EP1711362A1 - Enging unit for hybrid vehicles - Google Patents

Enging unit for hybrid vehicles

Info

Publication number
EP1711362A1
EP1711362A1 EP05704779A EP05704779A EP1711362A1 EP 1711362 A1 EP1711362 A1 EP 1711362A1 EP 05704779 A EP05704779 A EP 05704779A EP 05704779 A EP05704779 A EP 05704779A EP 1711362 A1 EP1711362 A1 EP 1711362A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
cassette
engines
frame
power 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.)
Withdrawn
Application number
EP05704779A
Other languages
German (de)
French (fr)
Inventor
Sven A. Jansson
Karl-Johan Edlund
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.)
Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Publication of EP1711362A1 publication Critical patent/EP1711362A1/en
Withdrawn legal-status Critical Current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
    • 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
    • B60K6/24—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 combustion engines
    • 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
    • B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
    • B60K5/08—Arrangement or mounting of internal-combustion or jet-propulsion units comprising more than one engine
    • 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
    • B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
    • B60K5/10—Arrangement or mounting of internal-combustion or jet-propulsion units providing for ready detachment of engine
    • 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
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B60L50/62—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles charged by low-power generators primarily intended to support the batteries, e.g. range extenders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/40—Problem solutions or means not otherwise provided for related to technical updates when adding new parts or software
    • 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
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • hybrid vehicles which are vehicles in which the primary energy derives from a combustion engine or from electric batteries; the wheels are driven by electric motors.
  • the use of electric motors will eliminate the emission of polluting exhaust gas as well as simplify the motor control of the wheels.
  • the electrical energy needed to charge the batteries will be taken from power stations where emission control is simpler and is practised in safer circumstances than in the case of conventional car engines.
  • the power needed in vehicles varies greatly and , for a considerable period, the effect may be relatively low.
  • Figure 1 are shown the variations in effect during a typical drive starting in town and continuing on main roads at a speed of 85 km/h. The average effect is as low as 20 kW, while the maximum effect at the start is approx. 120 kW.
  • Half- effect, approx. 50 kW, is needed when accelerating from road junctions or when driving up steep hills.
  • a consecutive load graph is shown in Figure 2, according to which the total effect , for example approx. 100 kW, could be distributed so that 40 kW would come from the combustion engine and the rest, or 60 kW, from the battery. However, during 85 % of the time only 10 kW would be needed.
  • FIG 3 is shown the efficiency level as a function of the load level of a combustion engine and in Figure 4 is shown the specific fuel consumption as a function of the load level.
  • a combustion has, according to the graphs, a low efficiency level 9 at a load level below 30%. It is also very difficult to achieve emission-free exhaust gasses in the lower load level ranges.
  • FIG. 6 An example of this kind of division is shown in Figure 6, in which there a two combustion engines with an maximum effect of 20 kW each, the remaining power need, approx. 26 kW, being supplied by electric batteries.
  • the combustion engines can be started up and run at optimal efficiency.
  • the battery charge can be monitored by a computer programme, which then gives "start” or “stop” impulses to the combustion engines.
  • the power division between the two engines is adjusted to allow each engine to operate within its maximum efficiency range.
  • the invention is of an engine unit for hybrid cars in which the combustion unit consists of two smaller engines, which are connected to a joint generator by means of automatic connections as the need arises.
  • a power unit in a hybrid vehicle could of course be used for this purpose if it was made to be easily exchangeable and connectable to a suitable transformer.
  • the invention proposes that the power unit should be built into a cassette which can be easily removed from the car and connected to the normal electrical circuit of the house.
  • the batteries too, should be housed in an easily removable cassette.
  • the cassettes would facilitate and maintenance of the batteries. Springs could be inserted between the reverse side of the batteries and the vehicle which would enable the cassettes to serve as shock absorbers and reduce the risk of personal injury.
  • Figure 7 shows a vertical projection of the cassette containing the power unit.
  • Figure 8 shows a horizontal projection of the cassette.
  • Figure 9 shows the power unit built into the front of the vehicle and the battery cassette in the rear of the vehicle.
  • Figure 10 shows a horizontal projection of a vehicle with cassettes as described above.
  • the invention also allows for the battery cassette to be located in the front of the vehicle and the power unit cassette in the rear.
  • Two combustion engines 1, 2 of the otto, diesel, wankel or gas turbine type are connected by couplings 3, 4 to a gear box 5.
  • the gear box 5 has a ratio of, for example, 1:2; an electric generator 6 is connected to it.
  • the generator has a capacity that corresponds to the joint effect of the two engines, but because it runs with approximately twice the number of revolutions of the two engines, it is possible to reduce its size and weight.
  • the engines 1 and 2 and the generator 6 with the gear 5 are mounted in a box or cassette 8, which is extractable and mounted in a frame 9 in the vehicle body.
  • the power unit can be pulled out of the vehicle and connected to the normal electric system of a house via a frequency converter and a transformer.
  • the vehicle can still be run on battery power, albeit with a restricted radius of action.
  • the rear section 9a of the vehicle frame 9 consists of strong girders 11, 12 and between these and the cassette box 8 are fixed springs 10, which absorb the energy of the impact in a head-on collision, thus reducing the risk of personal injury.
  • springs other flexible elements can of course be used, for example air and hydrauclic cylinders with pistons.
  • the batteries 13 are placed in a pull-out box 14, which runs in a frame 15, which has a strong girder 16 on the inside of the gable 15a.
  • the springs 17 or other flexible elements are placed between the battery box 14 and the frame 15 in order to absorb the energy of the impact if the vehicle is hit from behind.
  • the outer gables 18, 19 of the cassette boxes are made out of suitable elastic material and shaped to integrate into the profile of the vehicle.
  • the corner wings of the vehicle 20, 21 are shaped to fit into the profile of the vehicle and the cassette boxes. They need to be made out of some light material and also to be replaceable, since, in a collision, they will be deformed when the cassettes are squashed.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

A power unit in a hybrid vehicle consists of two combustion engines (1,2) which drive a generator (6) via automatic clutches (3,4) and a gear system (5) . The energy of the generator can be transmitted either to the wheel engines or to a battery unit according to choice. The power unit and the battery unit are housed in pull-out cassettes (8,14). The cassette (8) of the power unit can be used as a reserve energy source, so that the vehicle can be used for transport solely on battery power. The cassettes are placed each in its own frame (9,15) in the front and the rear of the vehicle. Springs (10,17) are inserted between the cassettes (8,14) and the frames (9,15), in order to absorb the energy of the impact in a collision.

Description

Engine Unit for Hybrid Vehicles
Technical Status .
In order to reduce emission from motor vehicles, proposals of so- called hybrid vehicles have been made, which are vehicles in which the primary energy derives from a combustion engine or from electric batteries; the wheels are driven by electric motors. The use of electric motors will eliminate the emission of polluting exhaust gas as well as simplify the motor control of the wheels. The electrical energy needed to charge the batteries will be taken from power stations where emission control is simpler and is practised in safer circumstances than in the case of conventional car engines.
However, if we want to have radiuses of action which are of practical use, our present battery types involve equipment which is very heavy and bulky. In hybrid vehicles, on the other hand, smaller batteries can be used if part of the effect is taken from a combustion engine. The problem is that a combustion engine has a fairly limited working range within which it can function economically and maintain a high level of emission control. Thus, if a small battery is selected, the combustion engine unit will be large and, as a consequence, may not run at full power and at a high degree of efficiency for long periods, which will result in a high emission level.
Background of Invention .
Typically, the power needed in vehicles varies greatly and , for a considerable period, the effect may be relatively low. In Figure 1 are shown the variations in effect during a typical drive starting in town and continuing on main roads at a speed of 85 km/h. The average effect is as low as 20 kW, while the maximum effect at the start is approx. 120 kW. Half- effect, approx. 50 kW, is needed when accelerating from road junctions or when driving up steep hills. A consecutive load graph is shown in Figure 2, according to which the total effect , for example approx. 100 kW, could be distributed so that 40 kW would come from the combustion engine and the rest, or 60 kW, from the battery. However, during 85 % of the time only 10 kW would be needed. In Figure 3 is shown the efficiency level as a function of the load level of a combustion engine and in Figure 4 is shown the specific fuel consumption as a function of the load level. A combustion has, according to the graphs, a low efficiency level 9 at a load level below 30%. It is also very difficult to achieve emission-free exhaust gasses in the lower load level ranges. In Figure 5 are shown the test results from a private car with an engine that produces 40 kW at 4000 r/m. This shows that the total effect of 66 kW (100%) is needed to reach the speed of v = 175 km/h, while for speeds between 50 and 100 km/h only 5-15 kW are needed. The engine's optimal efficiency level, 9 = 38%, is at 32 kW (50 %) , while at 50 km/h the efficiency level 9 = 20%.
For this reason, it seems appropriate to divide the power need between several units, which, when switched on, can take on a higher load level and, consequently, run more economically as well as emit cleaner exhaust. This method has already been used for a considerable period in ships, especially passenger steamers, where the power need may fluctuate widely.
An example of this kind of division is shown in Figure 6, in which there a two combustion engines with an maximum effect of 20 kW each, the remaining power need, approx. 26 kW, being supplied by electric batteries. The two combustion engines work at maximum efficiency, 9 = 38%, at approx. 10 kW.
Optimally efficient driving is this achieved by starting with battery operation at 26 kW, equivalent to v = approx. 125 km/h, after which a combustion engine is switched on at 36 kW (v = 140 km/h) and after that the second engine at 46 kW (v = 155 km/) .
Likewise, in case of insufficient battery capacity, the combustion engines can be started up and run at optimal efficiency. The battery charge can be monitored by a computer programme, which then gives "start" or "stop" impulses to the combustion engines. The power division between the two engines is adjusted to allow each engine to operate within its maximum efficiency range.
The invention is of an engine unit for hybrid cars in which the combustion unit consists of two smaller engines, which are connected to a joint generator by means of automatic connections as the need arises.
Since a large number of electrical household gadgets and other machines are now in common use in houses and flats, the sensitivity to power cuts has increased especially in the countryside. There is therefore a need for electric reserve power generators. A power unit in a hybrid vehicle could of course be used for this purpose if it was made to be easily exchangeable and connectable to a suitable transformer.
The invention proposes that the power unit should be built into a cassette which can be easily removed from the car and connected to the normal electrical circuit of the house. The batteries, too, should be housed in an easily removable cassette. The cassettes would facilitate and maintenance of the batteries. Springs could be inserted between the reverse side of the batteries and the vehicle which would enable the cassettes to serve as shock absorbers and reduce the risk of personal injury.
Description of Invention.
In the description of the invention reference will be made to the following figures: Figure 7 shows a vertical projection of the cassette containing the power unit.
Figure 8 shows a horizontal projection of the cassette.
Figure 9 shows the power unit built into the front of the vehicle and the battery cassette in the rear of the vehicle.
Figure 10 shows a horizontal projection of a vehicle with cassettes as described above.
We take it as understood that the invention also allows for the battery cassette to be located in the front of the vehicle and the power unit cassette in the rear.
Two combustion engines 1, 2 of the otto, diesel, wankel or gas turbine type are connected by couplings 3, 4 to a gear box 5. The gear box 5 has a ratio of, for example, 1:2; an electric generator 6 is connected to it. The generator has a capacity that corresponds to the joint effect of the two engines, but because it runs with approximately twice the number of revolutions of the two engines, it is possible to reduce its size and weight.
The engines 1 and 2 and the generator 6 with the gear 5 are mounted in a box or cassette 8, which is extractable and mounted in a frame 9 in the vehicle body. When extra electrical effect is needed, the power unit can be pulled out of the vehicle and connected to the normal electric system of a house via a frequency converter and a transformer. The vehicle can still be run on battery power, albeit with a restricted radius of action.
The rear section 9a of the vehicle frame 9 consists of strong girders 11, 12 and between these and the cassette box 8 are fixed springs 10, which absorb the energy of the impact in a head-on collision, thus reducing the risk of personal injury. In stead of springs, other flexible elements can of course be used, for example air and hydrauclic cylinders with pistons. The batteries 13 are placed in a pull-out box 14, which runs in a frame 15, which has a strong girder 16 on the inside of the gable 15a. The springs 17 or other flexible elements are placed between the battery box 14 and the frame 15 in order to absorb the energy of the impact if the vehicle is hit from behind. The outer gables 18, 19 of the cassette boxes are made out of suitable elastic material and shaped to integrate into the profile of the vehicle. The corner wings of the vehicle 20, 21 are shaped to fit into the profile of the vehicle and the cassette boxes. They need to be made out of some light material and also to be replaceable, since, in a collision, they will be deformed when the cassettes are squashed.

Claims

Claims.
1. A power unit in hybrid vehicles with a combustion engine-driven electric generator, to which are connected an electric generator (6) via automatic clutches (3,4), a gear system (5) and one or several combustion engines (1,2), is characterised by the engines, with their automatic clutches, being housed together in a pullout cassette (8) resting in a frame (9) in the vehicle, so that the electrical energy from the cassette can be distributed through cables either to electric wheel motors or to accumulator batteries (13) in the vehicle. The cassette unit (8), when pulled out, can also be used as a reserve energy source outside the vehicle. The vehicle's wheel engines can also be driven by electrical energy from the accumulator batteries (13), which are also housed together in a separate pull-out cassette placed in a second frame (15) in the vehicle.
2. A power unit according to Claim 1 is characterised by springs (10) being inserted between the cassette (8) for the motor unit and the frame (9). Likewise springs (17) are inserted between the cassette (14) for batteries (13) and the frame (15), in order to absorb and soften the impact of a collision.
3. A power unit according to Claim 1 is characterised by the primary engines being started and stopped by steering impulses according to a computer programme in situations when more effect is needed than a certain proportion of the battery capacity. The effect from the primary engines is distributed in such a way that they are, in the first instance, able to work within 50 +/- 20 of their nominal effect.
EP05704779A 2004-02-06 2005-02-02 Enging unit for hybrid vehicles Withdrawn EP1711362A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE0400244A SE527153C2 (en) 2004-02-06 2004-02-06 Engine assemblies for hybrid vehicles
PCT/SE2005/000116 WO2005075235A1 (en) 2004-02-06 2005-02-02 Enging unit for hybrid vehicles

Publications (1)

Publication Number Publication Date
EP1711362A1 true EP1711362A1 (en) 2006-10-18

Family

ID=31885243

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05704779A Withdrawn EP1711362A1 (en) 2004-02-06 2005-02-02 Enging unit for hybrid vehicles

Country Status (3)

Country Link
EP (1) EP1711362A1 (en)
SE (1) SE527153C2 (en)
WO (1) WO2005075235A1 (en)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB0621306D0 (en) * 2006-10-26 2006-12-06 Wrightbus Ltd A hybrid electric vehicle
DE102007054571A1 (en) * 2007-11-15 2009-05-20 Daimler Ag Carrying device for a fuel cell system and vehicle with such a support device
CN103640556A (en) * 2008-10-15 2014-03-19 格特拉克·福特传动系统有限公司 Vehicle having drive train
IT1391446B1 (en) * 2008-12-09 2011-12-23 C R D Ct Ricerche Ducati Trento S R L METHOD AND EQUIPMENT FOR THE CONTROL OF A HYBRID-SERIES ELECTRIC VEHICLE.
AT511552B1 (en) 2011-05-30 2015-02-15 Avl List Gmbh GENERATOR FOR A MOTOR VEHICLE

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4427322C2 (en) * 1994-08-02 2000-07-27 Wolfgang Hill Electricity generation unit for series hybrid vehicles and combined heat and power plants
JP3391682B2 (en) * 1998-01-29 2003-03-31 日産ディーゼル工業株式会社 Auxiliary equipment unit
US6306056B1 (en) * 1999-12-17 2001-10-23 Daimlerchrysler Corporation Dual engine hybrid electric vehicle
US20010052433A1 (en) * 2000-04-14 2001-12-20 Harris Donald B. Hybrid power supply module
US6722458B2 (en) * 2001-08-27 2004-04-20 Fev Motorentechnik Gmbh Multi-engine drive system for a vehicle

Non-Patent Citations (1)

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Title
See references of WO2005075235A1 *

Also Published As

Publication number Publication date
SE527153C2 (en) 2006-01-10
SE0400244D0 (en) 2004-02-06
SE0400244L (en) 2005-08-07
WO2005075235A1 (en) 2005-08-18

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