GB2517144A - A vehicle drive system - Google Patents

A vehicle drive system Download PDF

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Publication number
GB2517144A
GB2517144A GB1314189.0A GB201314189A GB2517144A GB 2517144 A GB2517144 A GB 2517144A GB 201314189 A GB201314189 A GB 201314189A GB 2517144 A GB2517144 A GB 2517144A
Authority
GB
United Kingdom
Prior art keywords
engine
drive system
vehicle drive
transmission
engines
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Withdrawn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
GB1314189.0A
Other versions
GB201314189D0 (en
Inventor
Timothy James Bowman
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.)
Ford Global Technologies LLC
Original Assignee
Ford Global Technologies LLC
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 Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to GB1314189.0A priority Critical patent/GB2517144A/en
Publication of GB201314189D0 publication Critical patent/GB201314189D0/en
Priority to CN201420436965.0U priority patent/CN204055291U/en
Publication of GB2517144A publication Critical patent/GB2517144A/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Withdrawn legal-status Critical Current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
    • B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
    • B60K5/04—Arrangement or mounting of internal-combustion or jet-propulsion units with the engine main axis, e.g. crankshaft axis, transversely to the longitudinal centre line of the vehicle
    • 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
    • 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
    • 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 ; 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 the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

A vehicle drive system 100 is provided which comprises a first engine 10, a second engine 20 and a transmission 30, the first and second engines being selectively connectable to the transmission. The first and second engines are longitudinally spaced apart with the transmission 30 provided between the first and second engines 10,20. The first engine 10 may be configured to be always on when the vehicle is in use and the second engine 20 may be configured to be on only when additional power is required. A motor such as an electric motor may be provided as an alternative to an internal combustion engine. Thus, the vehicle may be a hybrid. A transverse layout is typical and an auto-shift manual transmission, clutches 12, 22, accessory drive & flywheels 14, 24 may be provided. The invention provides more efficient operation than may be achieved with a single engine.

Description

I
A VEHICLE DRIVE SYSTEM
The present disclosure relates an engjne tuTangement and particularly hut not exclusively relates to an engine arrangement with two longitudinally spaced apart engines and a transmission therebetween,
Background
Variable displacement is a known technology to improve the fuel consumption of an internal combustion engine. Typically this involves disabling one or more cylinders of the internal combustion engine, which may he achieved by the disablement of the fuel injection equipment and valve-train for the disabled cylinders. This disablement reduces pumping work and therefore reduces fuel consumption. 1-lowever, the disabled cylinders still have pistons reciprocating within them with the consequence that the fuel consumption saving is riot as great as it could be.
The present disclosure seeks to address this issue.
Statements of Invention
According to a first aspect of the present disclosure there is provided a vehicle drive system comprising a first engine, a second engine and a transmission, the first and second engines being selectively connectable to the transmission, The first and second engines may be longitudinally spaced apart with the transmission provided between the first and second engines.
Thc first engine may be configured to be on, e.g. operational, when the vehicle is in use (e.g. being driven). The second engine may be configured to be on only when additional power is required. The second engine may he configured to he on shen the combined ftel efficiency of both the first and second engines operating together is greater than the fuel efficiency of the first engine operating alone. Both the first and second engines may then engage the transmission. The first engine may be always on when the vehicle is in use. although it maybe momentarily turned off when the vehicle is stationary, for example when waiting at traffic lights.
The maximum power output of the second engine may be greater than the maximum power output of the first engine.
The vehicle drive system may farther comprise an accessory drive. The accessory drive may be. coupled to the first engine. The accessory drive may drive one or more accessories, such as a waler pump, an (diesel) injection pump, a fael pump, an oil pump.
an alternator, a power-steering pump, an air conditioning pump or any other vehicle or engine accessory.
An output. shaft of the first engine and an output shaft of the second engine may be provided on a common axis. The output shaft of the first and/or second engine may comprise a crank shaft, e.g. in the case of an internal combustion engine. A main shaft of the transmission maybe coaxial with the output shafts of the first and/or second engines.
The vehicle drive system may further comprise a first clinch. The first clutch may be provided between the first engine and the transmission. The vehicle drive system may further comprise a second clutch. The second clutch may be provided between the second engine and the transmission.
The vehicle drive system may further comprise a first flywheel. The first flywheel may be associated with the first engine. The first flywheel may be provided between the first engine and the first clutch. The vehicle drive system may further comprise a second flywheel. The second flywheel may be associated with the second engine. The second flywheel may be provided between the second engine and the second cLutch.
The transmission may comprise a manual transmission, for example an auto-shift manual transmission, The first and/or second engine may comprise an internal combustLon engine.
Alternatively or additionally, the first and/or second engine may comprise a motor, e.g. an electric motor, hydraulic motor, pneumatic motor or any other source of motive power. For example, the first engine may comprise an internal combustion engine and the second engine may comprise an internal combustion engine, an electric motor, hydraulic motor, pneumatic motor or any other source of motive power. As such, the vehicle may be a hybrid vehicle with two different types of engine, e.g. an internal combustion engine and a motor.
According to a second aspect of the present disclosure there is provided a method of controlling a vehicle drive system, the vehicle drive system comprising a first engine, a second engine and a transmission, the first and second engines being selectively connectable to the transmission, wherein the first and second engines are longitudinally spaced apart with the transmission provided between the first and second engines, wherein the method comprises: operating the first engine when the vehicle is in use; and selectively activating and engaging the second engine. The second engine may be activated and engaged when additional power is required and/or when the combined fuel efficiency of both the first and second engines operating together is greater than the fuel efficiency of the first engine operating alone.
The method may further comprise determining when additional power is required.
According to a third aspect of the present disclosure there is provided a control system configured to carry out the above-mentioned method.
A vehicle may comprise the above-mentioned vehicle drive system and/or control system.
Brief Description of the Drawings
For a better understanding of the present disclosure, and to show more clearly how it ma.y be carried into effect, reference will now be made, by way of example, to the accompanying drawings, in which: Figures la and lb show vehicle drive systems according to examples of the present
disclosure;
Figure 2 shows a vehicle drive system according to a further exaniple of the present
disclosure; and
Figure 3 shows an example of a transmission which may form part of the vehicle drive
system of the present disclosure.
Detailed Description
With reference to Figures a, lb and 2, the present disclosure relates to a vehicle drive system 100 for providing motive power to a vehicle. The vehicle drive system 100 comprises a first engine 10, a second engine 20 and a transmission 30. The first and second engines 10, 20 are operatively connected to the transmission 30, e.g. such thai the lirsi and second engines may selectively engage the tranismission. As depicted, the first and second engines 10, 20 may be longitudinally spaced apart with the transmission 30 provided between the first and second engines. Output shafts of the first and second engines 10, 20 may he coaxial and the first and second engines may be spaced apart on the common axis. With the first and second engines 10, 20 provided either side of transmission, a more compact and simpler arrangement is provided.
As depicted in Figures Ia and lb. the vehicle drive system 100 further comprises a first clutch 12, which is associated with the first engine 10. The first clutch 12 selectively engages the first engine tO with the transmission 30. The first clutch 12 may be provided between the first engine 10 and the transmission 30. Similarly, the vehicle drive system 100 further comprises a second clutch 22. which is associated with the second engine 20. The second clutch 22 selectively engages the second engine 20 with the transmission. The second clutch 22 may he provided between the second engine 20 and the transmission 30.
Referring still to Figures Ia and 1 ft the vehicle drive system 100 may further comprise a first flywheel 14. The first flywheel 14 may be associated with the first engine 10.
The first flywheel 14 may be provided between the first engine 0 and the first clutch 12. The first flywheel 14 may form part of the first clutch 12. Likewise, the vehicle drive system 100 may further comprise a second flywheel 24. The second flywheel 24 may he associated with the second engine 20. The second. flywheel 24 may be proid.ed between the second engine 20 and the second clutch 22. The second flywheel 24 may form part of the second clutch 22.
The transmission 30 comprises a main shaft 32 and a secondary shaft 34, also known as a lay shaft. Although not shown, the transmission 30 may comprise one or more ffirther shafts with gears associated therewith. However, both the first and second engines 10, may be selectively coupled to the main shaft 32 of the transmission 30. Accordingly.
the first and second clutches 12, 14 are operatively connected to the transmission main shaft 32. Accordingly, the main shaft 32 of the transmission may be coaxial with the output shafts of the first and/or second engines 10, 20.
The secondary shaft 34 is laterally offset with respect to the main shaft 32. In other words, the secondary shaft 34 is not coaxial with the main shaft 32. One or more pairs of gears 36 may transmit rotational drive from the main shaft 32 to the secondary shaft 34. Although only one gear pair is shown, it will be appreciated that a plurality of gear pairs with differing gear ratios may be provided and that a particular gear pair may be selectively engaged so as to change the gear ratio of the transmission. Accordingly, the transmission 30 may comprise a transmission, such as a manual transmission, an auto-shift manual transmission, a power-shift transmission or any other transmission. An example of a suitable transmission is shown in Figure 3.
The secondary shaft 34 may in turn transmit rotational drive to a differential 40, which then transmits rotational drive to wheels 50.
With reference to Figure 2, the vehicle drive system 1 00 may comprise a.n accessory drive 60. lhe accessory drive 60 may he coupled to the first engine 10. The accessory drive 60 may drive one or more accessories 62, such as a water pump, an (diesel) a injection pump, a fuel pump. an oil pump, an alternator, a power-steering pump, an air conditioning pump or any other vehicle or engine accessory.
The first and/or second engines 10. 20 may coniprise an internal combustion engine. As such, the output shaft of the first and/or second engine may comprise a crank shaft. By way of example, the first andlor second engines 10,20 may comprise a two-stroke engine, a four-stroke engine, a rotary engine (e.g. Wankel engine) or any other type of internal combustion engine.
in the case of the first and/or second engine 10,20 comprising an internal combustion engine, the first and/or second engine may comprise any number of cylinders with reciprocating pistons therein.As depicted in Figure Ia, each engine may comprise three cylinders and as depicted in Figure Ib, each engine may comprise two cylinders.
However, it will be appreciated that each engine may comprise any number of cylinders and in particular, each engine does not need to comprise the same number of cylinders.
For example, the second engine 20 may comprise ntore cylinders than the first engine 10. in a particular arrangement, as depicted in Figure 2, the first engine 10 may comprise a single cylinder and the second engine 20 may comprise three cylinders.
Accordingly or otherwise, the maximum power output of the second engine 20 may be greater than the maximum power output of the first engine 10.
As mentioned above, the first and/or second engines 10, 20 may comprise an internal combustion engine. However, alternatively or additionally, the first and/or second engine 10, 20 may comprise a motor, e.g. an electric motor, hydraulic motor, pneumatic motor or any other source of motive power. For example, the first engine 1 0 may comprise an internal combustion engine and the second engine 20 may comprise an internal combustion engine, an electric motor, hydraulic motor, pneumatic motor or any other source of motive power. As such, the vehicle may be a hybrid vehicle with two different types of engine, e.g. an internal combustion engine and a motor.
The first engine 10 may he configured to be always on, e.g. with the pistons reciprocating in their respective cylinders, when the vehicle is in use, Since the first engine may be on at all times when the vehicle is in use, the first engine 10 may therelore power the accessory drive 60 and the one or more accessories 62, However, it will be appreciated that the first engine 10 may be momentarily turned off when the vehicle is stationary, for example when waiting at traffic lights, and in this case the accessory drive may be powered by some other means.
In contrast to the first engine 10, the second engine 20 may be configured to be on only when additional power is required and/or when the combined fuel efficiency of both engines operating together is more favourable than first engine 10 alone. Thus, when operating at a lower power requirement or when it is more efficient for only the first engine to operate, only the first engine 10 may be engaged with the transmission 30 via the first clutch 12 and the second engine 20 may be disengaged from the transmission by the second clutch 22. When the power required by the vehicle increases beyond a particular threshold (e.g. beyond what the first engine 10 can provide alone or efficiently), the second engine 20 may then be engaged with the transmission 30 via the second clutch 22. Both the first and second engines 10, 20 may then engage the transmission 30 and thereby drive the vehicle.
In the case of a hybrid vehicle, the first engine 10 may be used to charge an energy accumulator via the transmission 30. Accordingly, the second engine 20 may be configured to convert rotational energy via the transmission 30 into any other form of energy that may then be stored. The second engine 20 may also be configured to convert the stored energy back into rotational energy and transmit said energy to the transmission 30. As such, the second engine 20 may comprise a hydraulic pump-motor, a compressor-turbine, an electric motor-generator or any other device suitable for converting one form of energy into or from rotational energy. The energy accumulator may store electrical, mechanical. chemical or fluidic energy. As such, the accumulator may comprise a battery, a flywheel, a fluid reservoir or any other storagc means.
With the above-mentioned hybrid an-angement, the first engine 10 may produce more power than is required to maintain the road-load output requirement for the prevailing vehicle operation. Thus, the second engine 20 may he engaged with the transmission 30 when the first engine 10 produces more power than is required by the vehicle with the surplus power being sent to the second engine 20 for conversion and then storage in the accumulator. The second engine 20 may also he engaged with the transmission 30 when the first engine produces less power than is required by the vehicle with the Further power required provided by the second engine 20 and the accumulator. In either case, the first engine 10 may operate at or close to an optimal operating point, which minimises fuel consumption.
The second engine 20 may he off (e.g. with a substantially stationary output shaft) or the second engine may be idling (e.g. with the output shaft lurning at an idle speed) before it is engaged with the transmission 30. An onboard controller may anticipate when the second engine may be required and the controller may start the second engine before the second engine is actually required. The second engine 20 may be started by a starter motor. Alternatively, the second engine 20 may be started by the second clutch 22 engaging the transmission 30 and thereby transmitting a torque to the second engine.
When only the first engine is engaged with the transmission, only the first clutch may need to be disengaged when changing gears of the transmission, since the second clutch may already be disengaged. However, when both the first and second engines are engaged with the transmission, both the first and second engines may he disengaged from the transmission by the first and second clutches respectively, when changing gears of the transmission.
Each of the first and second engines may be optimised for the particular operating range envisaged for each engine. For example, the first engine may bc optimised for operating at a low power output and the second engine may be optimised for operating at a high power output. Each engine may therefore operate closer to an optimal operating point, thereby maxiniising ftiel efficiency. In addition, the second eugine pistons may not reciprocate when the second engine is not required, and in contrast to a variable displacement engine, friction losses are reduced and the fuel efficiency is further improved.
The present disclosure may also relate to a method of controlling a vehicle drive system.
The method may for example comprise operating the first engine when the vehicle is in usc; and selectively activating and engaging the second engine when additional power is required. The method may further comprise determining when additional power is required and engaging the second engine accordingly. A control system configured to carry out the above-mentioned method may also be provided.

Claims (21)

  1. Claims 1. A vehicle drive system comprising a first engine, a second engine and a transmission, the first and second engines being selectively connectable to the transmission, wherein the first and second engines are [onghudinally spaced apart with the transmission provided between the first and second engines.
  2. 2. ftc vehicle drive system of claim 1, wherein the first engine is configured to he on when the vehicle is in use and the second engine is configured to he on only when additional power is required.
  3. 3. The vehicle drive system of claim I or2, wherein the second engine is configured to be on when the combined fuel efficiency of both the first and second engines operating together is greater than the fuel efficiency of the first engine operating alone.
  4. 4. The vehicle drive system of any preceding claim, wherein the maximum power output of the second engine is greater than the maximum power output of the first engine.
  5. 5. The vehicle drive system of any preceding claim, wherein the vehicle drive system further comprises an accessory drive and the accessory drive is coupled to the first engine.
  6. 6. The vehicle drive system of any preceding claim, wherein an output shaft of the first engine and an output shaft of the second engine are provided on a common axis.
  7. 7. The vehicle drive system of claim 6, wherein the output shaft of the first and/or second engine comprises a crank shaft.
  8. 8. The vehicle drive system of claims 6 or 7, wherein a main shaft of the transmission is coaxial with the output shafts of the first and second engines.
  9. 9. The vehicle drive system of any preceding claim, wherein die vehicle drive system further cornprisesa first dutch, the first clutch being provided between the first engine and the transmission.
  10. 10. The vehicle drive system of any preceding claim, wherein the vehicle drive system ftirther comprises a second clutch, the second clutch being provided between the second engine and the transmission.
  11. 11. The vehicle drive system of any preceding claim, wherein the vehicle drive system further comprises a first flywheel, the first flywheel being associated with the first engine.
  12. 12. The vehicle drive system of any preceding claim, wherein the vehicle drive system ftirther comprises a second flywheel, the second flywheel bein.g associated with the second engine.
  13. 13. The vehicle drive system of any preceding claim, wherein the transmission comprises an auto-shift manual transmission.
  14. 14. The vehicle drive system of ally preceding claim, wherein the first and/or second engine comprise an internal combustion engine.
  15. 15. The vehicle drive system of any preceding claim, wherein the first and/or second engine comprise a motor.
  16. 16. A method of controlling a vehicle drive system, the vehicle drive system comprising a first engine, a second engine and a transmission, the first and second engines being selectively connectable to the transmission, wherein the first and second engines are longitudinally spaced apart with the transmission provided between the first and second engines, wherein the method comprises: operating the first engine when the vehicle is in use; and selectively activating and engaging the second engine.
  17. 17. The method of claim 16, wherein the method further comprises determining when additional power is required.
  18. 18. A control system configured to carry out the method of claim 16 or 17,
  19. 19. A vehicle comprising the vehicle drive system of any of cLaims 1 to 15 and/or control system of claim 18.
  20. 20. A vehicle drive system or control system substantially as described herein with reference to and as shown in Figures ito 2.
  21. 21. A method of controlling a vehicle drive system substantially as described herein.
GB1314189.0A 2013-08-08 2013-08-08 A vehicle drive system Withdrawn GB2517144A (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
GB1314189.0A GB2517144A (en) 2013-08-08 2013-08-08 A vehicle drive system
CN201420436965.0U CN204055291U (en) 2013-08-08 2014-08-04 Driver for vehicle and comprise the vehicle of this system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB1314189.0A GB2517144A (en) 2013-08-08 2013-08-08 A vehicle drive system

Publications (2)

Publication Number Publication Date
GB201314189D0 GB201314189D0 (en) 2013-09-25
GB2517144A true GB2517144A (en) 2015-02-18

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Application Number Title Priority Date Filing Date
GB1314189.0A Withdrawn GB2517144A (en) 2013-08-08 2013-08-08 A vehicle drive system

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GB (1) GB2517144A (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104723868B (en) * 2015-03-30 2017-06-23 莱州亚通重型装备有限公司 A kind of twin-engined bracket carriers

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE470428A (en) *
US1962782A (en) * 1929-04-30 1934-06-12 Albert R Meister Transmission
US3645351A (en) * 1969-08-13 1972-02-29 Voith Getriebe Kg Dual-engine vehicle and method of operating the same
US4392393A (en) * 1980-12-01 1983-07-12 General Motors Corporation Dual engine drive
US4566279A (en) * 1980-09-29 1986-01-28 Ab Volvo Vehicle propulsion plant
WO2008132575A1 (en) * 2007-04-27 2008-11-06 Prototipo S.P.A. Propulsion system for a vehicle, in particular a bus
FR2968607A1 (en) * 2010-12-14 2012-06-15 Solution F Hybrid power train integrated motor vehicle, has clutch device integrating rotational movements of planet carrier, sun gear, ring gear and planetary gears, and arranged inside structure of ring gear of epicyclic gear
US20120152631A1 (en) * 2010-12-17 2012-06-21 Leo Oriet Multi-use dual-engine, variable-power drive
WO2012083916A1 (en) * 2010-12-23 2012-06-28 Schaeffler Technologies AG & Co. KG Drive train

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE470428A (en) *
US1962782A (en) * 1929-04-30 1934-06-12 Albert R Meister Transmission
US3645351A (en) * 1969-08-13 1972-02-29 Voith Getriebe Kg Dual-engine vehicle and method of operating the same
US4566279A (en) * 1980-09-29 1986-01-28 Ab Volvo Vehicle propulsion plant
US4392393A (en) * 1980-12-01 1983-07-12 General Motors Corporation Dual engine drive
WO2008132575A1 (en) * 2007-04-27 2008-11-06 Prototipo S.P.A. Propulsion system for a vehicle, in particular a bus
FR2968607A1 (en) * 2010-12-14 2012-06-15 Solution F Hybrid power train integrated motor vehicle, has clutch device integrating rotational movements of planet carrier, sun gear, ring gear and planetary gears, and arranged inside structure of ring gear of epicyclic gear
US20120152631A1 (en) * 2010-12-17 2012-06-21 Leo Oriet Multi-use dual-engine, variable-power drive
WO2012083916A1 (en) * 2010-12-23 2012-06-28 Schaeffler Technologies AG & Co. KG Drive train

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Publication number Publication date
GB201314189D0 (en) 2013-09-25
CN204055291U (en) 2014-12-31

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