WO2018178924A1 - Système d'entraînement hybride comprenant deux mécanismes hydrauliques - Google Patents

Système d'entraînement hybride comprenant deux mécanismes hydrauliques Download PDF

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Publication number
WO2018178924A1
WO2018178924A1 PCT/IB2018/052186 IB2018052186W WO2018178924A1 WO 2018178924 A1 WO2018178924 A1 WO 2018178924A1 IB 2018052186 W IB2018052186 W IB 2018052186W WO 2018178924 A1 WO2018178924 A1 WO 2018178924A1
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WO
WIPO (PCT)
Prior art keywords
arrangement
hydraulic
drive
drive system
power
Prior art date
Application number
PCT/IB2018/052186
Other languages
English (en)
Inventor
Norman Grant
Original Assignee
Ducere Holdings (Pty) Limited
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 Ducere Holdings (Pty) Limited filed Critical Ducere Holdings (Pty) Limited
Publication of WO2018178924A1 publication Critical patent/WO2018178924A1/fr
Priority to ZA2020/01425A priority Critical patent/ZA202001425B/en

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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
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/12—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable fluidic accumulator
    • 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
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/10—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel
    • B60K6/105—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel the accumulator being a flywheel
    • 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
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; 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 apparatus, components or means specially adapted for HEVs
    • B60K6/36—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 apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—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 apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
    • F16H47/02—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type
    • F16H47/04—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type the mechanical gearing being of the type with members having orbital motion
    • 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
    • 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

  • This invention relates to a drive system. More particularly, the invention relates to a hybrid drive system wherein a plurality of energy paths between a plurality of energy storage devices and energy sources, are utilised to optimise drive efficiency and performance of the hybrid drive system.
  • engine optimisation systems relate to the concept of utilising electronic engine management systems to regulate engine operation to achieve higher efficiencies. Engines are managed to operate closer to their most efficient lines, sometimes at the temporary cost of performance. "Stop-start” technology also falls within the category of engine optimisation. The latter concept refers to engines automatically switching off when the vehicle comes to a halt (at a traffic light for instance) and switching back on again when the accelerator pedal is depressed.
  • Regenerative braking refers to the concept of converting kinetic energy associated with the momentum of a travelling vehicle into stored potential energy for later use, while the vehicle is being slowed down or stopped.
  • a regenerative braking system harvests and stores energy instead of dissipating it in the form of heat, as in conventional braking systems.
  • Hybrid drive systems incorporating a combination of fossil fuel and electrical motors have also been used with promising results, and have of late, been utilised in passenger and even high-performance sports vehicles.
  • the combination of fossil fuel and electrical motors overcomes many of the above difficulties with range experienced by purely electrical vehicles, while it allows the provision of torque at low engine speeds and facilitates regenerative braking, collectively resulting in overall efficiency increases. Battery banks can furthermore be charged by the fuel-powered motor.
  • WO2009/057082 there is disclosed a hybrid drive system incorporating, in addition to a fossil fuel motor, and instead of an electrical motor and battery system, a hydraulic pump and/or motor system with an accumulator as an energy storage device.
  • the energy density of the aforementioned hybrid system may be limited by the accumulator as an energy storage device.
  • accumulators are relatively expensive and heavy, which means that their energy density is relatively low when compared to battery banks.
  • a hybrid drive system comprising:
  • a first drive arrangement comprising:
  • a first hydraulic mechanism selectively operable as one of a pump and a motor, coupled to the first power-splitting gear arrangement by a second coupling arrangement, and having a first port in fluid flow communication with a hydraulic accumulator;
  • a second drive arrangement comprising a first energy storage device linked to the first drive arrangement via a first linking arrangement;
  • a second linking arrangement linking at least one of the first and second drive arrangements to an output drive.
  • the first power-splitting arrangement may comprise a power-splitting gear arrangement.
  • the first linking arrangement may comprise a second gear arrangement linked to the first power-splitting gear arrangement and coupled to the energy storage device via a third coupling arrangement.
  • the first linking arrangement may comprise a direct coupling between the energy storage device and the first power-splitting gear arrangement.
  • the second gear arrangement may comprise a second power-splitting gear arrangement similar to the first power-splitting gear arrangement.
  • the second power splitting gear arrangement may be directly coupled to the first power-splitting gear arrangement.
  • the second drive arrangement may furthermore comprise a second hydraulic mechanism similar to the first hydraulic mechanism, which may be coupled to the second gear arrangement by a fourth coupling arrangement.
  • the second hydraulic mechanism may have a second port in fluid flow communication with the accumulator and the first port, to constitute a third linking arrangement, that links the first and second drive arrangements.
  • the first and second hydraulic mechanisms may be arranged to form an open-loop hydrostatic drive, in fluid flow communication with the accumulator acting as an energy storage device.
  • a first hydraulic fluid line may connect the first and second ports, while a second hydraulic fluid line may connect the accumulator to the first hydraulic fluid line.
  • the second hydraulic fluid line may comprise a control valve arrangement that may be utilized to regulate the flow of hydraulic fluid into and out of the accumulator.
  • the control valve arrangement may comprise a control valve arranged in series with a pilot operated check valve.
  • the configuration of the control valve arrangement may be such that the control valve may be operable between an open configuration to allow hydraulic fluid to flow therethrough to and from the accumulator and a closed configuration to isolate the accumulator from the first hydraulic fluid line.
  • the pilot operated check valve may be operable between an open configuration where hydraulic fluid may be allowed to flow therethrough to and from the accumulator, and a closed configuration where hydraulic fluid may be allowed to flow therethrough to the accumulator but prevented from flowing there through from the accumulator.
  • the first hydraulic mechanism may comprise an open-loop, over-center, variable displacement hydraulic mechanism, which may be selectively operable as either a pump or a motor, in a forward and a reverse rotational direction.
  • the first hydraulic mechanism may comprise a plurality of axially reciprocating pistons and an associated manipulatable swash-plate arrangement which may be controllable to move over-center.
  • the first hydraulic mechanism may comprise a bent axis hydraulic device manipulatable to move over-center.
  • the first, second, third and fourth coupling arrangements may comprise first, second, third and fourth shafts respectively.
  • the first, second, third and fourth coupling arrangements may include first, second, third and fourth clutch and brake arrangements respectively.
  • Each of the first, second, third and fourth respective clutch and brake arrangements may comprise a first and second brake associated with a first and second side of the clutch and brake arrangement respectively.
  • the first and second brakes may be separated by a clutch, so that each clutch and brake arrangement is configurable firstly, to lock the first and second sides to rotate together, secondly, to allow the first and second sides to rotate free from each other, thirdly, to lock the first side from rotating irrespective of rotation of the second side, and fourthly, to lock the second side from rotating irrespective of rotation of the first side.
  • the first and second power-splitting gear arrangements may be provided with a first and second lock-up clutch respectively.
  • Different drive configurations may be obtained by locking at least some of the first and second sides of at least one of the first to fourth clutch and brake arrangements, in combination with locking at least some of the first and second lock-up clutches respectively.
  • each of the first and second hydraulic mechanisms as a pump or a motor, may be influenced by variables such as the rotational direction, the angle of the swash-plate or the angle of the axis of the bent axis hydraulic mechanism (as the case may be), the rotational speed of the shafts, the hydraulic pressure, and the configuration of the various clutches and brakes of the system.
  • the first power-splitting gear arrangement may comprise one of: i) a planetary gear set; ii) an epicyclical gear set; iii) a spur gear differential; iv) a compound planetary gear arrangement; v) a double-pinion planetary gear set; vi) a bevel gear differential; vii) a bevel planetary gear set; and viii) a limited slip differential.
  • Each of the first and second power-splitting gear arrangements may comprise a device made up of a combination of spur gears, bevel gears, sun gears, ring gears, planet carriers, external spur gears, clutches and brakes.
  • the direct coupling between the first and second power-splitting gear arrangements may be coupling between any two gears or shafts associated with the first and second power-splitting gear arrangements respectively.
  • the hybrid drive system may furthermore comprise a central control system for controlling interactions, configurations and settings of the first and second drive arrangements to result in a plurality of different drive configurations of the output drive.
  • the output drive may comprise a drive shaft of one of a vehicle, a machine and a generator.
  • the first drive means may comprise one of an internal combustion motor, an electrical motor a wind turbine, a water turbine and a flywheel.
  • the first energy storage device may comprise one of i) a flywheel; and ii) an electrical charge receiving means connected to an associated electrical machine.
  • the electrical charge storage means may be a battery, capacitor or an electrical grid.
  • the electrical machine may be selectively operable as either a motor or a generator.
  • figure 1 is a diagrammatic representation of a hybrid drive system for driving an output drive
  • figure 2 is an exploded view of an example open-loop, over-centre variable displacement hydraulic mechanism selectively operable as one of a pump and a motor, comprising a plurality of reciprocating pistons with an associated manipulatable swashplate arrangement
  • figure 3 is a side section view of the open-loop, over-centre variable displacement hydraulic mechanism of figure 2
  • figure 4 is a side section view of an alternative example hydraulic mechanism in the form of a bent axis open-loop, over-centre variable displacement hydraulic mechanism selectively operable as one of a pump and a motor.
  • a hybrid drive system is generally indicated by reference numeral 10 in figure 1 .
  • the hybrid drive system 10 comprises a first drive arrangement 12 comprising a first drive means 14.
  • a first power-splitting arrangement 16 is coupled to the first drive means 14 via a first coupling arrangement 18, so that the first power-splitting arrangement 16 is mechanically coupled to the first drive means 14.
  • the first power-splitting arrangement 16 may typically be a power-splitting gear arrangement.
  • a first hydraulic mechanism 20 which can selectively be operated as either a pump or a motor is coupled to the first power-splitting gear arrangement 16 via a second coupling arrangement 22.
  • the first hydraulic mechanism comprises a first port 24 which is arranged in fluid-flow communication with an accumulator 26.
  • the hybrid drive system 10 further comprises a second drive arrangement 28 comprising a first energy storage device 30 which is linked via a first linking arrangement 32 to the first drive arrangement 12.
  • the hybrid drive system 10 furthermore comprises a second linking arrangement 34 for linking an output drive 36 to one of the first and second drive arrangements (12, 34).
  • the first linking arrangement 32 may be in the form of a second gear arrangement linked to the first power-splitting gear arrangement 16 and coupled to the energy storage device 30, via a third coupling arrangement 38.
  • the first linking arrangement 32 may be in the form of a direct coupling (not shown) between the energy storage device 30 and the first power-splitting arrangement 16.
  • the second gear arrangement comprises a second power- splitting gear arrangement 40 which is coupled to the third coupling arrangement 38. Therefore, the first and second power-splitting arrangements (16, 40) are directly and mechanically coupled to form the first linking arrangement 32.
  • the first energy storage device 30 is a flywheel 42.
  • the first energy storage device 30 is an electrical charge storage or receiving means 44 with an associated electrical machine 46 coupled to the first linking arrangement 32 via the third coupling arrangement 38.
  • the electrical charge storage or receiving means 44 typically is one of a battery, capacitor and electrical grid.
  • the electrical machine 46 is selectively operable as a motor or a generator/alternator, depending of the configuration of the drive system 10.
  • Each of the first and second power-splitting gear arrangements (16 and 40) may comprise a device made up of a combination of spur gears, bevel gears, sun gears, ring gears, planet carriers, external spur gears, clutches and brakes.
  • the first and second power-splitting gear arrangements (16 and 40) may be substantially similar, or may differ in type, construction, layout, size, gear ratio etc.
  • the direct coupling between the first and second power- splitting gear arrangements (16 and 40) to constitute the first linking arrangement 32 may be coupling between any two gears or shafts associated with the first and second power-splitting gear arrangements (16 and 40) respectively.
  • outer spur gears on ring gears of each of the first and second power-splitting arrangements (16 and 40) may be meshed together to form the first linking arrangement 32.
  • the specific detail of the first linking arrangement 32 may be selected based on the specific system 10 layout and configuration.
  • the first and second power-splitting gear arrangements (16, 40) may share a common gearbox housing, or may be provided with separate housings (not shown).
  • the second drive arrangement 28 furthermore comprises a second hydraulic mechanism 46 which is coupled to the second power-splitting gear arrangement 40 by means of a fourth coupling arrangement 50.
  • a mechanical link therefore exists between the first energy storage device
  • first, second, third and fourth coupling arrangements (18, 22, 38 and 50) is in the form of a first, second, third and fourth shaft respectively.
  • each of the first, second, third and fourth coupling arrangements (18, 22, 38 and 50) may be in the form of any suitable coupling or linking arrangement, including a chain and sprocket arrangement, a belt and pulley arrangement, direct coupling between spur, bevel or other types of gears, etc.
  • the second hydraulic mechanism 48 is selectively operable as either a pump or a motor.
  • the fourth shaft 50 is an output shaft, while, when operating as a pump, the fourth shaft 50 is an input shaft.
  • the second hydraulic mechanism 48 has a second port 52 which is arranged in fluid flow communication with the first port 24 and the accumulator 26.
  • the fluid flow connection between the first port 24 and the second port 52 creates a third linking arrangement 54 that links the first drive arrangement 12 and the second drive arrangement 28.
  • the third linking arrangement 54 is in the form of an open loop hydrostatic drive, with the addition of a hydraulic accumulator.
  • the first and third linking arrangements (32, 54) can operate independently of one another or in concert with each other to drive or be driven by, the output drive 36 via the second linking arrangement 34.
  • the first port 24 and second port 52 are connected by means of a first hydraulic line 56.
  • a second hydraulic line 58 is connected between the first hydraulic line 56 and the accumulator 26, so that the accumulator is arranged in fluid flow communication with the first hydraulic line 56.
  • a control valve arrangement 60 is provided in the second hydraulic fluid line 58 to regulate the flow of hydraulic fluid into and out of the accumulator 26.
  • the control valve arrangement 60 is required to regulate flow from the accumulator 26, especially during changes in the configuration of the components of the system 10.
  • the hydraulic mechanisms (20, 48) are configurable to inhibit flow of hydraulic fluid (for instance, in the case of swashplate type hydraulic mechanism 100, as described in more detail below, by rotating the swash-plate to zero degrees).
  • configuration changes from a pump to a motor configuration is not instantaneous, which might lead to unwanted torque supplied to one of the second or fourth shafts (22, 50).
  • the control valve arrangement 60 comprises a control valve 60.1 (which might be a directional control valve) arranged in series with a pilot operated check valve 60.2.
  • the directional control valve 60.1 is operable between an open configuration to allow hydraulic fluid to flow therethrough to and from the accumulator 26 and a closed configuration to isolate the accumulator 26 from the first hydraulic fluid line 56.
  • the pilot operated check valve 60.2 is operable between an open configuration where hydraulic fluid is allowed to flow therethrough to and from the accumulator 26, and a closed configuration where hydraulic fluid is allowed to flow therethrough to the accumulator 26 but prevented from flowing therethrough from the accumulator 26.
  • the configurations of the directional control valve 60.1 and the pilot operated check valve 60.2 is controlled by command signals.
  • the directional control valve 60.1 and pilot operated check valve 60.2 can therefore be configured to either allow hydraulic fluid flow into or out of the accumulator 26 uninhibited (when the directional control valve 60.1 is open and the pilot operated check valve 60.2 is prompted to the open position) to inhibit flow into or out of the accumulator 26 therefore isolating the accumulator 26 from the first hydraulic fluid line 56 (when the directional control valve 60.1 is closed) or to allow fluid flow into the accumulator 26, but not out of the accumulator (when the directional control valve 60.1 is open, the pilot operated check valve 60.2 is in the closed configuration).
  • the flow rates of hydraulic fluid in the first fluid line 56 is regulated by internal settings and configurations of the first and second hydraulic mechanisms (20, 48). Therefore, under normal circumstances the control valve arrangement is not utilized to throttle the flow rate of fluid into or from the accumulator 26. However, utilizing the control valve to throttle flow into or from the accumulator 26 is feasible.
  • the hydraulic fluid flow can be effectively controlled.
  • the system can be configured so that hydraulic fluid flows into the accumulator from one or both of the hydraulic mechanisms, (both configured as pumps, or one configured in neutral (i.e. no fluid flows into or from the specific hydraulic mechanism)).
  • a portion of hydraulic fluid may flow from one of the hydraulic mechanisms configured as a pump to the other configured as a motor, while a further portion may be either supplied by, or to, the accumulator.
  • both hydraulic mechanisms may simultaneously or individually receive fluid from the accumulator.
  • a third port 62 and fourth port 64 is provided on the first hydraulic mechanism 20 and the second hydraulic mechanism 48 respectively.
  • the third and fourth ports (62, 64) are in fluid flow communication with a common reservoir 66 so that an open-loop hydrostatic drive is formed between the first and second hydraulic mechanisms (20, 48). Fluid from the third and fourth ports (62, 64) is allowed to drain into the reservoir 66.
  • the hydrostatic drive may act as a variable speed/power transmission system.
  • the second and fourth coupling arrangements (22, 50) may therefore rotate in the same or opposite rotational directions, while the rotational speeds of the second and fourth coupling arrangements (22, 50) may be equal, or may vary (and may be varied relative to each other in real time). At the same time, the configuration of either of these hydraulic mechanisms may be changed to that of either a pump or a motor. It follows that the open-loop hydrostatic drive formed by the first and second hydraulic mechanisms is capable of regenerative braking.
  • the first, second, third and fourth coupling arrangements (18, 22, 38 and 50) are fitted with a first, second, third and fourth clutch and brake arrangement (68.1 , 68.2, 68.3 and 68.4) respectively.
  • the first to fourth clutch and brake arrangements (68.1 , 68.2, 68.3 and 68.4) may have different speed and torque ratings, but all have substantially similar constructions, and are generally indicated at 68 in figure 1 .
  • the clutch and brake arrangement 68 comprises a first side 70 associated with a first brake 72, a second side 74 associated with a second brake 76 and a clutch 78 separating the first and second brakes (72, 76).
  • the clutch 78 When the clutch 78 is engaged, the first and second sides (70, 74) are connected so that the whole arrangement 68 rotates together.
  • the clutch 78 is disengaged the first and second sides (70, 74) are disconnected, so that the first and second sides (70, 74) can rotate free from one another.
  • Engaging the first brake 72 while the clutch 78 is disengaged prevents the first side 70 from rotating, irrespective of rotation of the second side 74.
  • engaging the second brake 76 while the clutch 78 is disengaged prevents the second side 74 from rotating, irrespective of rotation of the first side 70.
  • the first and second sides (70, 74) of the first clutch and brake arrangement 68.1 are associated with the first drive means 14 and the first power-splitting arrangement 16 respectively.
  • the first and second sides (70, 74) of the second clutch and brake arrangement 68.2 are associated with the first power-splitting arrangement 16 and the first hydraulic mechanism 20 respectively.
  • the first and second sides (70, 74) of the third clutch and brake arrangement 68.3 are associated with the first energy storage device 30 and the second power-splitting gear arrangement 40 respectively.
  • the first and second sides (70, 74) of the fourth clutch and brake arrangement 68.4 are associated with the second power-splitting arrangement 40 and the second hydraulic mechanism 48 respectively.
  • the first power-splitting gear arrangement 16 is provided with a first lockup clutch 80 to lock the first and second coupling arrangements (18, 22) to rotate together when the first lock-up clutch 80 is engaged, and to allow the first and second shafts (18, 22) to rotate at different rotational speeds when the first lock-up clutch 80 is disengaged.
  • the second power-splitting gear arrangement 40 is provided with a second lock-up clutch 82 similar to the first lock-up clutch 80.
  • a central control system (not shown) is utilized to control the interaction, configuration and settings of the first and second drive arrangements (12,
  • the output drive 36 driven by the hybrid drive system 10 or driving the hybrid drive system 10 may be a final drive such as a drive shaft of one of a vehicle, a machine, a turbine, a generator and an alternator.
  • the first drive means 14 may be one of an internal combustion motor, an electrical motor a wind turbine, a water turbine and a flywheel.
  • the output drive 36 is a final drive of a vehicle
  • the first drive means 14 is an internal combustion (IC) engine
  • the first energy storage device 30 is a flywheel 42
  • the first to fourth coupling arrangements (18, 22, 38 and 50) comprise first to fourth shafts respectively
  • the first and second hydraulic mechanisms (20, 48) are over-center open loop variable displacement hydraulic mechanisms 100 (as more fully described further below).
  • the examples of drive configurations provided herein should not be interpreted as providing a closed list of examples. It should further be noted that the examples do not necessarily provide for the most efficient ways to transfer energy between different components of the drive system
  • the IC engine 14 can be used as a source of energy, i.e. to drive the system 10, and thus the first shaft 18 will always be an input shaft.
  • the flywheel 42 can firstly be used to store energy, in which case the flywheel 42 is driven by the third shaft 38, and secondly, the flywheel 42 can be used to provide energy to the system 10, by driving the third shaft 38.
  • Each of the first and second hydraulic mechanisms (20, 48) may be controlled to be either a pump or a motor, in any rotational direction. It should also be noted that either one of the hydraulic mechanisms (20, 48) can be held stationary while the other operates as either a pump or a motor.
  • the accumulator 26 serves as an energy storage device to store diverted or surplus energy provided by the hydraulic mechanisms (20, 48) acting as pumps, and to provide energy to the hydraulic mechanisms (20, 48) acting as motors to supplement motive power supplied to the first and/or second drive arrangements (12, 28).
  • the first and second power-splitting gear arrangements (16, 40) means that the IC motor 14 can be operated as close as possible to its most efficient line, or even be switched off.
  • the power supplied to the system 10 by the first drive means may therefore be relatively constant and may be provided at a high efficiency. In cases where surplus power is supplied to the system 10 by the first drive means 14, the surplus energy is channeled to one of the storage devices (flywheel and accumulator). In cases where a shortage exists, power can be supplemented from one of the storage devices.
  • the IC engine 14 may be used to drive the output drive 36 directly through the first power-splitting gear arrangement 16.
  • the IC engine 14 may, through the first power-splitting gear arrangement 16 be used to drive the first hydraulic mechanism 20, acting as a pump so that pressurized hydraulic fluid is supplied to either the accumulator 26 to be stored as potential energy, or to the second hydraulic mechanism 48 acting as a motor, to channel energy to the flywheel 42.
  • the IC engine 14 may, through the first and second power-splitting gear arrangements (16, 40) be used to drive the second hydraulic mechanism 48, acting as a pump so that pressurized hydraulic fluid may be supplied to either the accumulator 26 to be stored as potential energy, or to the first hydraulic mechanism 20 acting as a motor.
  • the IC engine 14 may, through the first and second power-splitting gear arrangements (16, 40) be used to drive the flywheel 42. It should be noted that through the first and third linking arrangements (32,
  • the IC engine may concurrently drive the final drive 36 and the flywheel 42, which in turn may be driven directly through the first and second power-splitting gear arrangements (16, 40) or through the first and second hydraulic mechanisms (20, 48) acting as a hydrostatic drive.
  • the system is configured in a "regenerative braking" configuration, which means that kinetic energy of the vehicle is absorbed and supplied to the system 10 through the second linking arrangement 34, to be stored by any of the storage devices.
  • the distribution of the energy under regenerative braking to the storage devices is achieved similar to the second to fourth example configurations mentioned above, with the only difference in each of the examples being the replacement of the IC engine 14 by the second linking arrangement 34 supplying input to the system 10.
  • the system is configured in the regenerative braking configuration as mentioned above in the fifth example configuration, with the addition that the IC engine 14 supplies a second input to the system 10 in accordance with the second to fourth example configurations. In this way, more energy is stored in the energy storage devices, ready to be utilized when the regenerative braking configuration is terminated.
  • the flywheel 42 is used to drive the second power-splitting arrangement 40, which drives the second hydraulic mechanism 48 acting as a pump, to store potential energy in the accumulator 26.
  • the flywheel 42 is used to drive the second power-splitting arrangement 40, which drives the second hydraulic mechanism 48 acting as a pump supplying pressurized hydraulic fluid to the first hydraulic mechanism 20 acting as a motor to drive the final drive 36 through the first power-splitting gear arrangement 16.
  • the flywheel 42 drives the first hydraulic mechanism 20 to store energy in the accumulator 26.
  • the flywheel 42 drives the final drive 36 directly through the first and second power-splitting gear arrangements (16, 40).
  • the accumulator 26 is used to drive either the final drive 36, or the flywheel 42, through either or both of the hydraulic mechanisms (20, 48) operating as motors.
  • the IC engine 14 can be operated as close as possible to a most efficient line from a fuel economy point of view.
  • the drive provided to any component may be a summation of drives from a number of system components. This might lead to fuel savings or provide a means to boost performance of the output drive 36.
  • the hydraulic mechanisms and accumulator may be used to reduce loads on the flywheel and the charge storage devices, leading to concomitant reductions in system component sizes.
  • energy received under regenerative braking can instantaneously be stored, and transferred to the other storage devices at lower transfer rates.
  • the overall efficiency of regenerative braking can thereby be increased while the strain on batteries or the flywheel may be reduced.
  • the combination of the charge storage means or the flywheel and the accumulators can be used to store energy received under regenerative braking, which again increases the efficiency of the regenerative braking cycle, while reducing the loads on the different components of the system.
  • the braking power effected by the hydraulic mechanism acting as a pump is easily variable by varying the angle of the swash plate (or the angle of the bent-axis unit) and/or the displacement of the hydraulic mechanism 100.
  • An external drive means may be provided to initially drive the flywheel 42, thereby storing potential energy in the system.
  • an electrical motor can be connected to the flywheel while the vehicle is parked, and used to speed up the flywheel, so that the different drive modes as mentioned above may be available before surplus energy (from the internal combustion engine, through regenerative braking or as has been disclosed above) has been stored in one of the storage devices.
  • This electrical motor may also, through any one or both of the hydraulic mechanisms (20, 48) store potential energy in the accumulator 26.
  • the storage devices may theoretically store a maximum amount of potential energy when the vehicle embarks on a journey.
  • the first and second hydraulic mechanisms may be substantially similar. However, the first and second hydraulic mechanisms need not be of similar size, overall displacement, or power rating.
  • each of the first and second hydraulic mechanisms comprises an open loop over-center variable displacement hydraulic device 100 that can be operated as a pump or as a motor, such as an axial piston-type hydraulic device utilizing a variable swash plate 102 wherein the angle of the swash plate 102 may be varied to so that the swash plate may move over-center.
  • the hydraulic mechanism 100 comprises a swash plate 102 having a face 104.
  • the swash plate 102 is arranged to pivot about pivot point 106, so that the angle 108 between the face 104 and a reference line 1 10 can be adjusted.
  • the reference line 1 10 lies in a vertical plane.
  • the hydraulic mechanism 100 furthermore comprises a rotatable, cylindrical barrel 1 12, having a first face 1 12.1 and a second face 1 12.2.
  • the second face 1 12.2 of the barrel 1 12 is connected to a shaft 1 14, which can serve either to drive the barrel 1 12, in the case of the hydraulic mechanism 100 operating as a pump, or alternatively to be driven by the rotatable barrel 1 12 in the case of the hydraulic mechanism 100 operating as a motor.
  • the arrangement is such that the angle 108 is zero when the face 104 of the swash plate 102 and the first face 1 12.1 of the barrel 1 12 are parallel.
  • the angle 108 may vary through a range of both positive and negative angles.
  • the barrel 1 12 comprises a plurality of radially and equidistantly spaced cylinder bores 1 16 extending from the first face 1 12.1 towards the second face 1 12.2 and thus through the barrel 1 12.
  • the bores 1 16 extend parallel to a centerline 128 of the barrel 1 12.
  • Each bore 1 16 is associated with a respective piston 1 18 which is allowed to reciprocate within the bore 1 16.
  • the pistons 1 18 extend from the bores 1 16 beyond the first face 1 12.1 , towards the swash plate 102 and terminate against a bearing surface 120 on the face 104.
  • Each piston is connected to the bearing surface 120 by a slipper (not shown).
  • the barrel 1 12 rotates relative to the swash plate 102. Because of the angle 108, the swash plate 102 causes the pistons 1 18 to reciprocate within the cylinder bores 1 16 between a top dead center (TDC) and a bottom dead center (BDC).
  • TDC represents a situation where the piston 1 18 is closest to the second face 1 12.2
  • BDC represents a situation where the piston 1 18 is furthest away from the second face 1 12.2.
  • the order in which adjacent pistons 1 18 reach either the TDC or BDC is determined by the direction in which the barrel 1 12 is rotating.
  • the hydraulic mechanism 100 further comprises a porting plate 130 having a first face 132 and second face 134.
  • the porting plate 130 has a diameter similar to the barrel 1 12.
  • the first face 132 of the porting plate 130 abuts against the second face 1 12.2 of the barrel 1 12, so that a substantially fluid tight seal forms between the porting plate 130 and the second face 1 12.2 of the barrel 1 12 (a degree of leakage is present, which results in minor losses).
  • the porting plate has an aperture 136 through which the shaft 1 14 protrudes.
  • the porting plate 130 is fixed in position so that, in use, the barrel 1 12 and shaft 1 14 rotates relative to the porting plate.
  • the porting plate comprises a first fluid channel 138 and a second fluid channel 140 that extends from the first face 132 to the second face 134.
  • the first fluid channel 138 is associated with a high-pressure fluid line 54 whereas the second fluid channel 140 is associated with a low-pressure fluid line 144. Hydraulic fluid is therefore transferred between the bores 1 16 and the high-pressure fluid line 54, through the first fluid channel 138, while hydraulic fluid is transferred between the bores 1 16 and the low- pressure fluid line 144, through the second fluid channel 140.
  • the operation of the hydraulic mechanism 100 will now be described from the viewpoint of one of the cylinder bores 1 16 and its concomitant piston 1 18. It will be understood that all of the cylinder bores 1 16 and pistons 1 18 progress in similar fashion, albeit out of phase with the one described, resulting in a smooth motion of the barrel 1 12.
  • High pressure hydraulic fluid flows along the high-pressure line 54 towards the mechanism 100 and through the first fluid channel 138.
  • the swash plate 102 is angled such that, taking into account the desired direction of rotation of the barrel 1 12, the pistons 1 18 in fluid flow communication with the first channel 138 has at least reached or passed the TDC.
  • High pressure hydraulic fluid thus exerts a force on the pistons 1 18 in fluid flow communication with the first fluid channel 138, forcing the pistons 1 18 in a direction towards the first face 1 12.1 of the barrel 1 12.
  • the piston 1 18 therefore transfers an axial force on the face 104 of the swash plate 102.
  • the angle of the swash plate 102 which is not at zero, results in a transverse component of the axial force, which translates into a torque causing the barrel 1 12 to rotate.
  • the rotation of the barrel 1 12 in turn rotates the shaft 1 14.
  • a piston 1 18 reaches the BDC, a maximum volume of high pressure hydraulic fluid is thus contained within the bore 1 16.
  • the barrel 1 12 has now rotated to a point where it is no longer in fluid flow communication with the first fluid channel 138.
  • the bore 1 16 comes into fluid flow communication with the second fluid channel 140 which is left at a relatively low pressure (atmospheric pressure or slightly above this).
  • the piston 1 18 When the hydraulic mechanism operates as a pump, the piston 1 18 has at least reached TDC by the time it comes into fluid flow communication with the second fluid channel 140. Unlike when the mechanism 100 is configured as a motor, the barrel 1 12 is now driven by the shaft 1 14. The rotation of the barrel 1 12, and the interaction of the piston 1 18 with the swash plate 102 causes the piston 1 18 to start moving towards the BDC, which causes the piston to create low pressure (or suction) within the bore 1 16. Hydraulic fluid from the low-pressure line 144 thus enters the bore
  • high-pressure hydraulic fluid kept in a high- pressure source is used to cause the shaft 1 14 to rotate, while, when acting as a pump, rotation of the shaft 1 14 is used to provide high pressure hydraulic fluid to an actuator or sink.
  • the load created the hydraulic mechanism 100 when operating as a pump may be finely controlled from zero load (when the angle 108 is zero) to a maximum load through an infinite number of steps.
  • the power delivered through the shaft may be finely controlled from zero load (when the angle 108 is zero) to a maximum load through an infinite number of steps.
  • each of the first and second hydraulic mechanisms (22, 46) comprises an open loop over- center variable displacement hydraulic device that can be operated as a pump or as a motor, in any one of a forward and reverse direction, which hydraulic mechanism 200 is in the form of a variable displacement, variable axis, bent axis hydraulic mechanism 200.
  • the mechanism 200 operates on substantially the same principle as the mechanism 100 described above, in that a rotatable cylindrical barrel 202 houses a plurality of pistons 204, within a concomitant number of cylindrical bores 206, formed within the cylindrical barrel 202.
  • the pistons are pivotably fixed to a holder 208 that is fixed to a shaft 210.
  • the shaft 210 is an input shaft
  • the shaft 210 is an output shaft.
  • the shaft 210 has a central axis 212
  • the cylindrical barrel also has a central axis 214.
  • the barrel 202 is pivotable such that the central axis 214 of the barrel 202 is pivotable relative to the central axis 212 of the shaft 210.
  • the pistons 204 By pivoting the central axis 214 of the barrel through an angle 216 relative to the central axis 212 of the shaft (to constitute a "bent axis"), the pistons 204 reciprocate within the cylindrical bores 206 when the shaft 210 is rotated.
  • a porting plate (not shown) performing a similar function as the porting plate 130 described above, is provided in fluid flow communication with high and low-pressure lines respectively.
  • the pistons reciprocating within the barrel causes hydraulic fluid to be expelled and received in the cylindrical bores in similar fashion as described above in relation to the hydraulic mechanism 100.
  • An actuator (not shown) is used to pivot the barrel 202.
  • By pivoting the barrel 202 over-centre (in other words, pivoting the central axis 214 of the barrel up to, and beyond the central axis 212 of the shaft) the configuration of the mechanism 200 is changed from a pump to a motor, or vice versa, for a specific rotational direction of the shaft 210.
  • this will not cause the high-pressure and low-pressure lines to change around.
  • the bent-axis mechanism 200 has a number of advantages over the swashplate mechanism 100.
  • the bent axis mechanism 200 is inherently more powerful than a swashplate mechanism 100 of a comparable size, as the angle 216 of the bent-axis mechanism 200 may inherently be greater than the swashplate angle 108. Consequently, the stroke of the pistons of the bent axis mechanism 200 is larger than that of a swashplate mechanism 100 of comparable size, resulting in a larger volume of hydraulic fluid that can be displaced by the pistons per revolution of the shaft 210.
  • the angle 216 may typically reach a maximum of around 40 to 45 degrees, while the angle 108 of the swashplate is typically restricted to 22 to 23 degrees.
  • the increased piston stroke, and the concomitant increased length of the pistons 204 results in an increased leakage path length.
  • the first and second hydraulic mechanisms (20, 48) may be arranged to form an open-loop hydrostatic drive, in fluid flow communication with the accumulator acting as an energy storage device.
  • the accumulator 26 and flywheel 42 is of the known kind.
  • the speed at which a flywheel rotates is a function of the energy it stores.
  • a continuously variable transmission (CVT) system is generally required (as the speed at which the flywheel rotates seldom matches the required input speed to the drive system).
  • the current invention does not require a conventional CVT, as, through a combination of the configurations of the different clutch and brake arrangements and hydraulic mechanisms, the rotational speed of the flywheel can be matched to the drive system's required input speed.
  • the current invention therefore has an internal CVT capability.
  • first and second hydraulic mechanisms (20, 48) need not be identical.
  • sizes and gear ratios of any of the first and second power-splitting gear arrangements (16, 40) need not be identical.
  • first to fourth clutch and brake arrangements are of similar construction, but do not necessarily have similar power transmitting or torque handling capabilities.
  • a "forward and reverse” direction when used in relation to the hydraulic mechanism, refers to a clockwise and anticlockwise rotational direction of a shaft of the mechanism (the shaft is an input shaft when the mechanism is configured as a pump, and an output shaft when the mechanism is configured as a motor).

Abstract

La présente invention concerne un système d'entraînement hybride dans lequel une pluralité de trajets d'énergie entre une pluralité de dispositifs de stockage d'énergie et de sources d'énergie est utilisée pour optimiser son efficacité d'entraînement et ses performances. Le système comprend un premier agencement d'entraînement qui comprend un premier moyen d'entraînement (14), un agencement de division de puissance (16) et un premier mécanisme hydraulique (20). L'agencement de division de puissance est accouplé au premier moyen d'entraînement. Le premier mécanisme hydraulique peut fonctionner sélectivement comme une pompe et un moteur, accouplé au premier agencement d'engrenage de division de puissance et comprend un premier orifice en communication d'écoulement de fluide avec un accumulateur hydraulique (26). Le système comprend en outre un second agencement d'entraînement comprenant un premier dispositif de stockage d'énergie qui est relié au premier agencement d'entraînement. L'un des premier et second agencements d'entraînement est relié à un entraînement de sortie. Dans un mode de réalisation préféré, le système comprend deux agencements d'engrenage de division de puissance directement reliés (16, 40), assurant chacun une fonction différentielle.
PCT/IB2018/052186 2017-03-31 2018-03-29 Système d'entraînement hybride comprenant deux mécanismes hydrauliques WO2018178924A1 (fr)

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ZA2020/01425A ZA202001425B (en) 2017-03-31 2020-03-05 A hybrid drive system comprising dual hydraulic mechanisms

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ZA2017/02258 2017-03-31

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Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4941395A (en) * 1988-09-08 1990-07-17 Sundstrand Corporation Bent-axis hydraulic apparatus
EP1201925A2 (fr) * 2000-10-23 2002-05-02 Eaton Corporation Patin de piston pour machines à pistons axiales
WO2009057082A2 (fr) 2007-11-01 2009-05-07 Ducere Holdings (Pty) Limited Dispositif d'entraînement à mécanisme hydraulique à boucle ouverte pouvant fonctionner comme pompe ou comme moteur
WO2009094492A2 (fr) * 2008-01-23 2009-07-30 Parker-Hannifin Corporation Machine électro-hydraulique pour système d'entraînement hybride
US20100287922A1 (en) * 2008-11-17 2010-11-18 Allan Rosman Hybrid hydraulic drive system with accumulator as the frame of vehicle
DE102010013670A1 (de) * 2010-04-01 2011-10-06 Wacker Neuson Se Doppel-Hybridspeichersystem
DE102014201359A1 (de) * 2014-01-27 2015-07-30 Bayerische Motoren Werke Aktiengesellschaft Antriebssystem für ein Hybridfahrzeug

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4941395A (en) * 1988-09-08 1990-07-17 Sundstrand Corporation Bent-axis hydraulic apparatus
EP1201925A2 (fr) * 2000-10-23 2002-05-02 Eaton Corporation Patin de piston pour machines à pistons axiales
WO2009057082A2 (fr) 2007-11-01 2009-05-07 Ducere Holdings (Pty) Limited Dispositif d'entraînement à mécanisme hydraulique à boucle ouverte pouvant fonctionner comme pompe ou comme moteur
WO2009094492A2 (fr) * 2008-01-23 2009-07-30 Parker-Hannifin Corporation Machine électro-hydraulique pour système d'entraînement hybride
US20100287922A1 (en) * 2008-11-17 2010-11-18 Allan Rosman Hybrid hydraulic drive system with accumulator as the frame of vehicle
DE102010013670A1 (de) * 2010-04-01 2011-10-06 Wacker Neuson Se Doppel-Hybridspeichersystem
DE102014201359A1 (de) * 2014-01-27 2015-07-30 Bayerische Motoren Werke Aktiengesellschaft Antriebssystem für ein Hybridfahrzeug

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