auftretenden Energiebedarf bei einer sommerlichen Tagesfahrt abdeckt. Alle anderen elektrischen Komponenten wie beispielsweise Beleuchtung und Heizung werden hingegen durch den zweiten Generator 4 abgedeckt. Die Summe der elektrischen Leistungen vom ersten und zweiten Generator 2, 4 entspricht dabei im wesentlichen der Leistung eines herkömmlichen Generators.The device 1 for energy-optimized power generation in motor vehicles comprises a first generator 2 , which is fixedly connected to a drive shaft 3 of a motor, not shown, a second generator 4 , a clutch 5 and an evaluation and control unit 6 . The clutch 5 arranged between the first generator 2 and the second generator 4 mechanically connects or disconnects the drive shaft 3 to the second generator 4 and electrically connects or disconnects the two generators 2 , 4 . The clutch 5 is controlled by the evaluation and control unit 6 , to which an electrical load information of the motor vehicle is fed as input variable 7 . The first generator 2 is designed in such a way that it covers a basic fast of components necessary for operation, such as fuel supply pumps, electrical ignition support and safety-relevant components such as ABS. High-traffic comfort components are also taken into account. Put simply, the first generator 2 is designed in such a way that it covers the maximum energy requirement that occurs during a summer day trip. All other electrical components such as lighting and heating, however, are covered by the second generator 4 . The sum of the electrical powers from the first and second generators 2 , 4 essentially corresponds to the power of a conventional generator.
Bei einer normalen Tagesfahrt benötigen die aktiven elektrischen Verbraucher ca. 7-10 Ampere, die vom ersten Generator 2 abgedeckt werden müssen. Solange keine zusätzlichen elektrischen Verbraucher zugeschaltet werden, bleibt die Kupplung 5 offen, d. h. der zweite Generator 4 ist mechanisch von der Antriebswelle 3 des Motors getrennt. Die vorzugsweise im Motorsteuergerät integrierte Bewertungs-Steuereinheit 6 erfaßt dann kontinuierlich den Lastzustand und schließt die Kupplung 5 schließlich, wenn der erste Generator 2 die benötigte Energie nicht mehr alleine decken kann, beispielsweise weil die Kraftfahrzeugbeleuchtung eingeschaltet wurde. Sinkt der Energiebedarf wieder, so öffnet die Bewertungs- und Steuereinheit 6 wieder die Kupplung 5. Dadurch läßt sich im Mittel erheblich Kraftstoff einsparen. So benötigt beispielsweise ein 120-Ampere-Generator zur Deckung einer Grundlast von ca. 10 A 0,18 Liter Kraftstoff, wohingegen ein separater Generator 2 von 10 A im Vollastbetrieb nur ca. 0,06 Liter Kraftstoff benötigt, so daß in den Phasen mit getrenntem zweiten Generator 4 ca. 0,12 Liter Kraftstoff pro 100 km eingespart werden können.On a normal day's journey, the active electrical consumers require approximately 7-10 amperes, which must be covered by the first generator 2 . As long as no additional electrical consumers are switched on, the clutch 5 remains open, ie the second generator 4 is mechanically separated from the drive shaft 3 of the motor. The evaluation control unit 6 , which is preferably integrated in the engine control unit, then continuously records the load state and finally closes the clutch 5 when the first generator 2 can no longer cover the required energy alone, for example because the motor vehicle lighting has been switched on. If the energy requirement drops again, the evaluation and control unit 6 opens the clutch 5 again . This means that fuel can be saved considerably on average. For example, a 120 ampere generator needs 0.18 liters of fuel to cover a base load of approx. 10 A, whereas a separate generator 2 of 10 A only requires approx. 0.06 liters of fuel at full load, so that in the phases with separate second generator 4 can save about 0.12 liters of fuel per 100 km.
Claims (7)
- a) kontinuierliches Erfassen des Lastzustandes (7) des ersten Generators (2) durch die Bewertungs- und Steuereinheit (6) bei geöffneter Kupplung,
- b) Schließen der Kupplung (5) durch die Bewertungs- und Steuereinheit, falls der Lastzustand (7) des ersten Generators (2) einen Schwellenwert überschreitet und
- c) erneutes Öffnen der Kupplung (5), falls der Lastzustand (7) beider Generatoren (2, 4) unter einem Schwellenwert liegt, der vom ersten Generator (2) alleine, gedeckt werden kann.
- a) continuous detection of the load state ( 7 ) of the first generator ( 2 ) by the evaluation and control unit ( 6 ) with the clutch open,
- b) the clutch ( 5 ) is closed by the evaluation and control unit if the load state ( 7 ) of the first generator ( 2 ) exceeds a threshold value and
- c) re-opening the clutch ( 5 ) if the load state ( 7 ) of both generators ( 2 , 4 ) is below a threshold value that can be covered by the first generator ( 2 ) alone.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19851436A DE19851436A1 (en) | 1998-11-09 | 1998-11-09 | Optimum power current generation system for motor vehicle has first and second generators with first generator connected to engine drive shaft and controllable clutch between generators |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19851436A DE19851436A1 (en) | 1998-11-09 | 1998-11-09 | Optimum power current generation system for motor vehicle has first and second generators with first generator connected to engine drive shaft and controllable clutch between generators |
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Publication Number | Publication Date |
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DE19851436A1 true DE19851436A1 (en) | 2000-05-11 |
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DE19851436A Withdrawn DE19851436A1 (en) | 1998-11-09 | 1998-11-09 | Optimum power current generation system for motor vehicle has first and second generators with first generator connected to engine drive shaft and controllable clutch between generators |
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Cited By (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10354103A1 (en) * | 2003-11-19 | 2005-06-23 | Bayerische Motoren Werke Ag | Method for optimized drive of secondary units in motor vehicles, uses drive management system to calculate drive/delay power trajectory |
DE102005042817B3 (en) * | 2005-09-09 | 2006-12-14 | Eads Deutschland Gmbh | Combined power supply and air conditioner operating method for vehicle, involves controlling speed of prime mover and providing control mechanisms to ensure that mechanisms bring required power with adjusted consumption-optimized speed |
AT509441A3 (en) * | 2010-02-08 | 2012-05-15 | Man Nutzfahrzeuge Oesterreich | CONTROL OF TWO GENERATORS OF A MOTOR VEHICLE CIRCUIT |
US8337352B2 (en) | 2010-06-22 | 2012-12-25 | Oshkosh Corporation | Electromechanical variable transmission |
US9114804B1 (en) | 2013-03-14 | 2015-08-25 | Oshkosh Defense, Llc | Vehicle drive and method with electromechanical variable transmission |
US9650032B2 (en) | 2015-02-17 | 2017-05-16 | Oshkosh Corporation | Multi-mode electromechanical variable transmission |
US9651120B2 (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 |
US10132236B2 (en) | 2012-06-15 | 2018-11-20 | Jaguar Land Rover Limited | Supercharger assembly |
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 |
CN111600439A (en) * | 2020-06-17 | 2020-08-28 | 福建省海润亿利电子科技有限公司 | Flywheel power generation and supply 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 |
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DE4108861A1 (en) * | 1991-03-19 | 1992-10-01 | Bosch Gmbh Robert | DEVICE FOR POWER SUPPLY IN A MOTOR VEHICLE WITH PARALLEL SWITCHED GENERATORS |
DE4230597C1 (en) * | 1992-09-12 | 1993-08-19 | Bayerische Motoren Werke Ag, 8000 Muenchen, De | Motor vehicle exhaust gas catalytic burner heating system - uses electrical heating current provided by generator driven by vehicle engine via switched coupling |
-
1998
- 1998-11-09 DE DE19851436A patent/DE19851436A1/en not_active Withdrawn
Patent Citations (2)
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DE4108861A1 (en) * | 1991-03-19 | 1992-10-01 | Bosch Gmbh Robert | DEVICE FOR POWER SUPPLY IN A MOTOR VEHICLE WITH PARALLEL SWITCHED GENERATORS |
DE4230597C1 (en) * | 1992-09-12 | 1993-08-19 | Bayerische Motoren Werke Ag, 8000 Muenchen, De | Motor vehicle exhaust gas catalytic burner heating system - uses electrical heating current provided by generator driven by vehicle engine via switched coupling |
Cited By (41)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10354103A1 (en) * | 2003-11-19 | 2005-06-23 | Bayerische Motoren Werke Ag | Method for optimized drive of secondary units in motor vehicles, uses drive management system to calculate drive/delay power trajectory |
DE10354103B4 (en) | 2003-11-19 | 2018-12-06 | Bayerische Motoren Werke Aktiengesellschaft | Method for the consumption-optimized control of a generator in a motor vehicle |
DE102005042817B3 (en) * | 2005-09-09 | 2006-12-14 | Eads Deutschland Gmbh | Combined power supply and air conditioner operating method for vehicle, involves controlling speed of prime mover and providing control mechanisms to ensure that mechanisms bring required power with adjusted consumption-optimized speed |
AT509441A3 (en) * | 2010-02-08 | 2012-05-15 | Man Nutzfahrzeuge Oesterreich | CONTROL OF TWO GENERATORS OF A MOTOR VEHICLE CIRCUIT |
AT509441B1 (en) * | 2010-02-08 | 2015-08-15 | MAN Truck & Bus Österreich AG | CONTROL OF TWO GENERATORS OF A MOTOR VEHICLE CIRCUIT |
US10029556B2 (en) | 2010-06-22 | 2018-07-24 | Oshkosh Defense, Llc | Electromechanical variable transmission |
US8337352B2 (en) | 2010-06-22 | 2012-12-25 | Oshkosh Corporation | Electromechanical variable transmission |
US8864613B2 (en) | 2010-06-22 | 2014-10-21 | Oshkosh Corporation | Electromechanical variable transmission |
US10843549B2 (en) | 2010-06-22 | 2020-11-24 | Oshkosh Defense, Llc | Electromechanical variable transmission |
US10457134B2 (en) | 2010-06-22 | 2019-10-29 | Oshkosh Defense, Llc | Electromechanical variable transmission |
US9428042B2 (en) | 2010-06-22 | 2016-08-30 | Oshkosh Defense, Llc | Electromechanical variable transmission |
US10132236B2 (en) | 2012-06-15 | 2018-11-20 | Jaguar Land Rover Limited | Supercharger assembly |
US10315643B2 (en) | 2013-03-14 | 2019-06-11 | Oshkosh Defense, Llc | Methods, systems, and vehicles with electromechanical variable transmission |
US9114804B1 (en) | 2013-03-14 | 2015-08-25 | Oshkosh Defense, Llc | Vehicle drive and method with electromechanical variable transmission |
US9821789B2 (en) | 2013-03-14 | 2017-11-21 | Oshkosh Defense, Llc | Vehicle drive and method with electromechanical variable transmission |
US11827207B2 (en) | 2013-03-14 | 2023-11-28 | Oshkosh Defense, Llc | Drive train for a vehicle |
US11440527B2 (en) | 2013-03-14 | 2022-09-13 | Oshkosh Defense, Llc | Methods and systems for vehicle drive |
US11299139B2 (en) | 2013-03-14 | 2022-04-12 | Oshkosh Defense, Llc | Drive train for a vehicle |
US9452750B2 (en) | 2013-03-14 | 2016-09-27 | Oshkosh Defense, Llc | Methods, systems, and vehicles with electromechanical variable transmission |
US11052899B2 (en) | 2013-03-14 | 2021-07-06 | Oshkosh Defense, Llc | Vehicle drive and method with electromechanical variable transmission |
US9376102B1 (en) | 2013-03-14 | 2016-06-28 | Oshkosh Defense, Llc | Vehicle drive and method with electromechanical variable transmission |
US10392000B2 (en) | 2013-03-14 | 2019-08-27 | Oshkosh Defense, Llc | Vehicle drive and method with electromechanical variable transmission |
US9132736B1 (en) | 2013-03-14 | 2015-09-15 | Oshkosh Defense, Llc | Methods, systems, and vehicles with electromechanical variable transmission |
US10982736B2 (en) | 2015-02-17 | 2021-04-20 | Oshkosh Corporation | Multi-mode electromechanical variable transmission |
US10584775B2 (en) | 2015-02-17 | 2020-03-10 | Oshkosh Corporation | Inline electromechanical variable transmission system |
US10989279B2 (en) | 2015-02-17 | 2021-04-27 | Oshkosh Corporation | Multi-mode electromechanical variable transmission |
US11701959B2 (en) | 2015-02-17 | 2023-07-18 | Oshkosh Corporation | Inline electromechanical variable transmission system |
US9656659B2 (en) | 2015-02-17 | 2017-05-23 | Oshkosh Corporation | Multi-mode electromechanical variable transmission |
US10935112B2 (en) | 2015-02-17 | 2021-03-02 | Oshkosh Corporation | Inline electromechanical variable transmission system |
US10967728B2 (en) | 2015-02-17 | 2021-04-06 | Oshkosh Corporation | Multi-mode electromechanical variable transmission |
US10974713B2 (en) | 2015-02-17 | 2021-04-13 | Oshkosh Corporation | Multi-mode electromechanical variable transmission |
US9908520B2 (en) | 2015-02-17 | 2018-03-06 | Oshkosh Corporation | Multi-mode electromechanical variable transmission |
US10578195B2 (en) | 2015-02-17 | 2020-03-03 | Oshkosh Corporation | Inline electromechanical variable transmission system |
US9651120B2 (en) | 2015-02-17 | 2017-05-16 | Oshkosh Corporation | Multi-mode electromechanical variable transmission |
US11009104B2 (en) | 2015-02-17 | 2021-05-18 | Oshkosh Corporation | Inline electromechanical variable transmission system |
US10160438B2 (en) | 2015-02-17 | 2018-12-25 | Oshkosh Corporation | Multi-mode electromechanical variable transmission |
US9650032B2 (en) | 2015-02-17 | 2017-05-16 | Oshkosh Corporation | Multi-mode electromechanical variable transmission |
US11007860B2 (en) | 2015-10-20 | 2021-05-18 | Oshkosh Corporation | Inline electromechanical variable transmission system |
US10421350B2 (en) | 2015-10-20 | 2019-09-24 | Oshkosh Corporation | Inline electromechanical variable transmission system |
CN111600439A (en) * | 2020-06-17 | 2020-08-28 | 福建省海润亿利电子科技有限公司 | Flywheel power generation and supply system |
CN111600439B (en) * | 2020-06-17 | 2023-09-19 | 福建省海润亿利电子科技有限公司 | Flywheel power generation and supply system |
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