EP0189420A1 - Equipement moteur, en particulier pour vehicules pour trafic de banlieue - Google Patents

Equipement moteur, en particulier pour vehicules pour trafic de banlieue

Info

Publication number
EP0189420A1
EP0189420A1 EP85901442A EP85901442A EP0189420A1 EP 0189420 A1 EP0189420 A1 EP 0189420A1 EP 85901442 A EP85901442 A EP 85901442A EP 85901442 A EP85901442 A EP 85901442A EP 0189420 A1 EP0189420 A1 EP 0189420A1
Authority
EP
European Patent Office
Prior art keywords
clutch
speed
flywheel
gear
drive unit
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
EP85901442A
Other languages
German (de)
English (en)
Inventor
Ernst Elsner
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.)
JM Voith GmbH
Original Assignee
JM Voith 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 JM Voith GmbH filed Critical JM Voith GmbH
Publication of EP0189420A1 publication Critical patent/EP0189420A1/fr
Ceased legal-status Critical Current

Links

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 ; 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
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/10—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel
    • B60K6/105—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel the accumulator being a flywheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • 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
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19014—Plural prime movers selectively coupled to common output
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19149—Gearing with fluid drive
    • Y10T74/19153—Condition responsive control

Definitions

  • the invention relates to a drive unit with the features that are specified in the preamble of claim 1.
  • a flywheel storage device is provided in particular. This can contribute to the acceleration of the vehicle in traction operation, whereby it is discharged, ie releases rotational energy.
  • the flywheel memory can be used to brake the vehicle, whereby it is charged, ie absorbs rotational energy
  • the drive unit is preferably provided for city buses, but also for local rail vehicles.
  • the invention is based on one of the drive units that have become known from document 1.
  • the embodiment designated with Bl in Figure 2 comes closest.
  • a hydrostatic transmission with a device for continuously adjusting the gear ratio is provided as a stepless speed converter. Each time the flywheel accumulator is charged or discharged, such a continuous adjustment of the gear ratio is necessary.
  • the respectively selected adjustment speed or the adjustment force (together with other factors) determines the amount of vehicle acceleration or deceleration.
  • the invention has for its object to provide a drive unit with the features of the preamble of the claim, which does not require a hydrostatic transmission. In particular, it should enable operation that is as wear-free and low-noise as possible. In addition, it should be designed in such a way that an existing, series-produced transmission can be used for the required gear shift transmission,
  • two hydrodynamic clutches are provided in another known drive unit (reference 3), namely a clutch and an unloading clutch.
  • the operating range and the size of the discharge clutch are kept relatively small by two measures.
  • the discharge process is only started above a certain minimum speed of the output shaft (approximately at 50% of the maximum speed of the output shaft).
  • the manual transmission there is a purely hydrodynamic transmission in which the torque transmission (in the entire speed range) always takes place via a torque converter.
  • the transfer from the Flywheel storage takes rotational energy successively via said discharge clutch and a hydrodynamic torque converter, the latter causing the majority of the necessary continuous conversion of the speed ratio between the flywheel storage and the output shaft and at the same time an increase in torque.
  • a further essential step in making the slip clutch provided according to the invention usable consists in the following:
  • the control device is designed in such a way that each time it changes to traction mode (or when changing to braking mode) ) by selecting a suitable transmission ratio, the speed of the first coupling half in the force flow direction is set to an amount that is greater than the speed of the other coupling half. This ensures that an unloading process can be initiated at any time within the speed range of the flywheel accumulator and also a charging process at any time.
  • FIG. 1 schematically shows a drive unit according to the invention.
  • FIG. 2 is a diagram belonging to FIG. 1, in which the speeds n of the essential aggregate parts are plotted against the driving speed v.
  • Figure 3 is a diagram with different flywheel speed curves.
  • an internal combustion engine 10 drives the input shaft 11 of a powershift transmission 12, for example a six-speed transmission, which has an output shaft 13.
  • a flywheel 14 is fastened to a shaft 15, with which a paddle wheel 21 is also one hydrodynamic clutch 20 is connected.
  • the other paddle wheel 22 is coupled to a pinion 17 via a shaft 16; this meshes with a gear 18 which is connected to the input shaft 11.
  • a shell 23 rotates with the first-mentioned paddle wheel 21.
  • a filling line 24, 24a opens into the coupling 20 for supplying a working fluid. This is removed from a liquid container 26 by means of a pump 25 and supplied via a quantity control valve 27.
  • the valve 27 can be adjusted by means of an electrical adjusting device 28, for example. It can be expediently designed as a flow divider valve, as shown symbolically; i.e. the liquid flow supplied via the line 24 partly reaches the coupling 20 via the line 24a, partly back into the container 26 via the line 24b, the quantity ratio between the partial flows being able to be set as desired.
  • the coupling shell 23 has several continuously open, throttled emptying openings (not shown in the drawing). As a result of this, a certain amount of working fluid can constantly escape from the interior of the coupling, either directly into the fluid container 26 or into a stationary coupling housing 20a. In this case, an emptying line 29 is connected to the housing 20a and opens into the liquid container 26.
  • the elements 24 to 29 serve to change the degree of filling of the hydrodynamic clutch 20. As is known, the degree of filling determines the torque transmitted at a certain speed ratio (slip).
  • a coupling similar to document 4 is preferably used. This known coupling can limit the coupling torque by automatic emptying via an additional emptying opening.
  • the shell 23 will be attached to the paddle wheel 21 which is coupled to the flywheel accumulator 14 via the shaft 15.
  • the engine 10 has a load controller 19 (for example on the injection pump in the case of a diesel engine).
  • a control center 30 is connected to the powershift transmission 12 via the control lines 31 to 36. As a result, the control center in the powershift transmission can engage one of the six gears or shift the powershift transmission into neutral.
  • Another control line 39 leads from the control center 30 to the load actuator 19 of the motor 10.
  • tachometers 41, 42 and 43 On the shafts 15, 16 and 13 there are tachometers 41, 42 and 43, of which one measuring line 46, 47 and 48 leads into the control center 30 .
  • an accelerator pedal 51 and with a brake pedal 52 the driver can enter the desired acceleration or deceleration into the control center via control lines 56 and 57, respectively.
  • a switch 53 is provided with which commands for charging the flywheel memory 14 can be commanded with the aid of the motor 10.
  • a controller 60 is used to set the torque transmitted by the clutch 20.
  • a line 46a is branched off from the measuring line 46 and connected to the input of a differentiating device 61. Its output provides a measuring signal which corresponds to the respective rotational acceleration or rotational deceleration of the flywheel memory 14. This measurement signal is fed as an actual value to controller 60 via line 46b. This actual value corresponds with high accuracy to the torque currently transmitted by the clutch 20.
  • the controller 60 compares this actual value with a target value which is supplied via the line 62, which is connected to the output of an OR gate 63.
  • Three lines 56a, 57a and 58a coming from the control center 30 are connected to its input side.
  • the control center 30 delivers via line 56a a setpoint value which corresponds to the acceleration request set on the accelerator pedal 51 and via line 57a another setpoint value which corresponds to the deceleration request set on the brake pedal 52.
  • the setpoint value finally supplied via line 58a is permanently set in the control center 30 and is only effective when the engine has ordered the flywheel memory to be charged. If controller 60 detects that the compared values (actual value and target value) differ from one another, then it causes a corresponding adjustment of the valve 27 via line 38 and thereby a change in the degree of clutch filling, so that the clutch torque adapts to the respectively set target value.
  • curve a shows the decrease in the flywheel speed when the vehicle is accelerating, for example between 0 and 40 km / h. Above this, the flywheel speed remains approximately constant, at its smallest possible value n.
  • Curve b shows the increase in the flywheel speed during a braking operation, for example in the driving speed range between 60 and about 10 km / h. Below this, the brakes are applied mechanically to a standstill, the flywheel speed maintaining at least approximately its maximum value n 2 .
  • the zigzag line c shows the course of the engine speed (speed of the input shaft 11) during an acceleration process, taking into account the different gear ratios in the gear 12.
  • the corresponding speeds of the shaft 16 are, for example, four times that Engine speeds, according to the gear ratio of the gears 18, 17 (high gear).
  • the speeds of the shaft 16 which occur during braking operation are represented by the zigzag line e.
  • the corresponding speed curve of the input shaft 11, reduced in the ratio of the ratio of the high gear 17, 18, is shown by the zigzag line f.
  • the flywheel accumulator 14 is generally charged by means of the engine 10 before starting the vehicle, triggered by the button 53 (FIG. 1).
  • the control center 30 keeps the powershift transmission 12 idling, controls the engine 10 at full load and supplies the controller 60 with a setpoint value via the lines 58a and 62.
  • the controller 60 triggers the partial filling of the clutch 20, so that the flywheel accumulator starts up.
  • the clutch slip decreases with increasing flywheel speed. So that the torque transmitted by the clutch remains at least approximately constant, the controller 60 gradually increases the degree of filling of the clutch.
  • the control center sets the engine 10 to idle and the setpoint in line 58a to zero, so that the controller 60 triggers the emptying of the clutch 20.
  • the command to start is supplied to the control center 30 by the accelerator pedal 51.
  • This causes the first gear in the transmission 12 to be switched on via the line 31 and, via the lines 56a and 62, transmits a desired value corresponding to the accelerator pedal position to the controller 60.
  • This again causes the clutch 20 and controls the increase in the degree of filling of the clutch depending on the amount of acceleration desired.
  • the speed of the shaft 16 is kept at the value which corresponds to the idling speed of the engine 10 until horizontal synchronization of the first gear of the manual transmission 12 is reached (horizontal lines d and c in FIG. 2). Deviating from this, however, these speeds can also increase during the synchronization of the first gear by increasing the degree of clutch filling.
  • the level of acceleration of the vehicle is further determined by the position of the accelerator pedal 51.
  • the controller 60 accordingly controls the increase in the degree of clutch filling.
  • the filling of the engine 10 is increased by the driver (or by the control center 30) only to the extent necessary, for example if an increased driving resistance makes this necessary makes.
  • the speeds of the shafts 11 and 16 now increase along the diagonals c- and d- assigned to the first gear.
  • the flywheel speed decreases, as already mentioned, along curve a. If the two speed values a and d have largely approximated each other, for example when the clutch 20 slips by only about 3% (minimum slip), the control center 30 commands the transmission 12 to be switched to second gear.
  • the speeds of the shafts 11 and 16 decrease along approximately vertical lines to the diagonal c 2 and r j of the second gear.
  • the controller 60 simultaneously controls a reduction in the degree of filling in the clutch 20 in such a way that the clutch torque, despite the sudden increase in slip, corresponds to the accelerator pedal position (ie the desired acceleration).
  • the speeds of the shafts 16 and 11 increase again as when operating in first gear.
  • the game described is repeated until finally the sixth gear is engaged, or until the flywheel speed has reached its lowest possible value n-. Under certain circumstances, the latter can happen even in a lower gear.
  • the control center 30 now controls the setpoint in line 56a to zero, so that the controller 60 empties the clutch 20. If acceleration is still commanded, the control center 30 increases the engine charge. Now the vehicle is accelerated solely by the engine 10 or kept at a constant driving speed. The flywheel speed remains approximately the same (apart from a speed reduction due to the usual slight losses). The speed of the shaft 16 now increases to values above the flywheel speed, along the diagonal d ⁇ of the sixth gear. Brakes
  • the control center forwards the amount of the desired deceleration set on the brake lever 52 as a setpoint to the controller 60 via lines 57a and 62.
  • the degree of filling of the clutch is again continuously increased by the controller 60.
  • the controller controls the increase in the degree of filling such that the rotational acceleration of the flywheel 14 generates the desired braking torque.
  • the sech ⁇ th gear the rotational speed of the shaft 16 takes along the Diagona ⁇ len from e ⁇ until the clutch slip again reaches the minimum value.
  • control device 30 switches the transmission 12 directly into fourth gear at the beginning of the braking process, so that the speed of the shaft 16 (diagonal e ⁇ ) is greater than the flywheel speed.
  • the engine 10 is started alone, in particular if - as already mentioned - the powershift transmission 12 has a starting gear member (converter, slip-capable clutch or the like).
  • an additional two-speed manual transmission 40 can be provided between the clutch 20 and the powershift transmission 12, which is controlled by the control center 30 via the lines 44 and 45.
  • the high gear gears 17, 18 which produce a ratio of, for example, 1: 4 between the shafts 11 and 16
  • the additional transmission 40 one gear (direct gear) can have the ratio 1: 1 and the other gear (overdrive) can have the ratio 1: 1.5, so that a total ratio of 1: 6 arises.
  • the same effect can also be achieved in that the high gear 17/18 and the two-speed gear 40 are combined to form a single gear (two-stage high gear).
  • the speed of the shaft 16 now changes along the zigzag line in the same way as in the example without the additional transmission.
  • the speed of the shaft 11 continues to decrease along the diagonal f .. Only when the clutch slip reaches the minimum value for the second time (at about 42 km / h) is the powershift transmission 12 switched from sixth gear to fifth gear; the auxiliary transmission 40 remains in overdrive. After that, the braking process is the same as in first example. It can be seen, however, that the speed of the shaft 11 now runs along a much lower zigzag line f (dash-dotted line).
  • these lower speeds are generally permissible for all conventional engines and, on the other hand, they are also more favorable for the powershift transmission 12 because fewer losses and noises are caused in it.
  • Another advantage is that an additional gear is available in the lower travel speed range both when unloading and when charging the storage 14 (not shown in FIG. 2).
  • the additional manual transmission 40 cannot be arranged between clutch 20 and high gear 17, 18, but between clutch 20 and flywheel 14.
  • the shafts 11 and 16 can be connected by an angular gear and are therefore not parallel to one another, but rather are arranged at a certain angle, or that the flywheel 14, the clutch 20 and the high-speed gear are coaxial to Arranges shaft 11.
  • FIG. 3 shows an important possibility for further developing the invention.
  • a number of different curves are shown there, which correspond to curve a in FIG. 2 and show the decrease in the flywheel speed n when the vehicle is accelerating. It is essential that all of these curves reach the minimum flywheel speed n - at a certain driving speed (eg 60 km / h), which is slightly below the maximum speed. Ie they all meet at a fixed end point, regardless of the starting point of the acceleration process.
  • This is achieved in that the control center 30 varies the setpoint, which it outputs in the line 56a, according to different functions with increasing driving speed v. The respective function is selected according to the starting point.
  • the prerequisite here is that the flywheel always works together with the engine when accelerating. If the flywheel rotation deceleration controlled in this way is too small to apply the vehicle acceleration commanded by the accelerator pedal 51, the control center 30 increases the filling of the engine 10 so that it generates the missing acceleration torque.
  • Such a regulation ensures that the flywheel can be used in all acceleration processes over almost the entire driving speed range; i.e. The engine and flywheel are loaded more evenly than in the example described first, in which the flywheel often reaches the minimum speed at about half the driving speed, so that the engine alone has to accelerate further.
  • the advantage of the regulation described is that a weaker motor can be used and that switching to sole motor operation takes place much less frequently and at a rather high driving speed. A possible switching shock is therefore less frequent and less uncomfortable.
  • FIG. 1 A further variant of FIG. 1 is the following arrangement: Between the flywheel 14 and the transmission input shaft 11, two mutually parallel drive trains are provided, which are coupled to one another in the area of the shaft 11 by a high-speed collective transmission, the one Speed ratio of, for example, 1: 1.5 (corresponding approximately to the step change of the manual transmission 12) between the two drive trains.
  • a hydrodynamic coupling with only a single working space and with such inclined blades is then provided in each drive train so that the full power can be transmitted via one coupling when charging the storage device and through the other coupling when the storage device is discharged.
  • it becomes superfluous for the high-speed transmission to have two shiftable gears (as in the case of the transmission 40 in FIG. 1). Instead, simply by emptying one and simultaneously filling the other clutch, you can switch from direct gear to overdrive (or vice versa).

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement Of Transmissions (AREA)
  • Control Of Transmission Device (AREA)

Abstract

Cet équipement comprend un moteur et une transmission à plusieurs vitesses dont l'arbre d'entrée est relié à un volant par l'intermédiaire d'une transmission centrale et d'un embrayage hydrodynamique. En traction, l'énergie motrice est transmise du volant à l'arbre de sortie et pendant le freinage, l'énergie est récupérée par le volant. Une commande actionne le changement de vitesse, lorsque la limite de patinage de l'embrayage est approchée. De plus, la commande agit sur la transmission en fonction de l'ordre "traction" ou "freinage" de telle façon que le nombre de tours de la première partie amont de l'accouplement est supérieur au nombre de tours de la seconde partie aval de l'accouplement.
EP85901442A 1984-05-29 1985-04-02 Equipement moteur, en particulier pour vehicules pour trafic de banlieue Ceased EP0189420A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3419958 1984-05-29
DE19843419958 DE3419958A1 (de) 1984-05-29 1984-05-29 Antriebsaggregat, insbesondere fuer nahverkehrsfahrzeuge

Publications (1)

Publication Number Publication Date
EP0189420A1 true EP0189420A1 (fr) 1986-08-06

Family

ID=6237087

Family Applications (1)

Application Number Title Priority Date Filing Date
EP85901442A Ceased EP0189420A1 (fr) 1984-05-29 1985-04-02 Equipement moteur, en particulier pour vehicules pour trafic de banlieue

Country Status (5)

Country Link
US (1) US4680986A (fr)
EP (1) EP0189420A1 (fr)
JP (1) JPS61502249A (fr)
DE (1) DE3419958A1 (fr)
WO (1) WO1985005600A1 (fr)

Families Citing this family (36)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BR8500143A (pt) * 1985-01-11 1986-08-26 Oto Guimaraes Mourao Conversor de energia hidrocinetica progressiva
US5569110A (en) * 1991-10-10 1996-10-29 Warren; Walter S. Integrated hydro-mechanical automobile transmission
US5616091A (en) * 1991-10-10 1997-04-01 Warren; Walter S. Integrated hydro-mechanical multiple lockup transmission
DE19623847A1 (de) * 1995-06-16 1996-12-19 Aisin Aw Co Steuerungssystem für eine Fahrzeugantriebseinheit
US5815907A (en) * 1996-05-02 1998-10-06 Chrysler Corporation Method of forming a rim construction for a rotor
US5637939A (en) * 1996-05-02 1997-06-10 Chrysler Corporation Pocket attachment to rim
US5962941A (en) * 1996-05-02 1999-10-05 Chrysler Corporation Spoke shape for hub to rotor attachment
US5855055A (en) * 1996-05-02 1999-01-05 Chrysler Corporation Method for assembling a stator
US5811900A (en) * 1996-05-02 1998-09-22 Chrysler Corporation Segmented rim construction for a rotor
US5873560A (en) * 1996-05-02 1999-02-23 Chrysler Corporation Gimbal support system with uni-directional roll stiffness
US5884390A (en) * 1996-05-02 1999-03-23 Daimlerchrysler Corporation Assembly process of magnet onto a rotor
US5783883A (en) * 1996-05-02 1998-07-21 Chrysler Corporation Subcritical spoke for hub to rotor attachment
US5721459A (en) * 1996-05-02 1998-02-24 Chrysler Corporation Output voltage regulation using rotor growth
US6069424A (en) * 1996-05-02 2000-05-30 Chrysler Corporation Stator cooling
US5784927A (en) * 1996-05-02 1998-07-28 Rao; Gita P. Laminated balance bars for an energy storage apparatus
US5696414A (en) * 1996-05-02 1997-12-09 Chrysler Corporation Sliding spoke rotor to hub attachment
US5821650A (en) * 1996-05-02 1998-10-13 Chrysler Corporation Soft magnet for a rotor
US5845731A (en) * 1996-07-02 1998-12-08 Chrysler Corporation Hybrid motor vehicle
US6073712A (en) * 1997-01-23 2000-06-13 Chrysler Corporation Method of power output level control for a hybrid power train system
US5999864A (en) * 1997-04-23 1999-12-07 Chrysler Corporation Method of power management for a hybrid powertrain system
US6554088B2 (en) 1998-09-14 2003-04-29 Paice Corporation Hybrid vehicles
US6338391B1 (en) 1999-03-01 2002-01-15 Paice Corporation Hybrid vehicles incorporating turbochargers
US6209672B1 (en) 1998-09-14 2001-04-03 Paice Corporation Hybrid vehicle
US20020082138A1 (en) * 2000-12-22 2002-06-27 Cannon Howard N. Operator interface system
US7416039B1 (en) 2002-09-20 2008-08-26 Anderson Donald C Regenerative self propelled vehicles
US8708081B1 (en) * 2005-05-27 2014-04-29 Kevin Williams Continuously variable transmission coupled flywheel for energy recycling and cyclic load systems
US20070163828A1 (en) * 2006-01-13 2007-07-19 Carl Manganaro Flywheel drive system for a motor vehicle and method therefor
EP2581251B1 (fr) * 2011-10-11 2018-03-28 Dana Limited Dispositif et procédé pour synchroniser un volant avec le train d'entraînement
US9162560B2 (en) 2012-08-09 2015-10-20 Caterpillar Inc. Flywheel assembly for a powertrain
US9141095B2 (en) * 2012-08-09 2015-09-22 Caterpillar Inc. System and method for efficiently operating multiple flywheels
US9050968B2 (en) 2012-12-17 2015-06-09 Caterpillar Inc. Hybrid engine assembly and method
DE102014202892A1 (de) * 2014-02-18 2015-08-20 Bayerische Motoren Werke Aktiengesellschaft Energiespeichervorrichtung sowie ein Verfahren zum Betreiben derselben
DE102014114770A1 (de) * 2014-10-13 2016-04-14 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Hydraulikanordnung für einen Kraftfahrzeug-Antriebsstrang
DE102014114769A1 (de) * 2014-10-13 2016-04-14 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Kraftfahrzeug-Antriebsstrang
CN106996331A (zh) * 2016-01-22 2017-08-01 熵零技术逻辑工程院集团股份有限公司 一种能量调整方法
US10730394B2 (en) 2016-10-04 2020-08-04 Ford Global Technologies, Llc Electromechanical integrated machine for electrified vehicles

Family Cites Families (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE629771C (de) * 1933-10-20 1936-05-15 Hermann Foettinger Dr Ing Energiespeicher zum Anlassen und Bremsen sowie Aufrechterhalten eines Gleichfoermigkeitsgrades von Drehbewegungen
DE1064354B (de) * 1952-09-18 1959-08-27 Gyreacta Transmissions Ltd Triebwerk, insbesondere fuer Fahrzeuge
US2935899A (en) * 1953-09-24 1960-05-10 Daimler Benz Ag Driving device for vehicles
US3503281A (en) * 1966-03-08 1970-03-31 Voith Getriebe Kg Power transmitting plant with controllable fluid coupling
DE1600191C2 (de) * 1966-05-07 1975-03-20 Voith Getriebe Kg, 7920 Heidenheim Hydrodynamische Bremse für Fahrzeuge
US3665788A (en) * 1970-08-19 1972-05-30 Sundstrand Corp Hydromechanical storing transmission
DE2347661A1 (de) * 1972-09-22 1974-04-18 Nissan Motor Hybrides antriebssystem
US4171029A (en) * 1974-05-10 1979-10-16 U.S. Philips Corporation Vehicle propulsion system with inertial storage
DE2614476C2 (de) * 1976-04-03 1982-04-29 Voith Getriebe Kg, 7920 Heidenheim Hydrodynamische Kupplung
IL49201A (en) * 1976-03-12 1980-02-29 Scientific Res Foundation Vehicle drive system including a flywheel and selectable coupling means
US4342371A (en) * 1977-05-13 1982-08-03 Colt Industries Operating Corp Vehicular energy storing means and system
DE3013024C2 (de) * 1980-04-03 1984-05-24 J.M. Voith Gmbh, 7920 Heidenheim Hydrodynamisches Getriebe mit einer Einrichtung zum Rückgewinnen und Wieder-Nutzbarmachen von Bremsenenergie, insbesondere für Fahrzeuge
DE3015754C2 (de) * 1980-04-24 1983-08-18 Daimler-Benz Ag, 7000 Stuttgart Elektrischer Antrieb für netzversorgte Fahrzeuge, insbesondere für Omnibusse auf mit kürzeren Unterbrechungen versehenen Oberleitungsstrecken
SU1025536A1 (ru) * 1981-09-08 1983-06-30 Московское Ордена Ленина, Ордена Октябрьской Революции И Ордена Трудового Красного Знамени Высшее Техническое Училище Им. Н.Э.Баумана Комбинированна энергетическа установка дл транспортной машины
US4495836A (en) * 1982-06-14 1985-01-29 Max Cohen Automotive vehicle power drive system
FR2528769B1 (fr) * 1982-06-21 1988-07-29 Aerospatiale Ensemble motopropulseur pourvu d'un volant a inertie pour vehicule a roues
DE8234210U1 (de) * 1982-12-06 1984-02-09 Adam Opel AG, 6090 Rüsselsheim Kraftfahrzeug-hybridantriebsvorrichtung

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8505600A1 *

Also Published As

Publication number Publication date
WO1985005600A1 (fr) 1985-12-19
US4680986A (en) 1987-07-21
DE3419958A1 (de) 1985-12-05
JPS61502249A (ja) 1986-10-09
DE3419958C2 (fr) 1987-09-10

Similar Documents

Publication Publication Date Title
EP0189420A1 (fr) Equipement moteur, en particulier pour vehicules pour trafic de banlieue
DE2515048C3 (de) Antriebsanordnung mit Energiespeicher, insbesondere für Straßenfahrzeuge
DE60012658T2 (de) Hybridantrieb mit integriertem Motorgenerator
DE2933542C3 (de) Hybrid-Antrieb
EP0517705B1 (fr) Procede de changement de vitesse dans une transmission a variation discontinue de la vitesse
EP0282010B1 (fr) Dispositif d'entraînement consistant en un moteur à vitesse de rotation changeante, une transmission hydrostatique variable et un mécanisme de changement de vitesses
DE4010919A1 (de) Antriebseinrichtung eines fahrzeugs
DE2328112B2 (de) Regeleinrichtung fuer die brennstoffzufuhr und fuer das uebersetzungsverhaeltnis eines antriebes fuer kraftfahrzeuge
DE19909424A1 (de) Hybridgetriebe für Fahrzeuge
DE102004028101A1 (de) Kraftübertragungsvorrichtung für ein Hybridfahrzeug
DE3433495C2 (fr)
DE3204296A1 (de) Energiesparende automatische kraftuebertragung, insbesondere fuer kraftfahrzeuge
DE3144902A1 (de) "antriebsaggregat mit einem schaltgetriebe"
DE3221236A1 (de) Veraenderbares zahnradgetriebe
EP1015794A1 (fr) Boite de vitesse
DE3000968C2 (fr)
EP1020314B1 (fr) Ensemble de propulsion pour véhicule et procédé pour sa commande
DE3433494A1 (de) Fahr-antriebsvorrichtung fuer maschinen und fahrzeuge, bevorzugt fuer baufahrzeuge wie radlader
DE3425757A1 (de) Synchronisiertes mechanisch-hydrostatisches getriebe
DE102009001602A1 (de) Vorrichtung für einen Fahrzeugantriebsstrang mit einer Getriebeeinrichtung
DE3615516A1 (de) Stufenloses getriebe
DE3802515A1 (de) Verfahren zum steuern eines fahrzeugschaltgetriebes
DE60316785T2 (de) Antriebsstrang für kraftfahrzeug
DE3730340C2 (fr)
EP4093993A1 (fr) Stratégie de changement de vitesse pour boîte de vitesses

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 19851130

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE CH DE FR GB IT LI NL SE

17Q First examination report despatched

Effective date: 19871029

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN REFUSED

18R Application refused

Effective date: 19880929

RIN1 Information on inventor provided before grant (corrected)

Inventor name: ELSNER, ERNST