WO2007023001A1 - Complement d'equipement destine a completer un mecanisme de commande hybride et procede permettant de completer l'equipement d'un vehicule automobile - Google Patents

Complement d'equipement destine a completer un mecanisme de commande hybride et procede permettant de completer l'equipement d'un vehicule automobile Download PDF

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Publication number
WO2007023001A1
WO2007023001A1 PCT/EP2006/008416 EP2006008416W WO2007023001A1 WO 2007023001 A1 WO2007023001 A1 WO 2007023001A1 EP 2006008416 W EP2006008416 W EP 2006008416W WO 2007023001 A1 WO2007023001 A1 WO 2007023001A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive
retrofit kit
shaft
pedal
kit according
Prior art date
Application number
PCT/EP2006/008416
Other languages
German (de)
English (en)
Other versions
WO2007023001A9 (fr
Inventor
Cem Gümüs
Original Assignee
Yi, Chang-Han
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 Yi, Chang-Han filed Critical Yi, Chang-Han
Publication of WO2007023001A1 publication Critical patent/WO2007023001A1/fr
Publication of WO2007023001A9 publication Critical patent/WO2007023001A9/fr

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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
    • B60K6/20—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
    • B60K6/485—Motor-assist 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
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
    • 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
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • 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
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • Retrofit kit for retrofitting a drive to a hybrid drive and method for
  • the present invention relates to a retrofit kit for retrofitting a first drive which acts on a shaft which is provided with means for transmitting power, in particular a clutch and a transmission.
  • the invention further relates to a hybrid drive arrangement comprising a first drive, which acts on a shaft with means for power transmission, in particular a clutch and a transmission, and a second drive, which receives energy from a memory for electrical energy in an operating position.
  • the invention relates to a method for retrofitting a motor vehicle with an internal combustion engine as the first drive with such a
  • Retrofit kit and a method for operating such a retrofitted hybrid drive assembly are provided.
  • a hybrid drive arrangement is understood to mean arrangements with two drives: on the one hand a main drive, for example a gasoline or diesel engine and on the other hand an electric motor.
  • the electric motor draws its energy from a likewise provided storage for electrical energy.
  • a memory is usually a battery.
  • an electric motor is connected as a further drive for starting.
  • the electric motor can also switch to regenerative operation, ie during braking processes or when the internal combustion engine is operating with good efficiency, it recharges the energy store.
  • a retrofit kit for a vehicle which comprises a one-start internal combustion engine. This is connected by a switchable clutch to the drive shaft of the main combustion engine of the vehicle. As a result, a supporting drive torque is coupled into the drive train.
  • the arrangement has the disadvantage that only power can be coupled and for a switchable coupling must be used.
  • the existing alternator of a motor vehicle can be replaced by the second drive.
  • a starter is no longer required.
  • the second drive works electrically and gets its energy from the memory. In the low speed range, the second drive is mechanically connected to the shaft of the first
  • Car is immediately ready to drive and has a high performance.
  • the second drive can also be switched on. As a result, a higher torque is achieved in the upper speed range of the first drive.
  • the second drive is switchable from a first operating position in the engine operation to a second operating position with regenerative operation, wherein the energy that can be generated in the second operating position can be stored in the memory. This is known as "recuperation.”
  • the second drive is suitable for both motor and generator operation, it can fully take over the function of the alternator, and the energy that is released during a braking process can be used with the second Drive can be converted into electrical energy in regenerative operation and stored.
  • the retrofit kit comprises means for detecting and transmitting the power request and control means for selecting the operating position in dependence on this power request.
  • the power requirement results, for example, by pressing the accelerator pedal.
  • a sensor for detecting the pedal value of an accelerator pedal may be provided for detecting the power demand. Then it can be determined from the desired performance whether and how much the second drive should be switched on or not.
  • the memory can be a battery.
  • the memory preferably also comprises a capacitor or is formed entirely by a capacitor.
  • the capacitors known under the term "supercaps" can provide a great deal of energy with particularly short switching times and are therefore very well suited for the task at hand, as a result of which the slightly more sluggish battery can be well supplemented.
  • a belt may be provided for power transmission between the shaft driven by the first drive and the second drive.
  • means are provided for aligning the shaft of the second drive with the shaft of the first drive. This is particularly favorable, since the drive shaft of the generator on the front side of the internal combustion engine is structurally particularly easy to reach.
  • belt drives to drive the auxiliary equipment of the vehicle available.
  • the belt drives or their pulleys or shafts can be connected without major structural intervention by means of a belt drive or an aligned axle connection with the electric machine of the retrofit kit.
  • an adjustment device for setting a threshold value in which the second drive is activated or deactivated in the first operating position. Then the driver can determine for himself whether or not he wants to achieve a certain power requirement with the aid of the second drive.
  • a control means is provided which determines the best operating conditions without the driver. The operator can personally adjust the performance of the retrofit kit and define a performance range in which the retrofit kit does not interfere with the system. This is particularly low z. As in start-up operations in which the driver knows a continuous drive behavior and urgently needed for security reasons. It is conceivable that the threshold can be set to 'infinity' and so the retrofit kit is completely switched off.
  • a sensor for detecting the pedal value of a brake pedal for controlling the driven object is provided and the control means activate or deactivate the second drive in dependence on the pedal value of the brake pedal, the speed of the first drive and / or the current efficiency of the first drive.
  • the pedal value is especially suitable for retrofitted vehicles
  • Pedal value of the gas and / or brake pedal, the speed of the internal combustion engine and / or the current efficiency is activated or deactivated.
  • the operating settings of the second drive are made.
  • the operating settings can then be optimized, for example, in terms of efficiency or torque.
  • the electric machine operates depending on the operating point of the internal combustion engine either as a generator or as a motor.
  • the second drive couples a braking torque into the shaft of the internal combustion engine. When operated as a motor, it provides additional drive torque. In this way, the operating point of the internal combustion engine can be moved in the direction of optimal operation.
  • the second drive engages to limit the speed of the internal combustion engine.
  • the second drive engages to limit the speed of the internal combustion engine.
  • engine stalling can be prevented.
  • a decelerating torque is coupled in, whereby the speed is reduced and the internal combustion engine is prevented from being damaged.
  • the use of the means for tapping the pedal position of the brake pedal is particularly favorable, since in this way in a braking maneuver the additional drive of the electric machine switched off immediately and even an additional braking torque can be provided.
  • the pedal value of the accelerator pedal can be used. It has surprisingly been found that the entire control of the electric machine can be realized in this particularly simple way. Further integration of other signals is not necessary because of
  • Pedal value directly reflects the request for drive power. Depending on the position of the
  • the output power of the electric machine can either be increased or decreased in discrete steps or continuously.
  • the temporal gradient of the pedal value of the accelerator pedal is determined and from this value, the operating settings of the second drive are made.
  • a complete upshift of the second drive can take place.
  • Both the absolute pedal value and the temporal gradient or the time change of the pedal position can be used to control the second drive. Then it can be differentiated whether the power requirement is sudden (kick-down) or slow. Accordingly, the second drive is controlled. In the event of a sudden power requirement, the full additional power of the electric machine is immediately made available. At slow and leisurely request, the additional power is slowly switched on and increased or decreased to prevent a jerky driving behavior.
  • Fig. 1 shows a block diagram of the retrofit kit in interaction with the
  • FIG. 2 shows the arrangement for power transmission and consumers before retrofitting
  • FIG. 3 shows the arrangement of Fig. 2 after retrofitting
  • Fig. 4 illustrates the retrofit elements
  • Fig. 5 shows the torque as a function of the speed
  • FIG. 1 various components of a vehicle (not shown) in combination with the retrofit kit for parallel input or output of mechanical energy in or out of the drive train 100 are shown schematically.
  • the various components in the engine compartment 160, the interior 110 and the boot 140 are housed.
  • the electric machine 164 of the retrofit kit which replaces the vehicle generator structurally and is connected via a belt drive 174 with the crankshaft 176 of the internal combustion engine 162.
  • FIG. 2 shows the internal combustion engine 162 together with the individual additional units vehicle generator 210, air conditioning compressor 204, water pump 222 and belt pulley 208 of the crankshaft 176 before retrofitting.
  • the Additional units are connected to each other via a belt 220.
  • the tension roller 224 does not require re-tensioning of the belt 220.
  • FIG. 4 shows the cable harness 300 of the retrofit kit with the electrical connections to the components electrical machine 164, vehicle battery 170, engine control unit 112 and to the control unit 146.
  • FIG. 1 shows vehicle electronics 172, retrofit kit control unit 146, vehicle vehicle battery 170 ', and supercaps 144.
  • the engine control unit 112 and the accelerator pedal 114 of the vehicle are provided. All other devices of the vehicle, which also comprises a conventional motor vehicle, are not shown for the sake of clarity.
  • the power indicator 122 of the retrofit kit, an on-off switch 120, the adjuster 118 of the retrofit kit and means 116 for tapping the position of the accelerator pedal are further installed.
  • These means consist essentially of a potentiometer.
  • the potentiometer generates a proportional to the gas pedal position voltage signal in the range of 0 to 5 volts DC.
  • the additional batteries 142 and supercaps 144 are located in the boot 140.
  • the control unit of the retrofit kit 146 is connected to the engine control unit 112 and thus detects the position of the brake pedal 113. In addition, the control unit 146 detects the voltage signal of the potentiometer on the accelerator pedal 114, the threshold value of the setting device 118 for switching on the retrofit kit. It is connected to the auxiliary batteries 142, the supercaps 144 and the main battery 170.
  • the interior display 122 indicates to the driver if the retrofit kit is ready for use. Operational readiness is displayed by the controller 146 to the display 122 in the vehicle when the composite of batteries 142, 170 and supercaps 144 have stored sufficient electrical energy for the engine operation of the electric machine 164 and the retrofit kit controller 146 is not faulty Operating state determines. The driver can then activate the retrofit kit via the switch 120. This coupled depending on the position of the accelerator pedal 114 additional drive power in the drive train of the vehicle. This only happens when the position of the accelerator pedal 114 exceeds a certain threshold. This threshold, for example, 5 V at full throttle is adjustable by the driver on the setting device 118 in the interior as needed. Display 122, switch 120, and adjuster 118 may be implemented as a package.
  • the composite of batteries 142, 170 and supercaps 144 does not provide enough electrical power for engine operation of the electric machine 164, then the driver will not be notified of operational readiness. Activation of the retrofit kit is then not possible. Instead, the electric machine 164 is driven in the generator mode and so the composite of batteries 142, 170 and supercaps 144 charged.
  • the components of the retrofit kit are:
  • Double belt pulleys flat belt and timing pulley 250 Timing belt 174 Pulley Flat belt 274
  • Mounting plate 270 for the electric machine 164 and pulley 274 - control unit (microcontroller unit, DC / AC converter,
  • the existing vehicle generator 206 is, as shown in Fig. 2, replaced by a more powerful electric machine 164, here an air-cooled and permanent-magnet synchronous machine.
  • the existing vehicle generator 206 is particularly well suited for a claw pole generator. It is connected via a pulley 210 by means of a flat ribbed belt 220 to the pulley 208 of the crankshaft 176 of the internal combustion engine. Via this belt 220, further consumers, such as servo pump 202, air conditioning compressor 204 and water pump 222, are also connected to the crankshaft 176 of the internal combustion engine 162.
  • the tension of the belt 220 is effected by a tension roller 224. After loosening the tension roller 224, the flat ribbed belt 220 can be pulled down.
  • the pulley 208 is released on the crankshaft 176 and pulled out with a commercial puller.
  • This pulley 208 is no longer needed because it is replaced by a dual pulley 250 (see Fig. 3) from the retrofit kit.
  • the double pulley 250 consists of two axially parallel pulleys 251 and 253.
  • the first pulley 251 is identical to the built-in pulley 208 and the second is a pulley 253. Since on the flat ribbed belt 220 no high power can be transmitted, is here to Coupling of the electric machine 164 from the retrofit set a toothed belt 174 used.
  • the toothed belt 174 ensures a positive power transmission.
  • the wrap angle of the belt 174 on the gear need not be as large as that of a flat ribbed belt 220.
  • this form of power transmission does not slip.
  • the axial load on the bearings of the crankshaft 176 is lower. Thereafter, the double-pulley 250 is mounted and fixed on the crankshaft 176.
  • the electric machine 164 from the retrofit kit is already mounted on a support plate 270. Furthermore, a deflection roller 274 is mounted on the support plate 270. It replaces the now missing vehicle generator 210.
  • the electric machine 164 is attached via two slots (lower and upper mounting) on the support plate 270. Thus, the timing belt 174 can be tensioned later. This makes it possible to dispense with an additional tensioning roller for the electric machine 164.
  • the support plate 270 with the electric machine 164 and the pulley 274 is fixed to the engine 162.
  • the existing mounting options of the vehicle generator are used. Subsequently, the V-ribbed belt 220 is mounted and then the tension roller 224 is attached. After the timing belt 174 has been mounted on the dual pulley 250 and pulley 165 of the electric machine 164, the belt 174 is tensioned by the electric machine 164 and locked with lower and upper attachments.
  • the control unit 146 and the battery module 142 are installed in the spare wheel well in the boot 140.
  • the spare wheel is removed from the vehicle.
  • the central fixing screw located in the spare wheel well is removed.
  • holes 322 are made at the bottom of Optimizradmulde. A drilling plan is part of the retrofit kit. All holes are protected against corrosion. Then we inserted the mounting plate 320 in the spare wheel well and fastened with the appropriate screws.
  • Control and display unit (interior)
  • the operating and display unit 122 is made compact. It can be connected via a holder e.g. be attached to the windscreen by means of suction. Depending on the vehicle type, various options are available for mounting the display unit on or on the center console. To power the unit, the cable may be used with a plug for the cigarette lighter 510 or directly through the harness 312. The communication between the operating and display unit 122 and the control unit 146 takes place via a wireless Bluetooth interface. The units 122 and 146 are set up in the usual way for this communication. When commissioning the retrofit kit, the
  • the wiring harness 300 is composed of the wiring harness battery module 308, wiring harness engine control unit 306, wiring harness operation and display unit 312, wiring harness of vehicle battery 304, wiring harness control unit 314, and wiring harness electric machine 302.
  • the control unit 146 is connected to the battery module 142 in the trunk.
  • a connector on the harness control unit 314 is connected to the control unit 146.
  • the wiring harness 300 is laid under the carpet of the vehicle to the interior.
  • a cable harness engine control unit 306 branches approximately at the height of the steering column to the engine control unit 112.
  • the engine control unit 112 may be installed in the cockpit area or in the engine compartment. At the engine control unit 112, the signals of the electric accelerator pedal and the brake signal are tapped. For this purpose, the individual wires of the wiring harness
  • Engine control unit 306 connected to the corresponding lines of the engine control unit via crimp connectors.
  • the wiring harness is routed to the engine compartment.
  • the wiring harness for vehicle battery 304 is connected to the vehicle battery 170 at a screw block 310.
  • the cable of the already built vehicle generator 206 can be used.
  • Fig. 5 the gain in torque is exemplified by the use of the retrofit kit as a function of the speed.

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

Abstract

L'invention concerne un complément d'équipement permettant de compléter un premier mécanisme de commande qui agit sur un arbre doté de moyens de transmission de force, notamment d'un embrayage et d'une boîte de vitesses. Le complément d'équipement comporte un deuxième mécanisme de commande qui agit sur la partie de l'arbre située sur le côté opposé aux moyens de transmission de force du premier mécanisme de commande, et un accumulateur d'énergie électrique qui alimente en électricité le deuxième mécanisme de commande en mode de fonctionnement.
PCT/EP2006/008416 2005-08-26 2006-08-23 Complement d'equipement destine a completer un mecanisme de commande hybride et procede permettant de completer l'equipement d'un vehicule automobile WO2007023001A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005041634.9 2005-08-26
DE102005041634A DE102005041634A1 (de) 2005-08-26 2005-08-26 Nachrüstsatz zur parallelen Ein- oder Auskopplung von mechanischer Energie in oder aus dem Antriebstrang eines Kraftfahrzeugs sowie Einbau- und Betriebsverfahren dafür

Publications (2)

Publication Number Publication Date
WO2007023001A1 true WO2007023001A1 (fr) 2007-03-01
WO2007023001A9 WO2007023001A9 (fr) 2007-05-24

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WO (1) WO2007023001A1 (fr)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013504489A (ja) * 2009-09-15 2013-02-07 ケーピーアイティ カミンズ インフォシステムズ リミテッド 車両をハイブリッド車両に変換する方法
US8423214B2 (en) 2009-09-15 2013-04-16 Kpit Cummins Infosystems, Ltd. Motor assistance for a hybrid vehicle
DE202012002541U1 (de) * 2012-03-14 2013-06-17 Willibald Schmid Umbausatz zum Umbau von verbrennunsmotorisch angetriebenen Kraftfahrzeuge (Kfz) auf elektromotorisch angetriebene Kraftfahrzeuge
US8606443B2 (en) 2009-09-15 2013-12-10 Kpit Cummins Infosystems, Ltd. Motor assistance for a hybrid vehicle based on user input
US9227626B2 (en) 2009-09-15 2016-01-05 Kpit Technologies Limited Motor assistance for a hybrid vehicle based on predicted driving range
WO2019149866A1 (fr) 2018-02-02 2019-08-08 Roland Heidl Ensemble de rééquipement pour un entraînement de véhicule à moteur, ainsi que procédé
DE102021127208B3 (de) 2021-10-20 2022-06-02 Willibald Schmid Umrüstverfahren zum Umrüsten eines mit einem Verbrennungsmotor betriebenen Kraftfahrzeuges
DE102021131560B3 (de) 2021-12-01 2022-07-07 Willibald Schmid Modularer Umrüstsatz zum Umrüsten eines mit einem Verbrennungsmotor betriebenen Kraftfahrzeuges

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009006121A1 (de) 2009-01-26 2010-08-05 Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V. Aufrüstsatz für die Ausrüstung eines mit einem Verbrennungsmotor betriebenen Kraftfahrzeuges mit einem Elektroantrieb und Aufrüstverfahren
DE102017123486B4 (de) 2017-10-10 2022-05-25 Patrick Heine Nachrüstsatz für die Nachrüstung eines mit einer Verbrennungskraftmaschine angetriebenen Fahrzeuges

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JP2013504489A (ja) * 2009-09-15 2013-02-07 ケーピーアイティ カミンズ インフォシステムズ リミテッド 車両をハイブリッド車両に変換する方法
US8423214B2 (en) 2009-09-15 2013-04-16 Kpit Cummins Infosystems, Ltd. Motor assistance for a hybrid vehicle
US9884615B2 (en) 2009-09-15 2018-02-06 Kpit Technologies Limited Motor assistance for a hybrid vehicle based on predicted driving range
US9227626B2 (en) 2009-09-15 2016-01-05 Kpit Technologies Limited Motor assistance for a hybrid vehicle based on predicted driving range
US8596391B2 (en) 2009-09-15 2013-12-03 Kpit Cummins Infosystems Ltd Method of converting vehicle into hybrid vehicle
US8606443B2 (en) 2009-09-15 2013-12-10 Kpit Cummins Infosystems, Ltd. Motor assistance for a hybrid vehicle based on user input
DE102012024796B4 (de) * 2012-03-14 2014-02-27 Willibald Schmid Umrüstsatz
DE102012024796A1 (de) * 2012-03-14 2013-09-19 Willibald Schmid Umrüstsatz
DE202012002541U1 (de) * 2012-03-14 2013-06-17 Willibald Schmid Umbausatz zum Umbau von verbrennunsmotorisch angetriebenen Kraftfahrzeuge (Kfz) auf elektromotorisch angetriebene Kraftfahrzeuge
WO2019149866A1 (fr) 2018-02-02 2019-08-08 Roland Heidl Ensemble de rééquipement pour un entraînement de véhicule à moteur, ainsi que procédé
DE102018201614A1 (de) 2018-02-02 2019-08-08 Roland Heidl Nachrüstsatz für einen Kraftfahrzeugantrieb nebst Verfahren
EP4424538A2 (fr) 2018-02-02 2024-09-04 Roland Heidl Kit de rééquipement pour un entraînement de véhicule automobile ainsi que procédé
DE102021127208B3 (de) 2021-10-20 2022-06-02 Willibald Schmid Umrüstverfahren zum Umrüsten eines mit einem Verbrennungsmotor betriebenen Kraftfahrzeuges
DE102021131560B3 (de) 2021-12-01 2022-07-07 Willibald Schmid Modularer Umrüstsatz zum Umrüsten eines mit einem Verbrennungsmotor betriebenen Kraftfahrzeuges

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