WO2012159830A1 - Véhicule hybride et procédé permettant de faire fonctionner un véhicule hybride - Google Patents

Véhicule hybride et procédé permettant de faire fonctionner un véhicule hybride Download PDF

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Publication number
WO2012159830A1
WO2012159830A1 PCT/EP2012/057263 EP2012057263W WO2012159830A1 WO 2012159830 A1 WO2012159830 A1 WO 2012159830A1 EP 2012057263 W EP2012057263 W EP 2012057263W WO 2012159830 A1 WO2012159830 A1 WO 2012159830A1
Authority
WO
WIPO (PCT)
Prior art keywords
hybrid vehicle
combustion engine
internal combustion
drive
electric motor
Prior art date
Application number
PCT/EP2012/057263
Other languages
German (de)
English (en)
Inventor
Klaus Skrobanek
Achim Brenk
Dieter Seher
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2012159830A1 publication Critical patent/WO2012159830A1/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
    • 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
    • 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
    • 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
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B60W20/19—Control strategies specially adapted for achieving a particular effect for achieving enhanced acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
    • F02B39/085—Non-mechanical drives, e.g. fluid drives having variable gear ratio the fluid drive using expansion of fluids other than exhaust gases, e.g. a Rankine cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
    • 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 hybrid vehicle and method for operating a hybrid vehicle. State of the art
  • Hybrid vehicles comprising, in addition to an internal combustion engine, an electric motor for operating the internal combustion engine in certain operating conditions, e.g. Accelerating, assisting or replacing are known in the art.
  • the object of the present invention is to improve the energy efficiency of a hybrid vehicle. To achieve this object, an optimized hybrid vehicle and an improved method for operating such a hybrid vehicle are provided.
  • a hybrid vehicle according to the invention has a thermodynamic working circuit, which is designed to convert the waste heat of the internal combustion engine into usable energy.
  • a method for operating a hybrid vehicle includes using the waste heat of the internal combustion engine to operate a thermodynamic working circuit in order to convert the waste heat of the internal combustion engine generated during operation into usable energy.
  • the conversion of thermal energy into mechanical energy occurs in a thermodynamic working group, eg an Organic Rankine Cycle (ORC process).
  • ORC process Organic Rankine Cycle
  • a liquid working fluid is compressed to a working pressure and conveyed to a heat exchanger.
  • the waste heat from the exhaust gas or the exhaust gas recirculation of the internal combustion engine is transmitted via the or the heat exchanger to the working medium of the ORC process, which is thereby evaporated.
  • the steam is then expanded in an expansion machine, whereby mechanical energy is recovered and delivered to the drive shaft.
  • a piston machine or a turbine are used as expansion machine.
  • thermodynamic working group Since the supply of waste heat in mobile applications depends on the driving condition (traffic situation, load, incline, driving speed, etc.), it is subject to considerable changes. Also, the need for drive power and the power requirement of the ancillaries are subject to strong fluctuations, so that the distribution of the energy gained from the thermodynamic work group on the drive train and the ancillaries must be adjusted at any time to optimal use of the energy obtained with the help of the thermodynamic working group enable.
  • thermodynamic working group makes it possible to use the additional energy generated by the thermodynamic working group effectively and as needed.
  • a vehicle with high energy efficiency will be provided.
  • thermodynamic working group on an expansion machine which is designed as a piston engine or as a turbomachine (turbine).
  • thermodynamic workgroup is configured to perform a Clausius-Rankine cycle.
  • a Clausius-Rankine cycle provides a cyclic process that allows effective conversion of waste heat from the internal combustion engine to usable mechanical energy.
  • the hydride vehicle additionally includes an electrical generator and the thermodynamic circuit is configured to drive the generator to generate electrical energy.
  • the electric generator is mechanically connected to the expansion machine of the thermodynamic working group in order to be driven by it.
  • thermodynamic working group The conversion of the mechanical energy generated by the thermodynamic working group into electrical energy makes it possible to use the energy particularly effectively.
  • the electrical energy can be used to operate the electric motor of the hybrid vehicle.
  • the energy provided by the thermodynamic working group can be used very effectively without the need for additional mechanical components.
  • the generator is connectable to an electrical storage device to store the electrical energy generated by the generator during operation.
  • an electrical storage device to store the electrical energy generated by the generator during operation.
  • a method according to the invention for operating a hybrid vehicle according to the invention includes operating the electric motor simultaneously with the internal combustion engine in order to assist the internal combustion engine in driving the hybrid vehicle ("drive mode") B. is assisted by the electric motor during startup or acceleration), the fuel consumption of the internal combustion engine can be reduced and / or the acceleration behavior of the vehicle can be improved energy efficiency will be further improved.
  • the method according to the invention preferably includes using energy additionally stored in the storage device (battery) in certain operating states in order to drive the electric motor (boost mode), thereby further improving energy efficiency, in addition to the current state of thermodynamics Work group provided electrical energy generated in earlier operating conditions and unnecessary in these earlier operating conditions electrical energy that has been stored in the storage device is used to drive the electric motor and thus the hybrid vehicle.
  • the electric motor is operated as a generator in order to generate electrical energy which is stored in the electrical storage device. This makes it possible to charge the electrical storage device when necessary and the electrical energy provided by the thermodynamic circuit generator is insufficient.
  • the electric motor can be used both in driving mode ("transient mode”) and during deceleration of the vehicle (“recuperation mode”) for generating electrical energy.
  • the use and storage of the energy generated during braking (“recuperation mode”) is particularly efficient, since a portion of the energy used to accelerate the vehicle is recovered during deceleration and stored in the form of electrical energy, so that it later for re-acceleration of the vehicle can be used.
  • FIG. 1 shows a schematic representation of a drive system of a hybrid vehicle according to the invention in a first operating state
  • FIG. 2 shows a schematic representation of a drive system of a hybrid vehicle according to the invention in a second operating state
  • FIG. 3 shows a schematic representation of a drive system of a hybrid vehicle according to the invention in a third operating state
  • FIG. 4 shows a schematic representation of a drive system of a hybrid vehicle according to the invention in a fourth operating state.
  • FIG. 1 shows a schematic representation of a drive system of a hybrid vehicle according to the invention in a first operating state
  • a hybrid vehicle according to the invention has a drive train 2 with an internal combustion engine 22, a clutch 24, an electric motor 26 and a transmission 28, which are connected in series with each other, to the mechanical drive energy generated by the engine 22 and / or the electric motor 26 to the drive wheels 20 of the hybrid vehicle to transmit.
  • the hybrid vehicle has a thermodynamic working circuit 3 with an expansion machine 32.
  • the expansion machine 32 is operated by the combustion engine 22 in operation, e.g. driven waste heat 30 discharged via the exhaust line.
  • the expansion engine 32 converts the thermal waste heat 30 into mechanical energy 36 that is used to drive an electrical generator 34 that is mechanically coupled to the expansion machine 32.
  • the electric generator 34 generates electric power 40 which is suitably converted by a voltage converter 42 and an electric inverter 44 to drive the electric motor 26 arranged in the power train 2 of the hybrid vehicle to assist or assist the engine 22 in driving the drive wheels 20 of the hybrid vehicle replace. Since the waste heat 30 discharged unused over the exhaust line in a conventional internal combustion engine is additionally used to drive the drive wheels 20, the fuel consumption of the engine 22 can be lowered. Due to the hybridization of the vehicle, the electric motor 26 used to drive the drive wheels 20 already exists.
  • FIG. 2 schematically shows a second operating state of a hybrid vehicle according to the invention.
  • the vehicle In the second operating state ("recuperation mode"), the vehicle is braked, so that the power of the internal combustion engine 22 is reduced to a minimum (idling) .It is therefore not necessary and desirable to generate the electrical energy 40 generated by the thermodynamic working circuit 3 to use for driving the electric motor 26, since driving the drive wheels 20 in this operating state is not desirable.
  • the electrical energy 40 generated by the thermodynamic working circuit 3 is therefore stored in an electrical storage device 46 (battery) for later use after voltage conversion in the voltage converter 42.
  • the electric motor 26 is mechanically driven by the released during braking of the vehicle kinetic energy of the vehicle.
  • the electric motor 26 is thereby operated as a generator which provides electrical energy 50, which is also stored in the electrical storage device 46 after a corresponding conversion by the inverter 44, which is operated inversely in this operating state compared to the operating state shown in FIG becomes.
  • the thermal energy of the idle internal combustion engine 22 and the mechanical energy released during vehicle deceleration, which is exhausted as waste heat in a conventional vehicle by heating the mechanical brakes, are stored in the electrical storage device 46 for later use.
  • FIG 3 shows the drive system of a hybrid vehicle according to the invention in a third operating state.
  • boost mode in addition to the electrical energy 40 generated by the thermodynamic working group 3, electrical energy 52 stored in the electrical storage device 46 is used to drive the electric motor 26.
  • the electric motor 26 can thus be equipped with a particularly high power, which goes beyond the power provided by the thermodynamic working circuit 3, operated in order to support the internal combustion engine 22.
  • This operating mode is particularly for a particularly strong acceleration of the hybrid vehicle, eg when starting or initiating an overtaking process
  • the energy stored in the electrical storage device 46 for example in the previously described second operating mode, is used to reduce the fuel consumption of the internal combustion engine 22.
  • FIG. 4 shows a drive system of a hybrid vehicle according to the invention in a fourth operating state.
  • the engine 22 of the powertrain 2 is operated to generate a mechanical power for driving the drive wheels 20 of the hybrid vehicle.
  • the waste heat 30 generated by the internal combustion engine 22 during operation is converted by the thermodynamic working group 3 into electrical energy 40 as in the previously described second operating state and stored in the electrical storage device 46 after appropriate conversion by the voltage converter 42.
  • the electrical storage device 46 is charged particularly efficiently and quickly.
  • the fourth operating state is therefore preferably selected when the state of charge of the storage device 46 requires a fast charge.
  • the invention makes it possible to use the thermal energy generated during operation of an internal combustion engine 22 with the lowest possible losses for driving the vehicle and to deliver it as mechanical energy to the drive wheels 20 of the vehicle. This optimizes the overall energy balance of the vehicle.
  • the inventive combination of the use of waste heat of the internal combustion engine 22 with the hybrid technology an optimal adaptation to the operating behavior and the application of the vehicle can be achieved.
  • the transmitted to the drive wheels 20 mechanical energy can be adjusted as needed. Energy not required at times may be stored in an electrical storage device 46 for later use.
  • thermodynamic working group 3 The thermal inertia of the thermodynamic working group 3 can be compensated.
  • thermodynamic work circuit 3 if the memory device 46 is repeatedly charged by frequent braking ("stop-and-go operation"), a large proportion of the kinetic energy of the vehicle can be recovered during braking and used or stored.
  • the invention provides a hybrid vehicle with a particularly effective energy balance.

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

Abstract

L'invention concerne un véhicule hybride présentant un moteur à combustion interne (22) et un moteur électrique (26) conçus pour entraîner au moins une roue motrice (20) du véhicule hybride. De plus, un circuit de travail thermodynamique (3) est conçu pour convertir la chaleur émise lors du fonctionnement du moteur à combustion interne (22) en énergie utilisable.
PCT/EP2012/057263 2011-05-24 2012-04-20 Véhicule hybride et procédé permettant de faire fonctionner un véhicule hybride WO2012159830A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011076403A DE102011076403A1 (de) 2011-05-24 2011-05-24 Hybridfahrzeug und Verfahren zum Betreiben eines Hybridfahrzeugs
DE102011076403.8 2011-05-24

Publications (1)

Publication Number Publication Date
WO2012159830A1 true WO2012159830A1 (fr) 2012-11-29

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PCT/EP2012/057263 WO2012159830A1 (fr) 2011-05-24 2012-04-20 Véhicule hybride et procédé permettant de faire fonctionner un véhicule hybride

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Country Link
DE (1) DE102011076403A1 (fr)
WO (1) WO2012159830A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9181866B2 (en) 2013-06-21 2015-11-10 Caterpillar Inc. Energy recovery and cooling system for hybrid machine powertrain

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016217743A1 (de) 2016-09-16 2018-03-22 Robert Bosch Gmbh Hybridsystem für eine Brennkraftmaschine
US20240034165A1 (en) * 2022-07-27 2024-02-01 Saudi Arabian Oil Company Methods of charging a hybrid vehicle battery

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1326017A1 (fr) * 2000-10-10 2003-07-09 Honda Giken Kogyo Kabushiki Kaisha Vehicule hybride
DE102008008238A1 (de) * 2007-02-15 2008-08-21 Volkswagen Ag Verfahren zur Ladestrategie eines Hybridantriebs und durchführendes Steuergerät
DE102007038585A1 (de) * 2007-08-16 2009-03-19 Zf Friedrichshafen Ag Verfahren zur Lastpunktverschiebung im Hybridbetrieb bei einem parallelen Hybridfahrzeug
DE102008035451A1 (de) * 2008-07-30 2009-03-19 Daimler Ag Verfahren zur Optimierung eines Hybridbetriebs
DE102010044889A1 (de) * 2010-09-09 2011-05-12 Daimler Ag Vorrichtung und Verfahren zur Einspeisung von aus Abwärme eines Verbrennungsmotors gewonnener elektrischer Energie in ein Versorgungsnetz eines Hybridantriebsstranges eines Fahrzeugs

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1326017A1 (fr) * 2000-10-10 2003-07-09 Honda Giken Kogyo Kabushiki Kaisha Vehicule hybride
DE102008008238A1 (de) * 2007-02-15 2008-08-21 Volkswagen Ag Verfahren zur Ladestrategie eines Hybridantriebs und durchführendes Steuergerät
DE102007038585A1 (de) * 2007-08-16 2009-03-19 Zf Friedrichshafen Ag Verfahren zur Lastpunktverschiebung im Hybridbetrieb bei einem parallelen Hybridfahrzeug
DE102008035451A1 (de) * 2008-07-30 2009-03-19 Daimler Ag Verfahren zur Optimierung eines Hybridbetriebs
DE102010044889A1 (de) * 2010-09-09 2011-05-12 Daimler Ag Vorrichtung und Verfahren zur Einspeisung von aus Abwärme eines Verbrennungsmotors gewonnener elektrischer Energie in ein Versorgungsnetz eines Hybridantriebsstranges eines Fahrzeugs

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9181866B2 (en) 2013-06-21 2015-11-10 Caterpillar Inc. Energy recovery and cooling system for hybrid machine powertrain

Also Published As

Publication number Publication date
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