WO2000059752A1 - Procede de fonctionnement pour automobile circulant en mode frein-accelerateur - Google Patents

Procede de fonctionnement pour automobile circulant en mode frein-accelerateur Download PDF

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Publication number
WO2000059752A1
WO2000059752A1 PCT/DE2000/000895 DE0000895W WO0059752A1 WO 2000059752 A1 WO2000059752 A1 WO 2000059752A1 DE 0000895 W DE0000895 W DE 0000895W WO 0059752 A1 WO0059752 A1 WO 0059752A1
Authority
WO
WIPO (PCT)
Prior art keywords
motor vehicle
internal combustion
combustion engine
electric motor
vehicle
Prior art date
Application number
PCT/DE2000/000895
Other languages
German (de)
English (en)
Inventor
Jörn J. FOLLMER
Original Assignee
Follmer Joern J
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 Follmer Joern J filed Critical Follmer Joern J
Priority to AU42849/00A priority Critical patent/AU4284900A/en
Publication of WO2000059752A1 publication Critical patent/WO2000059752A1/fr

Links

Classifications

    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/0008—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including means for detecting potential obstacles in vehicle path
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
    • 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
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • 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

Definitions

  • the invention relates to a method for operating a motor vehicle with an internal combustion engine and at least one electric motor, a normal operating state and a further operating state being set up, the motor vehicle being driven by the internal combustion engine in the normal operating state
  • the motor vehicle is driven by the electric motor and only when the internal combustion engine is not activated and decoupled from the wheel drive of the motor vehicle, and a motor vehicle is used to carry out the method.
  • Motor vehicles are 0 besides passenger cars also trucks, buses, special vehicles for road traffic and the like.
  • Combustion engines in motor vehicles are usually the Otto engine and the diesel engine.
  • the term internal combustion engines 5 also includes fuel cells
  • the term internal combustion engine generally refers to engines in which the energy generated when a fuel is burned is converted directly into mechanical work.
  • an electric motor converts electrical energy directly into mechanical work.
  • a motor vehicle guides one to operate an internal combustion engine Stock of fuel with it.
  • an electrical energy store usually a battery, is set up in a motor vehicle.
  • the drive by means of the internal combustion engine is referred to as the normal operating state.
  • the further operating state is characterized in that an electric motor drives the motor vehicle instead of the internal combustion engine.
  • hybrid motor vehicles and a motor vehicle driver can choose whether the motor vehicle is driven via the internal combustion engine or via the electric motor.
  • the design of the electric motor is made in such a way that in the further operating state approximately the normal operating state comparable driving performance can be achieved.
  • motor vehicles of normal size this requires electric motors of 30 kW and more and vehicle batteries designed according to the energy consumption caused by this power.
  • hybrid motor vehicles can achieve a high environmental protection effect, for example when operated via an electric motor in the city, the effort involved is considerable and disruptive.
  • the required size of the batteries disturbs, which are also very heavy and can significantly increase the environmentally harmful fuel consumption in normal operating conditions.
  • the invention is based on the technical problem of specifying a method for operating a motor vehicle which is not very expensive and nevertheless achieved a reduction in disruptive combustion gases and other advantages.
  • the invention teaches a method for operating a motor vehicle with an internal combustion engine and at least one electric motor, wherein a normal operating state and a shift-up operating state are set up, wherein in the normal operating state the motor vehicle is driven by the internal combustion engine, the shifting operating state being the The motor vehicle is driven by the electric motor and only when the internal combustion engine is not activated and decoupled from the wheel drive of the motor vehicle, and the shift-up operating state is activated by means of a control element and only at speeds of the motor vehicle below 30 km / h, preferably below 25 km / h, most preferably below 20km / h, can be activated.
  • the shift-up operating state is an operating state that is activated in a traffic jam or in queues instead of the normal operating state. It is essential here that the activation is not possible at normal driving speeds and that speeds of, for example, 50 km / h or more cannot be reached even in the advancing operating state.
  • This makes it possible to use electric motors with comparatively low power, so that the usual starter battery of a motor vehicle, possibly in a reinforced version, is sufficient to operate the electric motor for a sufficient period of time (duration of the traffic jam or the queue).
  • the invention is based on the knowledge that a remarkably environmentally harmful exhaust gas emission from motor vehicles of conventional design is emitted when the motor vehicle is in a traffic jam or in a queue (for example a taxi queue).
  • This disruptive exhaust gas emission is based on the idling operation of the internal combustion engine when the vehicle is at a standstill as well as the start-up process or, if the internal combustion engine is switched off in the meantime, on the start-up process and the start-up process.
  • This annoying exhaust gas emission, as well as the noise emission can be avoided in a simple manner if it is not the internal combustion engine that is used for moving up in a traffic jam or in the queue, but an electric motor that is tailored to the requirements when moving up.
  • the electric motor only needs to be designed such that speeds of only below 20-30 km / h, preferably below 10 km / h, are achieved in the advancing operating state.
  • the advancement mode can only be activated at speeds below 10 km / h, preferably only at 0 km / h. This prevents the advancement mode from being accidentally activated at speeds which are above the speeds required for advancement.
  • the advancement mode is kept active with a hold function.
  • hold function is meant that after an actuation of a control element by a vehicle driver, the electric motor is kept active until the Moving up completed, ie the motor vehicle has moved up directly to a motor vehicle traveling in front or standing there.
  • the hold function is implemented with a button as a control element. Then the movement continues as long as a motor vehicle driver presses the button.
  • the hold function can also be implemented in terms of circuitry, in which case the electric motor is deactivated again by a further event, for example a renewed actuation by a motor vehicle driver or intervention by other control elements, and the motor vehicle is thus ultimately stopped.
  • the hold function can also be deactivated by actuating the brake pedal and / or the ignition switch. When deactivated, the kinetic energy of the motor vehicle can also be used to generate electrical energy by means of the electric motor, which is then fed back into the vehicle battery.
  • the activation and / or deactivation of the shift-in operating state takes place via distance sensors arranged in front of the motor vehicle and acting in the direction of travel.
  • Distance sensors are known per se and have already been used in some motor vehicles as part of distance warning devices.
  • the distance warning sensors can fulfill an additional function in this respect, namely to automate the advancement process.
  • the shift-up operating state is activated by a motor vehicle driver and, independently of further operations by the motor vehicle driver, again deactivated when the distance sensors achieving tektieren a minimum distance from a preceding vehicle or motor vehicle -ssen de '.
  • the rearward operating state is activated once by a motor vehicle driver and then the distance sensors additionally also activate the electric motor when a maximum distance to a motor vehicle traveling in front or standing is detected.
  • the invention further relates to a motor vehicle for performing the operating method, with an internal combustion engine and with at least one electric motor, the electric motor having a specific power of less than 0.010, preferably less than 0.005, most preferably less than 0.001, kW / kg vehicle weight.
  • a (preferred) design of an electric motor allows a motor vehicle with a total weight of 2000 kg and a battery of 88 Ah capacity for 15 minutes. to operate in the shift mode and still have half the battery capacity available for starting operations.
  • the structure is simple
  • Electric motor arranged in the region of a vehicle axle and can be brought into engagement with at least one wheel hub of the vehicle axle via a coupling device.
  • a coupling device is a centrifugal clutch. Then no measures are required to decouple the electric motor in the normal operating state.
  • a centrifugal clutch usually consists of a rotating drive element, which carries spring-loaded coupling elements which are connected radially inwards and are non-rotatably connected to the drive element.
  • a substantially cylindrical output element is arranged around the coupling elements.
  • An embodiment of the invention is particularly simple in terms of construction and can be retrofitted without great effort, the electric motor having at least one wheel hub which cannot be driven by the internal combustion engine
  • Vehicle axle can be brought into engagement.
  • this is the rear axle and vice versa.
  • the electric motor can be activated by means of a control element that can be operated by the vehicle driver only when the ignition of the internal combustion engine is switched off.
  • the control of the Move-up mode be designed so that the activation of the electric motor takes place via a control module, the control module receiving control signals from the ignition of the internal combustion engine, from a transmission of the motor vehicle, from a control element for switching on the move-up mode in the grip area of a vehicle driver and possibly from distance sensors, whereby the electric motor is only activated when the control module receives control signals "ignition off", "transmission neutral”, "shift-in operating state on” and possibly “distance> minimum value", the control module optionally switching on the shift-in operating state if necessary, the ignition and the transmission switches to "Ignition off" and "Gearbox neutral” states.
  • the ignition can easily be controlled using conventional internal combustion engine controls. Control of the transmission is possible if it can be controlled electrically.
  • a switching state sensor can alternatively be set up, which delivers a control signal to the control module in a "neutral" shift lever position and releases the activation of the electric motor or activates a warning signal in other shift lever positions instead of activating the electric motor.
  • the advancement mode is automatically deactivated when a motor vehicle driver activates the starter of the internal combustion engine.
  • the invention can be used in motor vehicles with manual transmission and automatic transmission.
  • the invention can be further 'out' in all areas of automotive drive concepts, either rear-wheel drive wheel drive front or use four-wheel drive.
  • the essential factor is merely that there is no force or form-fitting connection between the wheels and the combustion engine in Nachnizchtsschreib what usually either through the neutral position of the transmission or an actuation, manually or controlled by the control module, the clutch can be achieved.
  • the components required for the invention can be installed in the factory as part of vehicle manufacture, but it is also possible to provide the necessary components as a retrofit kit. In this case, only the mechanical and electrical connections required for mounting must be made available at the factory.
  • a residual heat store comprises, for example, a heat exchanger connected to the engine cooling circuit, on the secondary side of which a substance is arranged, the heat of fusion of which is used for heating purposes when the internal combustion engine is switched off.
  • a motor vehicle (1) with an internal combustion engine (2) and with two electric motors (3) can be seen in the figure, the electric motors (3) together having a specific output of less than 0.001 kW / kg vehicle weight.
  • the internal combustion engine 2 drives the front axle 6 '.
  • the electric motors (3) are arranged in the area of the rear axle (6) and can be brought into engagement with both wheel hubs (8) of the rear axle (6) via a centrifugal clutch (7).
  • the electric motor (3) can be activated by means of a control element (4) that can be operated by the vehicle driver when the ignition of the internal combustion engine (2) is switched off.
  • the activation of the electric motor (3) takes place via a control module (9), the control module receiving control signals from the ignition (10) of the internal combustion engine (2), from a transmission (11) of the motor vehicle (1), from a control element (4) for switching on the shift-in operating state in the grip area of a vehicle driver and from distance sensors (5), wherein the electric motor (3) is only activated when the control module (9) control signals "ignition off”, “transmission neutral”, “shift-in operating state receives a "and” distance> minimum value ", wherein the control module (9) switches the ignition (10) and the transmission (11) into the states" ignition off “and” transmission neutral "if necessary when the advancement mode is switched on.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un procédé permettant de faire fonctionner une automobile (1) comportant un moteur à combustion interne (2) et au moins un moteur électrique (3). Selon l'invention, il est prévu un état de fonctionnement en mode normal et un état de fonctionnement en mode frein-accélérateur. En mode normal, l'automobile (1) est entraînée par le moteur à combustion interne (2), alors qu'en mode frein-accélérateur, ladite automobile (1) est entraînée par le moteur électrique (3) et uniquement si le moteur à combustion interne (2) n'est pas activé et est désaccouplé de l'entraînement roue de l'automobile (1). Le mode frein-accélérateur est activé au moyen d'un élément de commande (4) et ne peut être activé qu'à des vitesses de l'automobile (1) inférieures à 30 km/h. L'invention concerne en outre une automobile (1) permettant de mettre ledit procédé en oeuvre.
PCT/DE2000/000895 1999-03-30 2000-03-22 Procede de fonctionnement pour automobile circulant en mode frein-accelerateur WO2000059752A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU42849/00A AU4284900A (en) 1999-03-30 2000-03-22 Method of operating a motor vehicle in stop-and-go traffic

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE1999114350 DE19914350B4 (de) 1999-03-30 1999-03-30 Verfahren zum Betrieb eines Kraftfahrzeuges mit einem Verbrennungsmotor und zumindest einem Elektromotor
DE19914350.1 1999-03-30

Publications (1)

Publication Number Publication Date
WO2000059752A1 true WO2000059752A1 (fr) 2000-10-12

Family

ID=7902905

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2000/000895 WO2000059752A1 (fr) 1999-03-30 2000-03-22 Procede de fonctionnement pour automobile circulant en mode frein-accelerateur

Country Status (3)

Country Link
AU (1) AU4284900A (fr)
DE (1) DE19914350B4 (fr)
WO (1) WO2000059752A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001040011A1 (fr) * 1999-12-04 2001-06-07 Robert Bosch Gmbh Regulateur de vitesse pour un vehicule automobile
DE102004017115A1 (de) * 2004-04-07 2005-10-27 Zf Friedrichshafen Ag Verfahren zur Geschwindigkeitsregelung für ein Fahrzeug mit automatischem oder automatisiertem Getriebe

Families Citing this family (7)

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DE10139595A1 (de) * 2001-08-11 2003-02-27 Bosch Gmbh Robert Vorrichtung zum automatischen Einschalten und Ausschalten einer Brennkraftmaschine
DE102005019489A1 (de) * 2005-04-27 2006-11-09 Krauss-Maffei Wegmann Gmbh & Co. Kg Allradangetriebenes Kraftfahrzeug
DE102007052261B4 (de) * 2007-11-02 2019-07-25 Bayerische Motoren Werke Aktiengesellschaft Hybridfahrzeug mit einem Wählelement für eine Gangstufe
DE102008047771B4 (de) 2008-09-17 2017-08-17 Volkswagen Ag Kraftfahrzeug und Verfahren zum Betreiben eines Kraftfahrzeuges mit Staumodus
DE102013204446B4 (de) 2013-03-14 2015-02-05 Schaeffler Technologies Gmbh & Co. Kg Kupplungsanordnung für ein Fahrzeug und Verfahren zum Betrieb eines Fahrzeugs
DE202017002410U1 (de) 2017-05-02 2017-08-01 Karhausen Patentverwaltung GbR (vertretungsber. Gesellschafter Robert Karhausen, 52134 Herzogenrath) Zusatzantrieb mittels Elektromotor bei PKW zum Betrieb in Innenstädten mit Fahrverbot
DE102022115669A1 (de) 2022-06-23 2023-12-28 Huber Automotive Ag Traktionshilfesystem zum Erzeugen eines Drehmoments an einem Rad eines Kraftfahrzeugs oder Anhängers, Kraftfahrzeug oder Anhänger, sowie Verfahren zum Betreiben des Traktionshilfesystems

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US4405029A (en) * 1980-01-02 1983-09-20 Hunt Hugh S Hybrid vehicles
EP0224144A1 (fr) * 1985-11-28 1987-06-03 Adam Opel Aktiengesellschaft Véhicule comprenant un essieu moteur principal et un essieu moteur additionnel
US4923025A (en) * 1985-10-21 1990-05-08 Ellers Clarence W Hybrid electric/ice vehicle drive system
DE19544925A1 (de) * 1994-12-01 1996-06-05 Lucas Ind Plc Vorrichtung und Verfahren zur Fahrtregelung
DE19533016A1 (de) * 1995-09-07 1997-03-13 Helga Schmieder Kraftstoffeinsparung bei Kraftfahrzeugen

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DE19505027C1 (de) * 1995-02-15 1996-10-02 Fichtel & Sachs Ag Parallelhybridantrieb für ein Kraftfahrzeug
DE19528629A1 (de) * 1995-08-04 1997-02-06 Audi Ag Verfahren zum Betreiben eines Hybridfahrzeuges
DE19539571C2 (de) * 1995-10-25 2003-06-18 Bosch Gmbh Robert Hybridantrieb
DE19635808A1 (de) * 1996-09-04 1998-03-05 Bayerische Motoren Werke Ag Antriebsvorrichtung für ein Fahrzeugrad mit Radfelge

Patent Citations (5)

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Publication number Priority date Publication date Assignee Title
US4405029A (en) * 1980-01-02 1983-09-20 Hunt Hugh S Hybrid vehicles
US4923025A (en) * 1985-10-21 1990-05-08 Ellers Clarence W Hybrid electric/ice vehicle drive system
EP0224144A1 (fr) * 1985-11-28 1987-06-03 Adam Opel Aktiengesellschaft Véhicule comprenant un essieu moteur principal et un essieu moteur additionnel
DE19544925A1 (de) * 1994-12-01 1996-06-05 Lucas Ind Plc Vorrichtung und Verfahren zur Fahrtregelung
DE19533016A1 (de) * 1995-09-07 1997-03-13 Helga Schmieder Kraftstoffeinsparung bei Kraftfahrzeugen

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001040011A1 (fr) * 1999-12-04 2001-06-07 Robert Bosch Gmbh Regulateur de vitesse pour un vehicule automobile
US6820709B1 (en) 1999-12-04 2004-11-23 Robert Bosch Gmbh Speed controller for a motor vehicle
DE102004017115A1 (de) * 2004-04-07 2005-10-27 Zf Friedrichshafen Ag Verfahren zur Geschwindigkeitsregelung für ein Fahrzeug mit automatischem oder automatisiertem Getriebe

Also Published As

Publication number Publication date
DE19914350B4 (de) 2004-04-01
AU4284900A (en) 2000-10-23
DE19914350A1 (de) 2000-10-19

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