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NL1041831B1 - Automatic transmission having a CVT unit, a switchable gearing and an electric motor-generator device. - Google Patents

Automatic transmission having a CVT unit, a switchable gearing and an electric motor-generator device. Download PDF

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Publication number
NL1041831B1
NL1041831B1 NL1041831A NL1041831A NL1041831B1 NL 1041831 B1 NL1041831 B1 NL 1041831B1 NL 1041831 A NL1041831 A NL 1041831A NL 1041831 A NL1041831 A NL 1041831A NL 1041831 B1 NL1041831 B1 NL 1041831B1
Authority
NL
Netherlands
Prior art keywords
transmission
motor
generator device
cvt unit
automatic transmission
Prior art date
Application number
NL1041831A
Other languages
Dutch (nl)
Inventor
Van Spijk Gert-Jan
Van Iperen Rokus
Pigeard Alexandre
Original Assignee
Bosch Gmbh Robert
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 Bosch Gmbh Robert filed Critical Bosch Gmbh Robert
Priority to NL1041831A priority Critical patent/NL1041831B1/en
Priority to JP2018600135U priority patent/JP3221022U/en
Priority to PCT/EP2017/025092 priority patent/WO2017182141A1/en
Priority to CN201790000763.3U priority patent/CN210363358U/en
Application granted granted Critical
Publication of NL1041831B1 publication Critical patent/NL1041831B1/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
    • 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 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 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
    • 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
    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • 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
    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • 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 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 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
    • B60K2006/4816—Electric machine connected or connectable to gearbox internal shaft
    • 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
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

Landscapes

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

Abstract

The invention relates to an automatic transmission (2), in particular for a vehicle drive line for rotationally connecting an engine (1) and a driven wheel (4) thereof at a variable speed ratio between an input shaft (5) of the transmission (2) connected to the engine (1) and an output shaft (6) of the transmission (2) connected to the driven wheel (4). The transmission (2) comprises a CVT unit (20) providing a continuously variable speed ratio, a switchable gearing (30) providing two or more discrete speed ratios, and a motor/generator device (40) generating or recovering kinetic energy, which motor/generator device (40) is incorporated in the transmission (2) in between the CVT unit (20) and switchable gearing (30) thereof.

Description

AUTOMATIC TRANSMISSION HAVING A CVT UNIT, A SWITCHABLE GEARING AND AN ELECTRIC MOTOR-GENERATOR DEVICE
The invention relates to an automatic transmission for transmitting mechanical energy between a prime mover and a load, in particular between an engine and driven wheels in a drive line of a motor vehicle. One known type of automatic transmission comprises both a Continuously Variable Transmission or CVT unit and a switchable gearing in accordance with the preamble of claim 1 hereinafter, which transmission type is known from, for example, the European patent publication EP 0 787 927 A. The known automatic transmission favourably combines several advantages of its constituent parts, namely of the known CVT unit providing a continuously variable speed ratio and of the known switchable gearing providing two or more discrete speed ratios. In particular, a relatively large (speed) ratio coverage is provided thereby, which feature enables a fuel efficient operation of the engine and/or a comfortable, easily adaptable, as well as high performance driving experience, in a relatively small package size of the automatic transmission.
In an operating condition of the drive line wherein the vehicle is decelerated, it is known to recover and store at least some of the kinetic energy of the load for later use,
i.e. for the subsequent acceleration of the vehicle. This energy recovery is, of course, beneficial to the operating efficiency of the drive line as a whole. Most commonly for this purpose, the drive line is provided with an electric motor/generator device including associated electronics, which device can convert kinetic energy of the load into electric energy and store it in a battery and vice versa. Such motor/generator device is incorporated in the drive line either in-between the engine and the automatic transmission, or in between the automatic transmission and the load. In either such arrangement of the drive line, the load can be driven either solely by the engine with the motor/generator device idling or even completely decoupled from the drive path, or solely by the motor/generator device with the engine idling or even completely decoupled from the drive path, or jointly the engine and the motor/generator device working in tandem. Nevertheless, the aforementioned drive line arrangement with the motor/generator device being incorporated in between the automatic transmission and the load is sometime preferred, because it allows the energy recovery to be maximised by avoiding a power loss occurring in the automatic transmission. Furthermore in this specific drive line arrangement, the CVT unit needs to be designed to transmit the power output of the engine (only), whereas a maximum power output to the load is determined by the engine and the motor/generator device working in tandem. This allows the CVT unit to be designed favourably compact, at least in comparison with a drive line wherein the engine and the motor/generator device are incorporated on the same (operational) side of the CVT unit. Furthermore, by incorporating the motor/generator device in-between the automatic transmission and the load, the switchable gearing can be put into a non-operative, i.e. neutral state, e.g. by opening a coupling or clutch thereof, to isolate the motor/generator device and the load from the engine. In such neutral state of the switchable gearing, the engine can be stopped while the load continues to rotate and can drive the motor/generator device for the said energy recovery. Alternatively in this state, the motor/generator device can be powered electrically from the battery and drive the load independently from the engine.
Specifically in relation to the above-described automatic transmission and in accordance with the present disclosure, the motor/generator device is instead incorporated inside the automatic transmission, in-between an output shaft of the CVT unit and an input shaft of the switchable gearing thereof. According to the present disclosure, an anticipated disadvantage of a less efficient energy recovery of such transmission arrangement, is offset by the advantageous functional features that are newly provided thereby. More in particular, the novel arrangement of the automatic transmission in accordance with the present disclosure, provides that: - the load can be driven by the motor/generator device in either one of the speed ratios provided by the switchable gearing, whereby the torque and speed range of the motor/generator device at the load is favourably broadened; - the motor/generator device can be driven by the load in either one of the speed ratios provided by the switchable gearing, whereby the motor/generator device can be favourably selectively operated at more than one rotational speed in the energy recovery mode thereof; and - provided that the switchable gearing also provides a non-operative, i.e. neutral state, wherein the load is disconnected from the automatic transmission, the motor/generator device can be driven by the engine to e.g. charge the battery, also at vehicle standstill, or the motor/generator device can drive the engine to e.g. start it after it has been stopped to save fuel, favourably independently of the load.
The invention will be explained in more detail by means of a non-limiting illustrative embodiment and with reference to the following figures, in which:
Figure 1 shows, in a highly diagrammatic fashion, the known automatic transmission as applied in and part of a drive line of a motor vehicle.
Figure 2 shows, likewise in highly diagrammatic fashion, the novel automatic transmission according to the present disclosure.
Figure 1 shows an example of a vehicular drive line with an automatic transmission 2 with an input shaft 5 rotationally connected to (a crank shaft of) an engine 1 and with an output shaft 6 rotationally connected to driven wheels 4 via a differential gearing 3. The automatic transmission 2 is provided to be able to vary an operating point of the engine independently of the rotational speed of the driven wheels, in particular in terms of the engine torque and engine speed.
The automatic transmission 2 is provided with a coupling 10, a Continuously Variable Transmission or CVT unit 20 and a two speed switchable gearing 30. The coupling 10 can be selectively closed to transmit torque between the transmission input shaft 5 and the CVT unit 20 or opened to isolate the engine 1 from the rest of the drive line. The CVT unit 20 can transmit torque at a continuously variable ratio. The switchable gearing 30 can transmit torque at two fixed ratios. The transmission 2 is further provided with a control system (not shown), typically an electrohydraulic control system, for operating it, i.e. for opening or closing the coupling 10, for controlling the ratio of the CVT unit 20 and for engaging one of the fixed ratios of the switchable gearing 30, etc.
More in particular in the embodiment of figure 1, the coupling 10 is placed between the input shaft 5 of the automatic transmission 2 and a primary shaft 21 of the CVT unit 20. The primary shaft 21 of the CVT unit 20 is provided with a primary variable pulley 22, which CVT unit 20 is further provided with a secondary variable pulley 24 on an secondary shaft 22 of the CVT unit 20 and with a drive belt 25 that is wrapped around both pulleys 23, 24 for transmitting torque there between by means of friction at a continuously variable torque and speed ratio. By means of the said electrohydraulic control system (not shown) radial positions of the drive belt 25 at the variable pulleys 22, 24 are controlled, which radial positions determine the speed ratio between the primary shaft 21 and the secondary shaft 22. The switchable gearing 30 is placed between the CVT unit 20 and the output shaft 6 of the automatic transmission 2. The switchable gearing 30 comprises an intermediate shaft 31 that is integral with or at least connected to the secondary shaft 22 and that is provided with two gear wheels 32 and 33 of different diameter that can be selectively brought in meshing, i.e. driving contact with a respectively corresponding gear wheel 34 or 35 provided on a rotationally fixed, sliding hub 36 of the output shaft 6. In the state shown in figure 1, the gear wheels 32 and 34 of the switchable gearing 30 are in engagement, which gear wheels 32 and 34 are of the same diameter, such that the switchable gearing 30 provides a 1:1 speed ratio between the intermediate shaft 31 and the output shaft 6. By axially sliding moving the hub 36 towards the right in figure 1, e.g. by means of the said electrohydraulic control system (not shown), the said gear wheels 32 and 34 are disengagement and a second pair of gear wheels 33 and 35 is brought into engagement. In the embodiment of the switchable gearing 30 of figure 1, in particular in terms of the particular diameters of the gear wheels 33 and 35 thereof, these latter gear wheels 33 and 35 provide a speed increase from the intermediate shaft 31 to the output shaft 6.
The drive line shown in figure 1 is one example of many variants thereof that are known and/or conceivable within the context of the present disclosure. For instance, the CVT unit 20 and the switchable gearing 30 are in the first place relevant by the function that is respectively provided thereby and can, in principle, be substituted by known alternatives, as long as a corresponding function is provided thereby. Furthermore, other components, such as a torque converter, a switchable forward/reverse gearing, which gearing can possibly even be integrated with the switchable gearing 30, or a so-called final drive gear set, are known to be incorporated in the drive line as well. In this latter respect, it is also known to incorporate an electric motor/generator device in the drive line, e.g. in-between the automatic transmission 2 and the driven wheels 4 thereof, for the recovery of kinetic energy when the vehicle is actively decelerated, e.g. in response to a driver’s command such as the operation of a brake pedal. The recovered energy is typically stored as electric energy to be used later by the motor/generator device to drive the vehicle.
According to the present disclosure such known drive line can be improved upon by providing the automatic transmission 2 with a motor/generator device 40 in-between the secondary shaft 22 of the CVT unit and the intermediate shaft 31 of the switchable gearing 30, as is schematically illustrated in figure 2. In the illustrated embodiment of the motor/generator device 40, it is shown to include a stator 41 and a rotor 42 that is rotationally connected to both the secondary shaft 22 of the CVT unit 20 and the intermediate shaft 31 of the switchable gearing 30. The principles of operation of such motor/generator device 40 in a vehicular drive line, as well as the detailed construction thereof and/or alternative drive line arrangements incorporating it are well in the art, in particular in the art of hybrid drive line design.
According to the present disclosure, it is the novel and advantageous arrangement of the motor/generator device 40 in-between the secondary shaft 22 of the CVT unit and the intermediate shaft 31 of the switchable gearing 30 that provides the functional benefit that the driven wheels 4 can be driven by the motor/generator device 40 in either one of the speed ratios provided by the switchable gearing 30 and vice versa. Hereby, an operating range of the motor/generator device is favourably broadened in terms of the torque and rotational speed of the rotor 42 thereof in relation to the torque and speed of the driven wheels 40. At the same time, the CVT unit 20 favourably remains outside such torque path between the motor/generator device 40 and the driven wheels 4, whereby the friction losses of the CVT unit 20 are largely avoided when the said kinetic energy recovery is taking place.

Claims (3)

1. Automatisch geregelde overbrenging (2), in het bijzonder voor een aandrijflijn van een voertuig met een motor (1) en een aangedreven wiel (4), voor het met een varieerbare overbrengingsverhouding in rotatie aan elkaar koppelen van een aan de motor (1) gekoppelde ingaande as (5) van de overbrenging (2) en een aan het aangedreven wiel (4) gekoppelde uitgaande as (6) van de overbrenging (2), welke overbrenging (2) een CVT-eenheid (20), die voorziet in een continu variabele overbrengingsverhouding, en een schakelbare tandwielenset (30), die voorziet in wee of meer discrete overbrengingsverhoudingen, omvat, met het kenmerk, dat de automatisch geregelde overbrenging (2) verder een motor/generator-inrichting (40) omvat voor het generen en/of het terugwinnen van kinetische, die tussen de CVT-eenheid (20) en de schakelbare tandwielenset (30) daarvan in de overbrenging is opgenomen.An automatically controlled transmission (2), in particular for a drive line of a vehicle with a motor (1) and a driven wheel (4), for coupling a motor to the motor (1) with a variable transmission ratio in rotation ) coupled input shaft (5) of the transmission (2) and an output shaft (6) coupled to the driven wheel (4) of the transmission (2), which transmission (2) provides a CVT unit (20) which in a continuously variable transmission ratio, and a switchable gear set (30), which provides two or more discrete transmission ratios, characterized in that the automatically controlled transmission (2) further comprises a motor / generator device (40) for generating and / or recovering kinetic included in the transmission between the CVT unit (20) and its switchable gear set (30). 2. De automatisch geregelde overbrenging (2) volgens de conclusie 1, met het kenmerk, dat de genoemde CVT-eenheid (20) tussen de ingaande as (5) van de overbrenging (2) en een secundaire as (22) van de CVT-eenheid (20) is voorzien, dat de genoemde schakelbare tandwielenset (30) tussen de genoemde uitgaande as (6) van de overbrenging (2) en een tussenas (31) van de schakelbare tandwielenset (30) is voorzien en dat de genoemde motor/generator-inrichting (40) enerzijds is gekoppeld aan de secundaire as (22) van de CVT-eenheid (20) en anderzijds is gekoppeld aan de tussenas (31) van de schakelbare tandwielenset (30).The automatically controlled transmission (2) according to claim 1, characterized in that said CVT unit (20) between the input axis (5) of the transmission (2) and a secondary axis (22) of the CVT - unit (20) is provided, that said switchable gear set (30) is provided between said output shaft (6) of the transmission (2) and an intermediate shaft (31) of the switchable gear set (30) and that said motor Generator device (40) is coupled on the one hand to the secondary shaft (22) of the CVT unit (20) and on the other hand is coupled to the intermediate shaft (31) of the switchable gear set (30). 3. De automatisch geregelde overbrenging (2) volgens de conclusie 1 of 2, met het kenmerk, dat de genoemde motor/generator-inrichting (40) een stator (41) en een rotor (42) omvat, die onderling roteerbaar zijn en waarvan de rotor (42) gekoppeld is, dan wel koppelbaar is, aan zowel de secundaire as (22) van de CVT-eenheid (20) als de tussenas (31) van de schakelbare tandwielenset (30).The automatically controlled transmission (2) according to claim 1 or 2, characterized in that said motor / generator device (40) comprises a stator (41) and a rotor (42) which are rotatable to each other and of which the rotor (42) is coupled, or can be coupled, to both the secondary axis (22) of the CVT unit (20) and the intermediate axis (31) of the switchable gear set (30).
NL1041831A 2016-04-20 2016-04-20 Automatic transmission having a CVT unit, a switchable gearing and an electric motor-generator device. NL1041831B1 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
NL1041831A NL1041831B1 (en) 2016-04-20 2016-04-20 Automatic transmission having a CVT unit, a switchable gearing and an electric motor-generator device.
JP2018600135U JP3221022U (en) 2016-04-20 2017-04-20 Automatic transmission with CVT unit, switchable gearing and electrical motor / generator unit
PCT/EP2017/025092 WO2017182141A1 (en) 2016-04-20 2017-04-20 Automatic transmission having a cvt unit, a switchable gearing and an electric motor-generator device
CN201790000763.3U CN210363358U (en) 2016-04-20 2017-04-20 Automatic transmission with CVT unit, switchable transmission and motor-generator unit

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
NL1041831A NL1041831B1 (en) 2016-04-20 2016-04-20 Automatic transmission having a CVT unit, a switchable gearing and an electric motor-generator device.

Publications (1)

Publication Number Publication Date
NL1041831B1 true NL1041831B1 (en) 2017-11-07

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ID=56292798

Family Applications (1)

Application Number Title Priority Date Filing Date
NL1041831A NL1041831B1 (en) 2016-04-20 2016-04-20 Automatic transmission having a CVT unit, a switchable gearing and an electric motor-generator device.

Country Status (4)

Country Link
JP (1) JP3221022U (en)
CN (1) CN210363358U (en)
NL (1) NL1041831B1 (en)
WO (1) WO2017182141A1 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6996454B2 (en) * 2018-08-29 2022-01-17 トヨタ自動車株式会社 Vehicle control device

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6007443A (en) * 1996-02-16 1999-12-28 Nippon Soken, Inc. Hybrid vehicle
EP1375237A2 (en) * 1997-09-15 2004-01-02 Honda Giken Kogyo Kabushiki Kaisha Controlling apparatus for a hybrid car
US20040124021A1 (en) * 2002-11-29 2004-07-01 Hisanori Shirai Hybrid-vehicle power train
EP2722212A1 (en) * 2012-10-17 2014-04-23 Oerlikon Graziano S.P.A. Hybrid propulsion system for a vehicle and transmission for such a propulsion system

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6007443A (en) * 1996-02-16 1999-12-28 Nippon Soken, Inc. Hybrid vehicle
EP1375237A2 (en) * 1997-09-15 2004-01-02 Honda Giken Kogyo Kabushiki Kaisha Controlling apparatus for a hybrid car
US20040124021A1 (en) * 2002-11-29 2004-07-01 Hisanori Shirai Hybrid-vehicle power train
EP2722212A1 (en) * 2012-10-17 2014-04-23 Oerlikon Graziano S.P.A. Hybrid propulsion system for a vehicle and transmission for such a propulsion system

Also Published As

Publication number Publication date
CN210363358U (en) 2020-04-21
WO2017182141A1 (en) 2017-10-26
JP3221022U (en) 2019-04-25

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