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WO2018188689A1 - Chaîne cinématique hybride munie d'un premier amortisseur de vibrations de torsion et d'un amortisseur de vibrations de torsion monté en aval du premier amortisseur de vibrations de torsion - Google Patents

Chaîne cinématique hybride munie d'un premier amortisseur de vibrations de torsion et d'un amortisseur de vibrations de torsion monté en aval du premier amortisseur de vibrations de torsion Download PDF

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Publication number
WO2018188689A1
WO2018188689A1 PCT/DE2018/100294 DE2018100294W WO2018188689A1 WO 2018188689 A1 WO2018188689 A1 WO 2018188689A1 DE 2018100294 W DE2018100294 W DE 2018100294W WO 2018188689 A1 WO2018188689 A1 WO 2018188689A1
Authority
WO
WIPO (PCT)
Prior art keywords
torsional vibration
vibration damper
electric machine
torque
combustion engine
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/DE2018/100294
Other languages
German (de)
English (en)
Inventor
Michael Huber
Marco Grethel
Ivo Agner
Olaf Werner
Stefan Winkelmann
Dr. Georg GÖPPERT
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
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 Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Priority to DE112018001979.9T priority Critical patent/DE112018001979A5/de
Publication of WO2018188689A1 publication Critical patent/WO2018188689A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

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
    • B60K6/22—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—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 apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • 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
    • 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
    • B60K2006/4825—Electric machine connected or connectable to gearbox input 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

Definitions

  • Hybrid drive train with a first torsional vibration damper and a torsional vibration damper connected downstream of the first torsional vibration damper
  • the invention relates to a hybrid powertrain for a motor vehicle, having an internal combustion engine interface, from which a torque generated by an internal combustion engine via a first torque transmission section can be conducted to a transmission output interface, and with an electric machine interface, of which a torque generated by an electric machine can be conducted via a second torque transmission section of the transmission output interface, wherein a first torsion damper is arranged in the first torque transmission section.
  • Hybrid drive trains with a combination of an electric drive machine and an internal combustion engine in electrified drive trains are known from the prior art.
  • torsional vibrations occur due to the torque irregularities introduced by the internal combustion engine.
  • these occur in electrified drive trains with integrated in the transmission axis-parallel and coaxially mounted electric drive machine.
  • torsional vibration damper z. B. a dual mass flywheel, a centrifugal pendulum, torsion damped clutch plates, absorbers or a slip control used to dampen the torsional vibrations.
  • active vibration damping which are realized via the electric drive machine used.
  • a hybrid powertrain is to be developed with improved vibration damping for the torsional vibrations.
  • the developed vibration damping concept can also be used in a coaxial or paraxial E machines whose resonance is in the speed range of Verbrennungskraftma- machine.
  • the object of the invention is achieved in a generic device according to the invention in that a second torsional vibration damper is connected downstream of the first torsional vibration damper.
  • torque irregularities are introduced into the transmission by the engine. These can stimulate torsional resonances. In hybrid applications with a gear-integrated electric motor, these resonance frequencies are in the operating speed range of the internal combustion engine.
  • the waveform is characterized by a torsional vibration of the electric motor against the secondary mass of the dual mass flywheel.
  • the transmission resonance is pushed out of the operating / driving speed range, so that the noise behavior / noise vibration harshness behavior (NVH behavior) is improved.
  • the second torsional damper in the power flow of the electric motor leads to a shift of the resonant frequency outside the operating speed range or / and due to the damper tuning to a damping.
  • the second torsional damper in the second torque transmission section ie in the transmission path for the torque generated by the electric machine, d. H. between the electric machine interface and the transmission output interface is arranged. This shifts the resonances to a non-critical range. It is prevented that the resonance frequencies are in the operating speed range.
  • the second torsional vibration damper of the electric machine is connected upstream, that is, that the second torsional vibration damper between the electric machine and the transmission output interface and thus in the transmission path for the torque generated by the electric machine is arranged.
  • the second vibration damper it is advantageous for the second vibration damper to be arranged outside the transmission path, with which the torque generated only by the internal combustion engine is transmitted, since the second torsional damper should in particular shift and / or dampen the resonance frequencies / vibrations.
  • the second torsional vibration damper is integrated in the electric machine.
  • the torsional vibrations can be damped early.
  • Another favorable embodiment is characterized in that the second torsional vibration damper is integrated in a rotor of the electric machine.
  • the torsional vibrations can be eliminated right at their place of origin, namely the rotor of the electric machine.
  • the vibrations can be particularly cost-effective and damped by a low-effort construction.
  • the second torsional vibration damper is arranged between two torque-transmitting, relatively movable elements of the drive train, and the relative displacement between the two elements is damped or coupled together via an energy store.
  • the electric machine is arranged axially parallel or coaxially.
  • additional measures such as a slip control or active vibration damping via the electric machine, which reduces the overall efficiency of the drive train. Therefore, additional measures for vibration reduction must be made in a drive train with an electric machine.
  • the first torsional vibration damper is integrated in a flywheel arranged in the first torque transmission section, in particular a dual mass flywheel.
  • the second torsional vibration damper can also be integrated in an intermediate element arranged in the second torque transmission section, in the manner of an intermediate wheel.
  • This intermediate wheel can be designed to transmit the torque generated by the electric machine from an axis-parallel shaft to a shaft arranged coaxially with the transmission.
  • the intermediate element can be divided, for example, axially (or also radially) into two mutually relatively movable parts, wherein the second torsional vibration damper is arranged between the two parts.
  • the second torsional vibration damper can couple the moving parts together via a spring-damping unit.
  • the dual-mass flywheel prefferably has a primary flywheel / a primary flywheel mass and a / a secondary flywheel mass / secondary flywheel mass connected to the primary flywheel via a spring-damping unit.
  • the spring-damping unit is formed as Bogenfe-. More preferably, a centrifugal pendulum is attached to the dual mass flywheel, in particular to the secondary flywheel.
  • the second torsional vibration damper is disposed between the flywheel and a starting element. Also, the second torsional vibration damper may be integrated in the starting element. An additional embodiment for positioning the second torsional vibration damper is an arrangement between the starting element and a transmission.
  • the second torsional vibration damper may be integrated in the transmission.
  • the torsional vibration damper is arranged between the transmission and the intermediate element.
  • the second torsional vibration damper is arranged between the intermediate element and the electric machine.
  • the invention relates to a hybrid powertrain with a new element for reducing torsional vibrations in an electrified powertrain and in the conceptual combination with a dual mass flywheel with centrifugal pendulum on the secondary flywheel in electrified powertrains with the coaxial or paraxial mounted electric machine.
  • a pronounced torsional vibration resonance occurs in the speed operating range of the vehicle.
  • the additional damping element is arranged within the transmission path of the (electric) drive power.
  • the additional torsional vibration damping element can be used both in a drive element and / or an output element. selement be integrated as well as in an intermediate element / intermediate.
  • This secondary flywheel downstream and the electric machine upstream element can be performed analogously to a known clutch disc damper.
  • the damping element can also be integrated in an intermediate gear such that between the introduced drive power and passed output power a vibration damping relative movement is made possible.
  • the two halves / parts of the idler gear are coupled together via the damping element.
  • the damping element can also be used in other power-transmitting components such. B. integrated in a chain element, a belt element or in a chain or belt tensioning element.
  • the damping element directly in the rotor transmitting the drive power of the electric machine. Even with a coaxial arrangement of the engine in the drive power flow of the internal combustion engine within a transmission, such an additional torsional vibration damping element can be arranged.
  • the electric drive is arranged axially parallel to a transmission structure.
  • the damping element is integrated in the power path of the electric drive to the transmission structure.
  • a dual-mass flywheel with centrifugal pendulum and the secondary flywheel is arranged between the internal combustion engine and the transmission structure.
  • FIG. 1 is a schematic representation of a hybrid powertrain according to the invention with a second torsional vibration damper, which is integrated in an idler,
  • 2 is a schematic representation of the hybrid powertrain according to the invention with the second vibration damper, which is integrated in the electric machine
  • 3 is a block diagram of the hybrid powertrain with identified possible positions for the second torsional vibration damper in an axis-parallel electric machine
  • Fig. 4 is a block diagram of the hybrid powertrain with the possible positions for the second torsional vibration damper in a coaxial electric machine.
  • Fig. 1 shows a hybrid powertrain 1 for a motor vehicle. Via an internal combustion engine interface 2, a torque generated before an internal combustion engine 3 is conducted via a first torque transmission section to a transmission output interface 4. Also, an electric machine interface 5 is present, via which a torque generated by an electric machine 6 is conducted via a second torque transmission section to the transmission output interface 4.
  • a first torsional damper 7 is arranged, which is designed to reduce the torque irregularities generated by the internal combustion engine 3.
  • a second torsional vibration damper 8 is present in the hybrid drive train 1, which is connected downstream of the first torsional vibration damper 7.
  • the second torsional vibration damper 8 is arranged in the second transmission section, ie in the transmission path, for the torque generated by the electric machine 6.
  • the second torsional damper 8 is thus, as can be seen in FIG. 1, between the electric machine interface 5 and the transmission output interface 4.
  • the first torsional vibration damper 7 is disposed within a dual-mass flywheel 9.
  • the dual-mass flywheel 9 consists of a primary flywheel / a primary flywheel 10, which is connected via a designed as a bow spring 1 1 damping unit with a secondary flywheel / a secondary flywheel 12. on the secondary flywheel 12, a centrifugal pendulum 13 is attached.
  • the torque generated by the internal combustion engine 3 is thus introduced via the internal combustion engine interface 2. Then, the torque is passed through the dual mass flywheel 9 and a gear 14 to a differential 15, which passes the torque further to the wheels of a vehicle.
  • the torque generated by the electric machine 6 is introduced into the drive train 1 via the electrical machine interface 5. Then, the torque is transmitted via an intermediate gear 17 to the transmission 14, the differential 15 and then to the vehicle 16.
  • the intermediate gear 17 is designed as a split intermediate wheel, so that it is divided axially into two parts / halves, between which the second torsional vibration damping element 8 is inserted.
  • the electric machine 6 consists of a movable rotor 18 and a rotationally fixed, the rotor 18 concentrically outside surrounding stator 19.
  • the hybrid drive train 1 is designed with an axially parallel electric machine 6.
  • Fig. 2 shows the hybrid powertrain 1 in a second embodiment.
  • the electric machine 6 is arranged coaxially with the transmission 14.
  • the second torsional damper 8 is integrated into the rotor 18 of the electric machine 6.
  • the first torsional vibration damper 7 is again disposed within the dual mass flywheel 9 between the primary flywheel 10 and the secondary flywheel 12 connected to a centrifugal pendulum 13.
  • the secondary flywheel 12 serves as a starting element 20, so that the torque of the internal combustion engine 3 only in parts len the first torque transmitting section can be initiated. This plays a role especially when starting.
  • FIG. 3 shows the elements of the hybrid drive train 1 and the possible positions 21 for the second torsional vibration damper 8.
  • the torque is thus transmitted from the internal combustion engine 3 via the internal combustion engine interface 2 to the dual mass flywheel 9.
  • the dual-mass flywheel 9 forwards the torque to the starting element 20, which in turn passes on the torque generated by the internal combustion engine 3 to the transmission 14.
  • the torque generated by the internal combustion engine 3 is transmitted from the transmission 14 via the transmission output interface 4 to the differential and then to the vehicle.
  • the first torque transmitting portion is the portion where the engine power generated by the combustion engine is transmitted, and includes the engine interface 2, the dual mass flywheel 9, the startup member 20, the transmission 14, and the transmission output interface 4.
  • the torque generated by the electric machine 6 is passed from the electric machine 6 via the electric machine interface 5 to an intermediate element 22 in the manner of the idler 17, from where it to the transmission 14, via the transmission output interface 4 to the differential 15 and the vehicle sixteenth is directed.
  • the first torque-transmitting section is thus the section in which the electrically generated drive power is transmitted, and in this hybrid powertrain 1 with axis-parallel electric machine 6 includes the E-machine interface 5, the intermediate gear 17 / the intermediate element 22, the transmission 14 and the transmission output interface 4.
  • the second torsional vibration damper can be integrated in the electric machine 6, arranged between the electric machine 6 and the intermediate element 22 be integrated in the intermediate element 22 or the intermediate 17, be arranged between the intermediate gear 17 and the gear 14, be integrated in the transmission 14, be disposed between the gear 14 and the starting element 20, be arranged in the starting element 20 or between be arranged the starting element 20 and the dual mass flywheel 9.
  • Fig. 4 shows the hybrid powertrain 1 with the electric machine / electric machine 6, which is arranged coaxially.
  • the torque is transmitted via the internal combustion engine 3, via the internal combustion engine interface 2, via the dual mass flywheel 9, via the starting element 20, via the gearbox 14 with coaxial electric machine 6, via the transmission output interface 4 and via the differential 15 to the vehicle passed.
  • Possible positions 21 for the second torsional vibration damper 8 are an arrangement between the dual mass flywheel and the starting element, an arrangement within the starting element 20, an arrangement between the starting element 20 and the transmission 14, an arrangement within the transmission 14, an arrangement within the electric machine 6 ,

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)

Abstract

L'invention concerne une chaîne cinématique hybride (1) destinée à un véhicule automobile et comportant une interface (2) de moteur à combustion interne par laquelle un couple généré par le moteur à combustion interne (3) peut être dirigé vers une interface (4) de sortie de boîte de vitesses par l'intermédiaire d'une première section de transmission de couple, et comportant une interface (5) de moteur électrique par laquelle un couple généré par un moteur électrique (6) peut être dirigé vers l'interface (4) de sortie de boîte de vitesses par l'intermédiaire d'une seconde section de transmission de couple. Un premier amortisseur de vibrations de torsion (7) est agencé dans la première section de transmission de couple, et un second amortisseur de vibrations de torsion (8) est monté en aval du premier amortisseur de vibrations de torsion (7).
PCT/DE2018/100294 2017-04-12 2018-04-03 Chaîne cinématique hybride munie d'un premier amortisseur de vibrations de torsion et d'un amortisseur de vibrations de torsion monté en aval du premier amortisseur de vibrations de torsion Ceased WO2018188689A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112018001979.9T DE112018001979A5 (de) 2017-04-12 2018-04-03 Hybrid-Antriebsstrang mit einem ersten Torsionsschwingungsdämpfer und einem dem ersten Torsionsschwingungsdämpfer nachgeschalteten Torsionsschwingungsdämpfer

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017107888.6 2017-04-12
DE102017107888.6A DE102017107888A1 (de) 2017-04-12 2017-04-12 Hybrid-Antriebsstrang mit einem ersten Torsionsschwingungsdämpfer und einem dem ersten Torsionsschwingungsdämpfer nachgeschalteten Torsionsschwingungsdämpfer

Publications (1)

Publication Number Publication Date
WO2018188689A1 true WO2018188689A1 (fr) 2018-10-18

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Application Number Title Priority Date Filing Date
PCT/DE2018/100294 Ceased WO2018188689A1 (fr) 2017-04-12 2018-04-03 Chaîne cinématique hybride munie d'un premier amortisseur de vibrations de torsion et d'un amortisseur de vibrations de torsion monté en aval du premier amortisseur de vibrations de torsion

Country Status (2)

Country Link
DE (2) DE102017107888A1 (fr)
WO (1) WO2018188689A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3090783A1 (fr) * 2018-12-21 2020-06-26 Suzuki Motor Corporation Dispositif d'entrainement pour vehicule hybride

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102020004450B4 (de) 2020-07-23 2025-02-06 Mercedes-Benz Group AG Hybridantriebseinrichtung für ein Kraftfahrzeug, insbesondere für einen Kraftwagen
DE102022208167A1 (de) * 2022-08-05 2024-02-08 Zf Friedrichshafen Ag Hybridantriebssystem für ein Kraftfahrzeug

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19631384C1 (de) * 1996-08-02 1997-10-16 Clouth Gummiwerke Ag Elektrische Maschine in einem Antriebsstrang, z. B. eines Kraftfahrzeuges
US6740002B1 (en) * 1997-10-21 2004-05-25 Stridsberg Innovation Ab Hybrid powertrain
US20040112654A1 (en) * 2002-03-28 2004-06-17 Kozarekar Shailesh S. Hybrid automotive powertrain with torsional vibration damper
DE102009012485A1 (de) * 2009-03-12 2010-09-16 Daimler Ag Antriebsstrang für Hybridantriebe sowie Torsionsdämpfer
US20130288854A1 (en) * 2011-02-08 2013-10-31 Honda Motor Co., Ltd. Driving device for hybrid vehicle

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19631384C1 (de) * 1996-08-02 1997-10-16 Clouth Gummiwerke Ag Elektrische Maschine in einem Antriebsstrang, z. B. eines Kraftfahrzeuges
US6740002B1 (en) * 1997-10-21 2004-05-25 Stridsberg Innovation Ab Hybrid powertrain
US20040112654A1 (en) * 2002-03-28 2004-06-17 Kozarekar Shailesh S. Hybrid automotive powertrain with torsional vibration damper
DE102009012485A1 (de) * 2009-03-12 2010-09-16 Daimler Ag Antriebsstrang für Hybridantriebe sowie Torsionsdämpfer
US20130288854A1 (en) * 2011-02-08 2013-10-31 Honda Motor Co., Ltd. Driving device for hybrid vehicle

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3090783A1 (fr) * 2018-12-21 2020-06-26 Suzuki Motor Corporation Dispositif d'entrainement pour vehicule hybride

Also Published As

Publication number Publication date
DE112018001979A5 (de) 2019-12-19
DE102017107888A1 (de) 2018-10-18

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