СПОСОБ УПРАВЛЕНИЯ ЭЛЕКТРОМЕХАНИЧЕСКОЙ ТРАНСМИССИЕЙ АВТОНОМНОЙ ДОРОЖНО-СТРОИТЕЛЬНОЙ МАШИНЫ И ЭЛЕКТРОМЕХАНИЧЕСКАЯ ТРАНСМИССИЯ АВТОНОМНОЙ ДОРОЖНО-СТРОИТЕЛЬНОЙ МАШИНЫ

Изобретение относится к транспортным средствам. В способе управления электромеханической трансмиссией автономной дорожно-строительной машины, генератор, накопитель электроэнергии и электродвигатели подключают так, что электроэнергия передается от генератора к электродвигателям. Когда электродвигатели не могут полностью поглотить мощность, развиваемую генератором, избыточная мощность поступает в накопитель и запасается в нем, причем величину этой мощности регулируют. Осуществляют режим передачи мощности от накопителя к электродвигателям, при этом генератор отключен. Осуществляют режим электрического торможения, при этом генератор отключают, электродвигатели переводят в генераторный режим и энергию торможения запасают в накопителе. Если величина требуемой мощности превышает мощность дизель-генератора, генератор, накопитель и электродвигатели подключают так, чтобы мощности генератора и накопителя суммировались при их включении в последовательную цепь и суммарная мощность передавалась электродвигателям ...

СПОСОБ (ВАРИАНТЫ) УПРАВЛЕНИЯ ДВИГАТЕЛЕМ ТРАНСПОРТНОГО СРЕДСТВА И ГИБРИДНОЕ ТРАНСПОРТНОЕ СРЕДСТВО

Изобретение может быть использовано в двигателях транспортных средств. Способ управления двигателем (10) транспортного средства заключается в том, что соединяют выпуск одного или более цилиндров (18) многоцилиндрового двигателя (10) сгорания со впускным коллектором (25) двигателя. Во время запуска и прогрева двигателя (10), при первом наборе рабочих условий отключают подачу топлива и искры зажигания в один или более цилиндров (18) при поддержании активированными впускных и выпускных клапанов одного или более цилиндров (18). Раскрыты вариант (способ) управления двигателем транспортного средства и система гибридного транспортного средства. Технический результат заключается в устранении проблем устойчивости горения во время холодного запуска двигателя и в ускорении нагрева каталитического нейтрализатора для устранения нежелательных выбросов. 3 н. и 17 з.п. ф-лы, 8 ил.

АВТОМОБИЛЬ, ДВИГАТЕЛЬ И СПОСОБ ЭКСПЛУАТАЦИИ ЭТОГО АВТОМОБИЛЯ

Изобретение касается автомобиля по меньшей мере с двумя независимыми друг от друга электрическими генераторами G1,G2 с приводом от двигателя внутреннего сгорания, которые с помощью по меньшей мере одного силового электронного устройства L питают электрическим током по меньшей мере один электродвигатель Е1, причем, электродвигатель сочленен по меньшей мере с одним ведущим колесом R1 автомобиля, Чтобы при сохранении компактной конструкции добиться оптимизации мощности, предусмотрен имеющий по меньшей мере два цилиндра двигатель V, который разделен по меньшей мере на два с точки зрения приведения в действие клапанов независимых секционных двигателей V1.. . V5 с собственным приводным валом, и каждый приводной вал соединен с собственным генератором.

АВТОЭЛЕКТРОМОБИЛЬ КАШЕВАРОВА "АЭМК"

Использование: изобретение относится к автомобильной и моторостроительной технике и предназначено для замены легковых автомобилей с целью улучшения атмосферы в городах, а также повышения КПД энергетической установки автомобиля, увеличения его удельной мощности, увеличения проходимости автомобиля и повышения его эффективности. Сущность изобретения заключается в том, что автоэлектромобиль АЭМК имеет дизельный двигатель внутреннего сгорания ДВС с муфтой сцепления, карданным валом, дифференциалом и полуосями ведущих колес, электрогенератор, аккумуляторы, преобразователи электроэнергии, топливный и водяной насосы, бак с дизельным топливом, компьютер, управляющий работой устройств ДВС, причем дизельный ДВС выполнен в виде роторного РДК-2 с одной камерой сгорания, соединенной с рядом расширительных камер через клапан и камеру распределения, при этом расширительная камера перекрывается заслонкой, которая установлена в направляющих ротора, роторный ДВС подключен к передним колесам АЭМК и электрогенератору ...

Engine-driven equipment wiring system - has thermionic converter and battery making full use of exhaust heat

The engine-driven equipment wiring system is particularly for motor vehicles, having a power generator in the form of a thermionic converter subjected to the hot exhaust gases, a storage battery and the necessary switchgear, etc. The current generated is consumed by an electric motor feeding power mechanically into the transmission. The converter and the battery storage capacity are such as to make full use of the thermal energy contained in the exhaust gases. The rotor of the motor can be solidly secured to a rotary portion of the transmission, while the stator enclosing it cannot turn, or move radially in relation to it.

Heizeinrichtung in einem Kraftfahrzeug

Leistungsabgabevorrichtung und Kraftfahrzeug

Leistungsabgabevorrichtung, die Leistung an eine Antriebswelle ausgibt, wobei die Leistungsabgabevorrichtung folgendes aufweist: eine Brennkraftmaschine; ein Aufnahme/Abgabe-Modul für elektrische Leistung und mechanische Leistung, das mit einer Antriebswelle der Brennkraftmaschine und mit der Antriebswelle verbunden ist und zumindest einen Teil der Leistung von der Brennkraftmaschine durch Aufnahme und Abgabe von elektrischer Leistung und mechanischer Leistung an die Antriebswelle abgibt; einen Motor, der in der Lage ist, Leistung von der Antriebswelle aufzunehmen und an diese abzugeben; einen Akkumulator, der in der Lage ist, elektrische Leistung an das Aufnahme/Abgabe-Modul für elektrische Leistung und mechanische Leistung und den Motor zu liefern und von diesen zu empfangen; ein Leistungsanforderungs-Einstellmodul, das ansprechend auf eine Manipulation durch den Fahrer eine erforderliche Leistungsanforderung für die Antriebswelle einstellt; ein Zielleistungs-Einstellmodul, das eine Zielleistung ...

Hybridfahrzeug

Ein Hybridfahrzeug (10) weist ein Antriebssystem (12) mit einem elektrischen Motor-Generator (14) und mit einer Brennkraftmaschine mit veränderlichem Hubraum (sog. verstellbare Brennkraftmaschine) (16) auf. In der verstellbaren Brennkraftmaschine (16) können einzelne Zylinder selektiv aktiviert bzw. deaktiviert werden. Der Motor-Generator (14) und die Brennkraftmaschine (16) sind jeweils funktionell mit einer Transmission (17) des Fahrzeuges (10) gekoppelt und treiben kooperativ das Fahrzeug (10) an.

Hybrid drive combining internal combustion engine and electrical machine

The hybrid drive includes an internal combustion engine (1) and an electrical machine (11) with rotor and stator in a casing (21) connected to the internal combustion engine. The internal combustion engine and the machine can be connected by a friction coupling (7). The casing has a casing part (23) which carries the friction coupling and the electrical machine. This casing part has a partition wall separating the electrical machine from heat producers such as the internal combustion engine. Insulation (27) is also fitted between the head producers (31) and the electrical machine.

Mischhybrid

Ein Hybrid-Antriebsstrang für ein Fahrzeug, umfassend einen Verbrennungsmotor, zwei Elektromaschinen und ein Getriebe, die mechanisch miteinander verbunden sind, um wenigstens eine Achse des Fahrzeugs anzutreiben, ist dadurch gekennzeichnet, dass der Verbrennungsmotor (1) und eine erste Elektromaschine (2) auf einer Eingangswelle des Getriebes (3) und eine zweite Elektromaschine (4) auf einer Ausgangswelle (6) des Getriebes oder zur Einwirkung auf einer Achse des Fahrzeuges vorgesehen sind, wobei die maximale Leistung und/oder das maximale Drehmoment des Verbrennungsmotors wesentlich größer ist als die vom Getriebe übertragbare Leistung bzw. Drehmoment.

Anlassregelverfahren eines Verbrennungsmotors

Hybridfahrzeug-Brennkraftmaschine

Eine Brennkraftmaschine für ein Hybridfahrzeug enthält einen Kraftmaschinenblock, ein Schwungrad und eine Festlegungskupplung, die mit dem Block gekoppelt ist. Der Block definiert entlang einer ersten Längsachse eine Bohrung. Das Schwungrad ist um die Achse drehbar und enthält ein Keilprofil. Das Keilprofil weist einen ersten Zahn und einen zweiten Zahn, der von dem ersten Zahn beabstandet ist, um einen Zwischenraum dazwischen zu definieren, auf. Die Kupplung ist dafür konfiguriert, eine Drehung des Schwungrads um die erste Achse zu verhindern, und enthält einen Verriegelungsstift. Der Stift ist zwischen einer verriegelten Position, in der der Stift innerhalb des Zwischenraums angeordnet ist und an dem ersten und an dem zweiten Zahn anliegt, so dass sich das Schwungrad nicht dreht, und einer entriegelten Position, in der der Stift nicht an dem ersten und an dem zweiten Zahn anliegt, so dass sich das Schwungrad dreht, verlagerbar. Außerdem wird ein Hybridfahrzeug offenbart.

Antriebskraftsteuerungsvorrichtung eines Hybridfahrzeugs

Kraftmaschinensystem mit einer thermischen Speichervorrichtung und Kraftmaschinentemperaturerhöhungsverfahren

Ein Kraftmaschinensystem für eine thermische Speichervorrichtung ist in der Lage, Wärme von einer thermischen Speichervorrichtung zu einer Brennkraftmaschine effizient zuzuführen. Das mit dem thermischen Speichertank (100) ausgestattete Kraftmaschinensystem (1) führt das in dem thermischen Speichertank (100) gespeicherte Heißwasser zu einem Zylinderkopf (20a) der Brennkraftmaschine (20) vor deren Start zu. Zu diesem Zeitpunkt stellt eine elektronische Steuereinheit (90) einen Sollwert der Temperatur der Brennkraftmaschine (20) beim Start der Heißwasserzufuhr auf so eine Weise ein, dass der Sollwert umso niedriger wird je niedriger die Temperatur der Brennkraftmaschine (20) ist. Als Ergebnis kann eine Variation in Verbrennungszuständen zwischen Zylindern beim Starten der Brennkraftmaschine (20) unterdrückt werden.

Transmission, vehicle, hybrid vehicle and unit for controlling and for switching between first and second power transmission processes consists of electric motor, a differential gearing mechanism and power coupling mechanism

A first power transmission process transmits an IC motor engine's (11) power output to a vehicle's drive shaft (15) via planetary gearing (18) linked to an electric motor (13). A second power transmission process transmits the motor engine's power output to the drive shaft via toothed gearing (16,17). A power transmission changeover device switches between first and second power transmission processes.

STEUERVORRICHTUNG FÜR EIN FAHRZEUG UND HYBRIDFAHRZEUG

Transmission

VEHICLE HAVING AT LEAST TWO DRIVEN AXLES

PRINTING PUMP DEVICE FOR A HYBRID VEHICLE

DRIVE UNIT F�R HYBRID VEHICLE

Electric vehicle and on-board battery charging apparatus therefore

An electric vehicle and a range extender engine (16) are shown including the controls to operate the same.

Electric vehicle and on-board battery charging apparatus therefore

An electric vehicle and a range extender engine (16) are shown including the controls to operate the same.

FAILURE DETECTION DEVICE FOR VEHICLE WITH DECELERATION DEACTIVATABLE ENGINE

A trouble detector of a vehicle having a deceleration idling-cylinder engine capable of idling a part of the cylinders by allowing the hydraulic pressure of hydraulic oil to close both an intake valve and an exhaust valve and releasing the closed state of both the intake valve and the exhaust valve by allowing the hydraulic pressure of the hydraulic oil to relatively act on the cylinder idling releasing side route, characterized by comprising a hydraulic pressure condition determination means for determining whether or not an output value from a POIL sensor for detecting a hydraulic pressure in a cylinder idling releasing side route can meet the requirements of the thresholds of the hydraulic pressure of the hydraulic oil in each operating state of the vehicle (Steps S204, S212) and an abnormality determination means for determining to be abnormal when the hydraulic pressure of the hydraulic oil is determined not to meet the requirements of the thresholds of the hydraulic pressure of the ...

INTERNAL COMBUSTION ENGINE

An internal combustion engine (E) includes a crankshaft (5), and a bearing cap (8) supporting the crankshaft (5 for rotation. Permanent magnets (20) serving as magnetic field creating members are attached to the balance weights (W1a to W6a) formed integrally with the webs (W1 to W6) of the crankshaft (5). Coils (21) are attached to the bearing cap bodies (A1 to A4) of the bearing cap (8). The permanent magnets (20) and the coils (21) form electromechanical transducers (M1 to M6). A small gap can be formed and maintained between the permanent magnets (20) and the corresponding coils (21) with reliability without entailing substantial increase in the size of the internal combustion engine. The electromechanical transducers (M1 to M6)are controlled according to the operating mode of the internal combustion engine so as to serve as electric motors or generators.

PURGING NATURAL GAS COMPRESSORS

When a natural gas compressor completes its compression cycle, residual pressurized natural gas remains in the cylinders, valves, and conduits of the compressor. Gas leaks into the environment increasing greenhouse gas emissions and introducing safety concerns. The systems and methods herein provide ways for substantially reducing or eliminating leakage of natural gas to the atmosphere while the system sits idle between compression cycles.

POWER OUTPUT APPARATUS AND METHOD OF CONTROLLING THE SAME

A power output apparatus (20) includes an engine (50), a clutch motor (30) having rotors (31 and 33) respectively linked with a crankshaft (56) and a drive shaft (22), an assist motor (40) attached to a rotor-rotating shaft (38), a first clutch (45) for connecting and disconnecting the rotor-rotatin g shaft (38) to and from the crankshaft (56), a second clutch (46) for connecting and disconnecting the rotor-rotating shaft (38) to and from the drive shaft (22), and a controller (80) for controlling the motors (30 and 40). The controller (80) operates the clutches (45 and 46) according to the states of the engine (50) and the drive shaft (22) and changes the connectio n of the rotor-rotating shaft (38), so as to enable power output from the engi ne (50) to be efficiently converted by the motors (30 and 40) and output to the drive shaft (22).

INTERNAL COMBUSTION ENGINE COMPRISING AN ELECTRIC DRIVE ON THE CRANKSHAFT

An internal combustion engine includes a crankshaft situated in a crankcase and having at least two crank journals, each mounted in a main bearing of the crankcase such that the crankshaft is rotatble about a rotational axis. The crankshaft has at least one crank pin running coaxially with the rotational axis and positioned eccentrically in relation to the axis. The pin is connected to the crank journals by crank webs and is connected to a number of pistons by a number of connecting rods. The respective pistons oscillate in a number of cylinders between a top dead centre and a bottom dead centre. The rotor of an electric machine is located on the crank webs. The stator of the electric machine is located on the crankcase. The stator of the electric machine interacts electromagnetically with the rotor and is connected to a converter unit to transmit electric energy bi-directionally.

CONTROL SYSTEM FOR, IN THE PRESENCE OF A VARYING SYSTEM LOAD, ESTABLISHING GENERATOR CURRENT TO MAINTAIN A PARTICULAR BATTERY CHARGE STATE

A controller for a hybrid electric system such as a hybrid electric vehicle includes a load, a battery, and a controllable source of auxiliary electricity. The state of charge (SOC) of the battery is estimated, and an error signal is generated which represents the difference between a desired and actual SOC. The SOC error signal is processed by at least integration, to produce a source signal representing the desired auxiliary source current. A second error signal is generated between the actual current from the auxiliary source and the desired current from the auxiliary source. The second error signal is processed, at least by integration, to produce a control signal for controlling the auxiliary signal source.

CONTROL SYSTEM FOR, IN THE PRESENCE OF A VARYING SYSTEM LOAD, ESTABLISHING GENERATOR CURRENT TO MAINTAIN A PARTICULAR BATTERY CHARGE STATE

A controller for a hybrid electric system such as a hybrid electric vehicle includes a load, a battery, and a controllable source of auxiliary electricity. The state of charge (SOC) of the battery is estimated, and an error signal is generated which represents the difference between a desired and actual SOC. The SOC error signal is processed by at least integration, to produce a source signal representing the desired auxiliary source current. A second error signal is generated between the actual current from the auxiliary source and the desired current from the auxiliary source. The second error signal is processed, at least by integration, to produce a control signal for controlling the auxiliary signal source.

METHOD FOR TRANSFORMATION OF HEAT ENERGY OF FUEL TO WORK OF COMBUSTION ENGINE AND COMBINED ENGINE "RIAD"

TWO-ROTOR HYBRID DEVICE

Hybrid vehicle, power system and power generation control method thereof

Clutch-free multi-gear power coupling mechanism suitable for plug-in hybrid vehicle

Hybrid electric vehicle system

Hybrid drive system and vehicle

Novel hybrid new energy automobile

DRIVING MECHANISM FOR an Hybrid vehicle

DEVICE AND ENERGY PROCESS Of FOOD Of an AUXILIARY SYSTEM CRUSH ACOMBUSTIBLE

Driving whole for vehicles and analogues

PROCESS OF ORDERING OF THE COUPLE IN A HYBRID MOTOR VEHICLE

Ce procédé de commande du couple exercé par le moteur thermique d'un véhicule automobile hybride comprenant un groupe motopropulseur qui comporte un moteur thermique et une machine électrique comporte des étapes consistant à : déterminer si la valeur du couple demandé au groupe motopropulseur est comprise dans une plage de valeurs dans laquelle le couple du moteur thermique n'est pas pilotable ; si la valeur du couple demandé au groupe motopropulseur est comprise dans cette plage de valeurs, décaler le point de fonctionnement du moteur thermique en appliquant par la machine électrique au moins une partie de la valeur du couple demandé.

Automobile engine with four cylinders in V - has reversible dynamo forming brake or motor and charging or discharging battery

Hybrid motive equipment including an electric motor and a primary motor or engine such as a motor or engine which is not electric, for example a heat (combustion) or turbine engine, or an asynchronous motor

L'équipement moteur du type hybride comporte pour faire tourner un arbre de sortie (16) un moteur primaire tel qu'un moteur non électrique (11), du type thermique, à turbine(s), ou analogue, ou un moteur asynchrone et un moteur électrique (12) complémentaire, ledit équipement moteur comprenant un ensemble réducteur-multiplicateur (13) permettant de combiner la vitesse (w1) et/ou le couple de sortie du moteur primaire (11) et/ou le couple (w2) du moteur électrique (12) pour asservir la vitesse (w3) et/ou le couple de l'arbre (16) de sortie dudit équipement.

ALTERNATE VERY ELECTRIC TRACTOR

Electrical power generation installation for vehicle, has internal combustion engine with turbocharger that energetically supplies air compressor which provides air for operation of auxiliary electrical power generation system

L'invention concerne une installation de production d'électricité à bord d'un véhicule automobile, du type comprenant une pile à combustible (5) du type APU, comportant un moyen de génération d'hydrogène à partir d'un autre carburant et d'un moyen de génération d'énergie électrique à partir d'hydrogène et d'un comburant, la pile à combustible (5) étant prévue pour fournir une puissance électrique au véhicule, et un compresseur (7) alimentant en air la pile à combustible (5), caractérisée en ce que le véhicule comporte un moteur à combustion interne comprenant un surcompresseur (1) et en ce que le surcompresseur (1) fournit l'énergie pour alimenter le compresseur (7) du système APU (5).

APPARATUS AND METHOD FOR CONTROLLING ENGINE STOP OF HYBRID VEHICLE

The present invention relates to an apparatus and a method for controlling a stop of an engine of a hybrid vehicle, advancing a control completion time in case an engine of a hybrid vehicle stops, thereby allowing stable charge control using inertial energy of the engine and preventing reverse-rotation of the engine. According to an embodiment of the present invention, the method for controlling a stop of an engine of a hybrid vehicle including a motor and an engine as a power source comprises: (a) a step of determining a sensing speed for engine stop control when a stop of the engine is required; (b) a step of determining a control time out-value based on the sensing speed; (c) a step of applying torque to a hybrid shaft generator system (HSG) based on the sensing speed; (d) a step of comparing the set control time out-value with a counter value when the sensing speed is a set speed or higher; (e) a step of increasing a counter value when the counter value is the control time out-value ...

POWER TRANSMITTING DEVICE OF HYBRID ELECTRIC VEHICLE

Disclosed is a power transmitting device of a hybrid electric vehicle. According to an embodiment of the present invention, the power transmitting device of a hybrid electric vehicle comprises: an engine; a motor/generator; an input unit; and a speed change output unit. The motor/generator is arranged on an opposite side on the same axis as the engine. The input unit includes: a first input shaft which is directly connected to an output side of the engine; a second input shaft which is separated on the same axis as the first input shaft in a state of directly connecting an output side of the motor/generator, and selectively connects an end unit to the first input shaft; a first middle shaft which comprises a hollow shaft, is arranged on the outer circumference surface of the first input shaft without rotation interference, and includes one or more input gears which are selectively connected to the first input shaft on the outer circumference surface; and a second middle shaft which comprises ...

CONTROL APPARATUS FOR HYBRID VEHICLE

차량의 전기 기기에 전력을 공급하는 방법

... 연소 엔진의 출력축과, 유성 기어 장치 및, 회전자들(9b, 32)을 통해 유성 기어 장치의 컴포넌트들에 연결된 제1 전기 기계(9) 및 제2 전기 기계(30)를 포함하는 구동 시스템을 구비한 차량을 제어하는 방법에 있어서, 연소 엔진의 출력축이 제2 전기 기계의 회전자와 연결된 상태로 연소 엔진이 연속적으로 작동되고, 제1 전기 기계 및/또는 제2 전기 기계를 통해 보조 전기 유닛 및/또는 부하가 전력을 공급받는 것에 의해 차량 내에 존재하는 보조 전기 유닛 및/또는 부하로의 전력 공급이 수행된다.

하이브리드 차량의 제어 시스템

... 하이브리드 차량은, 엔진을 제어하는 엔진 ECU와, 모터 제너레이터를 제어함과 함께 엔진 ECU에 엔진 지령 신호를 출력하는 하이브리드 ECU를 구비한다. 엔진 ECU는, 하이브리드 ECU와의 통신에 이상이 발생하지 않은 경우에는, 엔진 동작점(회전 속도 및 토크)이 하이브리드 ECU로부터 받은 엔진 지령 신호에 따른 지령 동작점이 되도록 엔진을 제어한다. 한편, 하이브리드 ECU와의 통신에 이상이 발생한 경우, 엔진 ECU는 엔진 동작점(회전 속도 및 토크)이 미리 정해진 고정 동작점이 되도록 엔진을 제어하는 고정 제어를 실행한다.

POWER TRANSMISSION DEVICE OF HEV

The present invention relates to a power transmission device of an HEV and, more specifically, relates to a power transmission device of an HEV so as to improve vehicle fuel efficiency by driving an engine and a motor of the HEV at each optimal driving point. According to the present invention, an internal gear unit is mounted between a rear end of an engine clutch and a front end of a rotor of a drive motor, thereby transmitting engine power to a transmission in a state in which a driving point of the engine and the motor is desynchronized. Accordingly, by using each optimal driving point of the engine and the motor for high efficiency, an engine speed is relatively lowered, and a drive motor speed is increased, thereby more improving driving efficiency of a system and improving vehicle fuel efficiency. COPYRIGHT KIPO 2016 (10) transmission (20) Motor (30) Engine ...

METHOD FOR OPERATING A HYBRID VEHICLE, AND CONTROL UNIT FOR CARRYING OUT THE METHOD

HYBRID VEHICLE AND METHOD FOR CONTROLLING SAME

An electronic control unit is configured to determine whether or not a parking motion of a hybrid vehicle is performed in the hybrid vehicle. The electronic control unit is configured to control rotation electricity and an engine to make the engine to be started harder when the parking motion of the hybrid vehicle is performed than the parking motion of the hybrid vehicle is not performed. COPYRIGHT KIPO 2018 ...

LIMP HOME DRIVING METHOD OF THE HYBRID ELECTRICAL VEHICLE IN THE ENGINE CLUTCH CONTROLLER FAIL AND THE HYDRAULIC CIRCUIT CONTROLLING THE ENGINE CLUTCH FOR LIMP HOME DRIVING WHICH THE LIMP HOME DRIVING OF THE VEHICLES BY THE ENGINE DRIVING FORCE CAN BE IMPLEMENTED

PURPOSE: Limp home driving method of the hybrid electrical vehicle in the engine clutch controller fail and the hydraulic circuit controlling the engine clutch for limp home driving are provided that the limp home mode driving of the vehicles by the engine power can be implemented. CONSTITUTION: A hydraulic circuit controlling the engine clutch for limp home driving of the hybrid electrical vehicle comprises a hydraulic circuit(61) for supplying the working fluid of the mounted engine clutch(12) between the engine and drive motor, an engine clutch control solenoid valve controlling the supply of the working fluid, an engine clutch controller controlling the operation of the engine clutch. The engine clutch control solenoid valve comprises normal high type solenoid valve(62a). The normal high type solenoid valve includes a spool(64) which completely opens the inside flow channel in which the working fluid of the engine clutch passes. © KIPO 2009 ...

HYBRID AUTOMOBILE AND CONTROL METHOD OF HYBRID AUTOMOBILE

Electronic control units (24, 40, 52, 70) rotate a first motor (MG1) at a rotary speed at which a back electromotive voltage becomes higher than a dc voltage of a first inverter (41) and a second inverter (42) when an engine (22) is running while the first inverter (41) and the second inverter (42) are shut down. Therefore, the present invention is configured to control the engine (22) so that torque is output from the first motor (MG1) to a drive shaft (36) via a planetary gear (30). The electronic control units (24, 40, 52, 70) are configured to shut off supply of power from the first inverter (41) and the second inverter (42) to a power storage apparatus (50) side when an accelerator operation amount becomes equal to or smaller than a predetermined operation amount at a time of predetermined running. COPYRIGHT KIPO 2018 (AA) Control routine for inverterless running (BB) No (CC) Yes (S100) Input accelerator opening degree Acc, and motor rotation number Nm2 (S120) Set the high voltage ...

POWER GENERATION DEVICE AND AUTOMOBILE

Provided is a power generation device that can reduce the occurrence of vibration and increase thermal efficiency. A power generation device (10A) comprises: an engine (1) in which a right crankshaft (31) and a left crankshaft (32) rotate in opposite directions from each other; a right flywheel (41) and left flywheel (42) as a main inertial body; and a power generation motor (2) as a secondary inertia body, wherein the total moment of inertia in a first rotational direction and the total moment of inertia in a second rotational direction are mutually balanced by at least 50%.

VEHICLE DRIVE DEVICE

A vehicle drive device is provided which uses a motor to enable efficiently driving a vehicle without falling into the vicious circle of strengthening driving by an electric motor and increasing the vehicle weight. This vehicle drive device (10), provided with a motor for driving the vehicle wheels, is characterized by having a front wheel motor (20) for driving the front wheels (2b) of a vehicle (1), and a battery (18) and a capacitor (22) which supply power for driving the front wheel motor (20), wherein the voltage of the serially connected battery (18) and capacitor (22) is applied to the front wheel motor (20), and the capacitor (22) is arranged between the left and right front wheels (2b) of the vehicle (1).

HYBRID-TYPE WORK MACHINE

The present invention comprises: an electric motor (12) that generates power as a result of being driven by an engine (8) or that assists the engine (8) as a result of being supplied with electric power; a heat exchange device (13) that is supplied with cooling air by a cooling fan (8A); a heat exchange device upstream chamber (28) that is positioned further to an upstream side than the heat exchange device (13) with regard to the flow direction of the cooling air that is supplied to the heat exchange device (13); a power storage device (30) that is charged with or discharges electric power; and an inverter device (34) that controls the activity of the electric motor (12). In addition, a power storage device radiator (42) that cools the power storage device (30) and an inverter radiator (46) that cools the inverter device (34) are separately and independently provided, the power storage device radiator (42) and the inverter radiator (46) being arranged inside the heat exchange device upstream ...

HYBRID MODULE INCLUDING MOTOR ROTOR CONNECTOR FOR CONNECTING TO A TORQUE CONVERTER

A hybrid module is configured for arrangement in a torque path upstream from a transmission and downstream from an internal combustion engine. The hybrid module includes a hybrid drive unit including an electric motor including a rotor. The hybrid module also includes a torque converter and a connector non-rotatably fixing the rotor to the torque converter. The connector includes a first section non-rotatably fixed to the rotor, a second section non-rotatably fixed to the torque converter and a retainer axially fixing the first section and the second section together in an intermeshing arrangement so the first section and the second section are non-rotatably fixed together.

VALVE OPEN/CLOSE TIMING CONTROL DEVICE

... [Solution] A valve open/close timing control device provided with: a drive-side rotor that rotates in synchronism with a crank shaft 1 of an internal combustion engine E; a driven-side rotor which is rotatable relative to the drive-side rotor and rotates together with a cam shaft 7 that opens and closes an intake valve Va; and a phase adjustment mechanism which sets a relative rotational phase of the drive-side rotor and the driven-side rotor by means of a drive force of an electric motor M. The phase adjustment mechanism is configured to be capable of performing retard control for setting the relative rotational phase to the retard side when the internal combustion engine E has become unable to be started and until a phase is reached in which autonomous operation becomes impossible even if fuel injection and ignition are performed in the internal combustion engine E.

POWER OUTPUT APPARATUS AND METHOD OF CONTROLLING THE SAME

A power output apparatus (20) includes an engine (50), a clutch motor (30) having rotors (31 and 33) respectively linked with a crankshaft (56) and a drive shaft (22), an assist motor (40) attached to a rotor-rotating shaft (38), a first clutch (45) for connecting and disconnecting the rotor-rotating shaft (38) to and from the crankshaft (56), a second clutch (46) for connecting and disconnecting the rotor-rotating shaft (38) to and from the drive shaft (22), and a controller (80) for controlling the motors (30 and 40). The controller (80) operates the clutches (45 and 46) according to the states of the engine (50) and the drive shaft (22) and changes the connection of the rotor-rotating shaft (38), so as to enable power output from the engine (50) to be efficiently converted by the motors (30 and 40) and output to the drive shaft (22).

ALL-ELECTRIC A.C. TRACTOR

TECHNOLOGIES FOR ENERGY SOURCE SCHEDULE OPTIMIZATION FOR HYBRID ARCHITECTURE VEHICLES

Technologies for energy consumption optimization include a computing device in communication with a fuel cell electric vehicle (FCEV) or other hybrid architecture vehicle. The computing device receives mission parameters and an optimization objective associated with the FCEV and cost information associated with external energy sources. Each external energy source corresponds to an onboard energy storage device of the FCEV. The computing device determines an optimized energy source schedule based on the mission parameters, the optimization objective, and the cost information using a vehicle model of the FCEV. The optimized energy source schedule is indicative of supplying one or more of the onboard energy storage devices with energy from the associated external energy source. The computing device may recommend a component replacement for the FCEV using a component aging model. Other embodiments are described and claimed.

BATTERY TEMPERATURE RAISING DEVICE FOR HYBRID VEHICLE

The disclosure is a battery temperature raising device for hybrid vehicle that raises the temperature of a battery. In an engine travelling mode, when an engine water temperature is higher than a specified cooling water temperature, a first battery circuit is connected to a main circuit and the temperature of the battery is raised by cooling water in the main circuit (first temperature raising control). In a motor travelling mode, when a motor generator temperature is higher than a battery temperature, the first battery circuit and a heat exchanger flow path are connected to the main circuit, and thereby a closed circuit through which cooling water circulates without passing through an engine is formed, and the temperature of the battery is raised by the cooling water that is raised in temperature by heat exchange with a refrigerant in a heat exchanger (second temperature raising control).

PLANETARY GEAR TRAIN TRANSMISSION DEVICE OF HYBRID VEHICLE

A planetary gear train transmission device of a hybrid vehicle is provided, which belongs to the technical field of transmissions. A transmission device of a hybrid vehicle based on a planetary gear train, which has a simple structure and is convenient to maintain is provided. The transmission device is composed of two motors, two clutches, one simple planetary gear train, and one complex planetary gear train. One motor is mainly used for generating power, and the other motor is used for driving the vehicle to move forward and brake to recover energy. Selection of different speed ratios and different working modes can be achieved by means of different combinations of the clutches and the planetary gear trains and different working states of the engine and the two motors. The present disclosure is convenient to control, has a compact structure, and adopts a few of parts.

Methods and system for operating an engine

Systems and methods for operating an engine that may be selectively automatically stopped and started are described. In one example, the method adjusts an amount of time that the engine may be inhibited from automatically stopping based on driver inputs such as driver demand pedal position, vehicle speed, and braking torque.

RETROFITTING MECHANICAL WORKOVER RIG TO ELECTRO-MECHANICAL DRIVE

A system and method are disclosed for retrofitting mechanical workover rigs with electric motors to create a hybrid mechanical and electric drive. The process involves the replacement of the combustion engine with one or more electric motors to drive various components of the rig. The retrofit design allows for cleaner, more precise, and more efficient operations while eliminating the need for hydrocarbons as fuel and thus reducing associated greenhouse gas emissions. It also enables the installation of a computer control which, among other benefits, allows more precise control of the rig's operations than is possible with a mechanical transmission. The electric motors may be driven by a battery energy storage system.

Coasting regeneration control method and device of vehicle with continuously variable valve duration engine

A coasting regeneration control method of a vehicle equipped with a continuously variable valve duration (CVVD) engine includes: determining, by an engine control unit (ECU), whether a current state of the vehicle satisfies coasting regeneration conditions; and entering, by the ECU, a coasting regeneration mode and performing regenerative braking when the current state of the vehicle satisfies the coasting regeneration conditions, in which when the coasting regeneration mode is entered, a throttle valve is fully opened so that the amount of intake air of the engine is maximized, a CVVD target duration is controlled to be maximized, and a closing time of an intake valve is delayed after a start point of time of a compression stroke, thereby decreasing pumping loss of the engine.

Controller for vehicle

A vehicle includes a chain tensioner that serves as an oil damper using oil supplied from an oil pump. The vehicle includes a controller that controls a traveling mode of the vehicle in a BEV mode or a non-BEV mode. When shifting the traveling mode from the BEV mode to the non-BEV mode, the controller executes a high-pressure process for controlling the oil pump such that a supply pressure of oil supplied to the chain tensioner becomes higher when a duration of the BEV mode is greater than or equal to a specified time than when the BEV mode duration is less than the specified time.

DRIVE DEVICE WITH ELECTRONIC CIRCUIT

A method for detecting an abnormality in a hybrid vehicle. The hybrid vehicle includes an engine (E) that can run in a cylinder cut-off state where intake and exhaust valve lifts are made zero, and a motor/generator (M·G) that functions as both a motor and a generator. The vehicle travels by means of the power of at least one of the engine and the motor/generator and carries out regenerative braking by the motor/generator while running the engine in a cylinder cut-off state during deceleration. When detecting an abnormality in a negative intake pressure sensor (9) or an EGR control valve (5) based on the negative intake pressure of the engine, the engine is prohibited from running in a cylinder cut-off state even during deceleration, thus generating a negative intake pressure and thereby enabling the abnormality detection to be carried out without any problems.

REGENERATION CONTROLLER FOR HYBRID VEHICLE

PROBLEM TO BE SOLVED: To secure responsivity in reacceleration while improving regeneration efficiency when using an electric motor as a power generator in deceleration, in a hybrid vehicle. SOLUTION: When a brake depression amount is gradually increased by operation of a driver from time t1 to t2, valve timing (VTC θv) of an intake valve is delayed according to the brake depression amount, an effective compression ratio is reduced, and an increase correction amount dTg of power generation torque increases according to the reduction of the effective compression ratio. When a brake pedal is released by the driver at t3, the increase correction amount dTg of the power generation torque is reduced, and a coast regeneration state is entered, so that a VTC angle θv is advanced at t4. An accelerator pedal is largely depressed at t5, a sufficient torque response can be obtained by releasing the reduction of the effective compression ratio of an engine 1. COPYRIGHT: (C)2009,JPO&INPIT ...

AUTOMOBILE PROVIDED WITH COMPOUND POWER SOURCES

PURPOSE: To run a vehicle at an optimum fuel consumption by driving selectively either an engine or electric motors, or both of them, according to the running condition of the vehicle. CONSTITUTION: An engine 10 to drive either the front wheels 2 or the rear wheels 3, electric motors 30 to drive either the rear wheels or the front wheels other than those driven by the engine 10, and an automatic transmission 20 to transmit the power of the engine to the wheels by speed-change controlling the power automatically are provided. And a vehicle control device 40 to use selectively either the engine or the motors, or both of them, depending on the running condition of the vehicle is also provided to composed this compound power source system. Since an optimum motive power source is selected depending on the running condition of the vehicle, the running at an optimum fuel consumption can be realized. COPYRIGHT: (C)1993,JPO&Japio ...

POWER OUTPUT DEVICE, VEHICLE LOADED WITH IT AND CONTROL METHOD FOR POWER OUTPUT DEVICE

PROBLEM TO BE SOLVED: To properly suppress driving force fluctuation applied to a driving axle due to initial explosion generated by ignition just after a cranking start of an internal combustion engine. SOLUTION: When an instruction of engine start-up is performed, ignition control and fuel injection of the engine are started (step S200), suppression torque Tα is set based on a crank angle CAstp in time of an engine stop (steps S210-S230), a torque instruction Tm1* of a motor MG1 for cranking the engine until engine complete explosion is set, a motor MG2 torque instruction Tm2* based on requirement torque Tr* and the suppression torque Tα is set, and driving force is output to the driving axle (steps S240-S310). Because the crank angle CAstp in time of the engine stop and magnitude of the driving force fluctuation accompanying the initial explosion are correlated, the suppression torque Tα is set based on the crank angle CAstp to properly suppress the driving force fluctuation accompanying ...

POWER TRANSMISSION

PROBLEM TO BE SOLVED: To minimize the arrangement space of a generator and a motor in the direction orthogonal to a rotary shaft of the generator and an output shaft of the motor. SOLUTION: In a power transmission comprising a power synthesizing mechanism 7 connected to the motor 9 and the generator 6 in a power transmitting manner and a transmission mechanism 8 for changing the rotational speed of the motor 9 and transmitting it to the power synthesizing mechanism 7, an arrangement area L2 of the motor 9 does not overlap an arrangement area L1 of the generator 6 in the axial direction of the output shaft 24 of the motor 9 and the rotary shaft 17 of the generator 9. COPYRIGHT: (C)2002,JPO ...

POWER OUTPUTTING DEVICE, ITS CONTROL METHOD, AND HYBRID AUTOMOBILE

PROBLEM TO BE SOLVED: To further increase the energy efficiency of an overall device, and to suppress a shock when the connection of the output shaft of an internal combustion engine is switched. SOLUTION: An engine 22 is connected with a sun gear 31, a link gear 32 and a carrier 34 of a first planetary gear P1 through a high rotation type motor MG1, a driving shaft 65 and a clutch C1, and a case is connected through a brake B1. The engine 22 is connected with a sun gear 41, a link gear 42 and a carrier 44 of a second planetary gear P2 through a high torque type motor MG2, the driving shaft 65 and a clutch C2, and the case is connected through a brake B2. When a vehicle velocity is lower than a specified vehicle velocity, the clutch C1 is turned on, the clutch C2 is turned off, the brake B1 is turned off, and the brake B2 is turned on, and the engine and the motors MG1 and MG2 are controlled in such a manner that required torque Td* required by the driving shaft 65 can be outputted. When ...

ハイブリッド自動車及びハイブリッド自動車におけるエンジン及びモータジェネレータの仕様設定方法

INTERNAL COMBUSTION ENGINE SYSTEM, VEHICLE EQUIPPED WITH THE SAME, AND METHOD FOR CONTROLLING INTERNAL COMBUSTION ENGINE

PROBLEM TO BE SOLVED: To avoid a trouble caused by the execution of the determination of a function of an air-fuel ratio detection device in a state that an air-fuel ratio is not learned. SOLUTION: When an increase of engine power is requested before the determination of the function of the air-fuel sensor, the determination of the function of the air-fuel sensor can be performed more appropriately since the determination of the function of the air-fuel ratio sensor is executed accompanied by an increase and a decrease of the air-fuel ratio in a state that engine power is increased (S240-S280) if a learn history relating to the air fuel-ratio of a learned zone corresponding to an intake air quantity when power is increased is stored in a RAM (S230). A trouble caused by the execution of the determination of the function of the air-fuel ratio sensor in a state that the air-fuel ratio is not learned can be avoided since the determination of the function of the air-fuel ratio sensor is not ...

ГИБРИДНОЕ ТРАНСПОРТНОЕ СРЕДСТВО

Изобретение относится к гибридным транспортным средствам. Гибридное транспортное средство содержит систему изменения температуры всасываемого воздуха во время остановки двигателя и контроллер, выбирающий двигатель в качестве силового устройства, когда запрашиваемая нагрузка выше пороговой нагрузки, и выбирающий электромотор, когда запрашиваемая нагрузка равна или ниже пороговой. Контроллер устанавливает пороговую нагрузку в соответствии с SOC аккумулятора и уменьшает пороговую нагрузку, когда SOC является более низким. Регулируют температуру всасываемого воздуха во время остановки двигателя и устанавливают целевую температуру всасываемого воздуха в соответствии с SOC и увеличивают целевую температуру всасываемого воздуха, когда SOC является более низким, в заданном диапазоне. Повышается стабильность сгорания в двигателе. 5 з.п. ф-лы, 11 ил.

УСТРОЙСТВО УПРАВЛЕНИЯ РЕЖИМАМИ ДВИЖЕНИЯ ГИБРИДНОГО ТРАНСПОРТНОГО СРЕДСТВА

Изобретение относится к гибридным транспортным средствам. Устройство управления режимами движения гибридного транспортного средства содержит часть подготовки плана движения, устанавливающего одну или более промежуточных точек по запланированному маршруту, чтобы делить запланированный маршрут на множество маршрутов движения и делить маршруты движения дополнительно на множества участков движения, и устанавливающего то, в каком режиме движения двигаться по участкам движения из EV-режима или HV-режима. Также имеется часть переключения режима движения в соответствии с планом движения. Часть подготовки плана движения устанавливает режимы движения всех участков движения на одном маршруте движения в EV-режим. Сдерживается число раз прогрева катализатора. 9 з.п. ф-лы, 29 ил.

ТРАНСМИССИЯ ДЛЯ ГИБРИДНОГО ТРАНСПОРТА

Изобретение относится к машиностроению. В трансмиссии для гибридного транспорта двигатель соединен с механизмом, состоящим из асимметричного планетарного дифференциала, соединенным с ведомым валом и с силовой электроиндукционной муфтой скольжения, являющейся электрической машиной двойного вращения. Ответная часть машины соединена с двигателем. Дифференциал соединен с генератором, ответная часть которого установлена на валу двигателя и соединена с ним. Возникающая в результате вращения вала двигателя и при наличии нагрузки на ведомом валу между статором и ротором, а также между якорем и индуктором сила электроиндукционного взаимодействия частично блокирует дифференциал и заставляет вращаться весь механизм вокруг оси, что приводит к увеличению скорости вращения ведомого вала. Увеличение нагрузки на ведомом валу, который при этом тормозится, приводит к увеличению передачи движения через дифференциал и к увеличению передаточного отношения и момента вращения от двигателя к валу. Повышается плавность ...

СПОСОБ (ВАРИАНТЫ) И СИСТЕМА ДЛЯ ПРОДУВКИ ОХЛАДИТЕЛЯ НАДДУВОЧНОГО ВОЗДУХА ОТ КОНДЕНСАТА

Изобретение может быть использовано в двигателях внутреннего сгорания с наддувом. Способ для двигателя (201) с наддувом заключается в том, чтопри превышении порогового уровня конденсата в охладителе (80) наддувочного воздуха двигатель (210) приводят во вращение в реверсивном направлении без подачи в него топлива. Направляют поток сжатого воздуха из впускного коллектора (44) двигателя в сторону впускного воздушного фильтра (67) через охладитель (80) наддувочного воздуха. Раскрыты способ (варианты) для двигателя с наддувом и система гибридного транспортного средства. Технический результат заключается в предотвращении числа пропусков зажигания в двигателе. 3 н. и 16 з.п. ф-лы, 8 ил.

Гибридный привод автомобиля

Полезная модель относится к отрасли транспортного машиностроения, в частности к автомобилям с гибридными силовыми установками, сочетающими использование двух источников энергии для привода ведущих колес - двигателя внутреннего сгорания и обратимой электрической машины мотора-генератора. Технический результат заявляемой полезной модели заключается в обеспечении функциональной работоспособности гибридного привода автомобиля при упрощении его кинематической схемы. Гибридный привод автомобиля содержит двигатель внутреннего сгорания, постоянно выключенное (постоянно разомкнутое) сцепление, обратимую электрическую машину, коробку перемены передач, редуктор, гидромуфту, тяговую аккумуляторную батарею, дифференциал. На валу, соединяющем обратимую электромашину через редуктор с первичным валом коробки перемены передач, установлена гидромуфта.

Тяговый электрический привод для гибридной шарнирно-сочлененной рабочей машины

Полезная модель относится к трансмиссиям колесных транспортных средств, а именно к трансмиссиям гибридных шарнирно сочлененных рабочих машин. Технический результат в предлагаемой полезной модели - значительное снижение количества потребляемых энергоресурсов при эксплуатации транспортного средства, до 20% топлива при расчете за один цикл спуска-подъема в карьере в сравнении с дизельным самосвалом. Тяговый привод для шарнирно-сочлененной рабочей машины, состоящий из размещенных в передней части машины двигателя внутреннего сгорания, размещенного вдоль продольной оси машины, механически соединенного только с генератором электрической энергии, питающим накопитель электрической энергии, расположенный в передней части машины, тягового электрического двигателя, механически соединенного с передним мостом машины через понижающий редуктор и размещенного в задней части машины тягового электродвигателя, механически соединенного с задним тандемным мостом с таким же передаточным числом, как и в переднем ...

Трансмиссия активного автопоезда

Изобретение относится к транспортным средствам. Трансмиссия активного автопоезда содержит дифференциальный механизм, один вал которого связан с двигателем, второй – с входным валом коробки передач, а третий – с генератором, связанным электрически с электромотором, который механически связан с ведущими колесами прицепа. Имеется накопитель энергии, соединенный с электромотором и генератором. Накопитель соединен с обмоткой возбуждения возбудителя, ротор которого связан с валом двигателя. Возбудитель соединен с независимой обмоткой возбуждения электромотора и с независимой обмоткой возбуждения генератора. Переключатель направления тока механически связан с третьим контактором и электрически с датчиком направления вращения ротора генератора, соединенным механически с генератором, а третий контактор механической связью соединен с переключателем направления тока. Механическая связь снабжена приводом, который электрически соединен с датчиком направления вращения ротора генератора. Решение направлено ...

ГИБРИДНАЯ ЭНЕРГОСИСТЕМА С УВЕЛИЧЕННЫМ ЗАПАСОМ ХОДА, СПОСОБ УПРАВЛЕНИЯ И ПОДЪЕМНЫЙ КРАН

Hybrides Antriebssystem

Brennkraftmaschine mit Zylinderkopf und Verfahren zur Herstellung eines Zylinderkopfes einer derartigen Brennkraftmaschine

Die Erfindung betrifft eine Brennkraftmaschine mit mindestens einem Zylinderkopf umfassend mindestens einen Zylinder, bei der- jeder Zylinder mindestens eine Einlassöffnung aufweist, wobei sich an jede Einlassöffnung eine Ansaugleitung zum Zuführen von Luft via Ansaugsystem anschließt,- jeder Zylinder mindestens eine Auslassöffnung aufweist, wobei sich an jede Auslassöffnung eine Abgasleitung (1) zum Abführen von Abgas via Abgasabführsystem anschließt, und- mindestens eine Abgasleitung (1) einen Querschnitt (1a) aufweist, der sich in Strömungsrichtung ändert.Es soll eine Brennkraftmaschine der genannten Art bereitgestellt werden, bei der das Abgasabführsystem hinsichtlich des Abführens des Abgases optimiert ist.Erreicht wird dies durch eine Brennkraftmaschine, die dadurch gekennzeichnet ist, dass- der Querschnitt (1a) zumindest stellenweise eine dreieckförmige Grundform aufweist mit drei Ecken (2a, 2b, 2c) und drei Schenkeln (3a, 3b, 3c), wobei jeweils zwei Ecken (2a, 2b, 2c) durch einen ...

Doppelkuplungsgetriebe

Doppelkupplungsgetriebe (1i), für ein Kraftfahrzeug, mit einer Doppelkupplung (7c), die eine erste Kupplung (5) und eine zweite Kupplung (6) aufweist, mit einer ersten Getriebeeingangswelle (2a) und einer zweiten Getriebeeingangswelle (2b), wobei die erste Getriebeeingangswelle (2a) über die erste Kupplung (5) und die zweite Getriebeeingangswelle (2b) über die zweite Kupplung (6) mit einer Antriebseinheit verbindbar sind, mit mehreren schaltbaren Gängen (I bis VI, R) zum Verbinden zumindest einer der beiden Getriebeeingangswellen (2a, 2b) mit einer Getriebeausgangswelle (3), gekennzeichnet durch eine Elektromaschine (10) mit Rotor (9) und Stator (11), die mit der Getriebeausgangswelle (3) verbindbar ist, wobei die Elektromaschine (10) radial um die Kupplungen (5, 6) herum angeordnet ist, und wobei der Rotor (9) der Elektromaschine (10) direkt mit der ersten Getriebewelle (2a) verbunden ist.

VERFAHREN UND SYSTEM ZUR VERBRENNUNGSMOTORSTEUERUNG

Es sind Verfahren und Systeme zum Bilden von Synergien der Vorteile eines elektrischen Kraftstoffabscheiders in einem Hybridfahrzeugsystem bereitgestellt. Eine Fahrzeugsteuerung kann den Verbrennungsmotor in einem schmalen Betriebsbereich halten, in dem die Nutzung einer ausgewählten Kraftstofffraktion mit höherem Oktangehalt oder niedrigerem Oktangehalt optimal ist, während Elektromotor- und/oder CVT-Anpassungen verwendet werden, um Übergänge anzugehen, die erzeugt werden, wenn sich die Anforderung des Fahrers ändert. Die Steuerung kann ebenfalls eine(n) Kraftstoffabscheidergeschwindigkeit/-druck während des regenerativen Bremsens opportunistisch anpassen, um die elektrische Nutzung bei niedrigen Lastzuständen ebenfalls zu maximieren, um einen längeren Verbrennungsmotorbetrieb in einem kraftstoffeffizienteren Lastbereich zu ermöglichen.

Double clutch gear has input and output shafts, pairs of cog wheels of loose and fixed wheels, with corresponding shafts, gears and drive unit

The gear has an input and output shaft. A number of pairs of cog wheels each consisting of a fixed wheel on a corresponding shaft and a loose wheel connectable with one of the shafts are positioned between the gear input and output shafts. Gears (1a) with different transmission stages are between the gear output shaft and one of the gear input shafts (2a,2b). At least one input shaft is temporarily driven by a drive unit with drive shaft, and connectable with a first electric machine (10). At least one gear is automatically engaged by at least one actuator.

Steuerungsverfahren zum Ab- und Zuschalten einzelner Zylinder eines Hybridfahrzeugs, mit elektrischer Hilfskraftunterstützung

Steuerungsverfahren zum Ab- und Zuschalten einzelner Zylinder eines Hybridfahrzeugs, mit regenerativer Bremsung

A linear generator assembly

A linear generator assembly 10 having two or more generator modules is disclosed. Each module 12, 14 comprises a pair of horizontally opposed internal combustion cylinder assemblies 24, 26, 28, 30 which are arranged to reciprocate linearly means for generating electricity 16, 18. The modules 12, 14 are positioned in a fixed relationship to each other such that the reaction forces generated in the modules 12, 14 are at all times substantially equal and opposite between the modules 12, 14, in order to reduce the mechanical vibration and the resultant turning moment of the generator assembly 10.