JPS59149824A - Power plant and transmission gear for vehicles - Google Patents
Power plant and transmission gear for vehiclesInfo
- Publication number
- JPS59149824A JPS59149824A JP58024319A JP2431983A JPS59149824A JP S59149824 A JPS59149824 A JP S59149824A JP 58024319 A JP58024319 A JP 58024319A JP 2431983 A JP2431983 A JP 2431983A JP S59149824 A JPS59149824 A JP S59149824A
- Authority
- JP
- Japan
- Prior art keywords
- shaft
- electric motor
- engine
- gear
- differential mechanism
- 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.)
- Pending
Links
- 230000005540 biological transmission Effects 0.000 title description 6
- 238000003079 width control Methods 0.000 claims 2
- 230000001172 regenerating effect Effects 0.000 abstract description 7
- 238000003912 environmental pollution Methods 0.000 abstract 1
- 238000010586 diagram Methods 0.000 description 3
- 230000005611 electricity Effects 0.000 description 3
- 238000010248 power generation Methods 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 239000003638 chemical reducing agent Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units 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
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Arrangement Of Transmissions (AREA)
- Motor Power Transmission Devices (AREA)
- Hybrid Electric Vehicles (AREA)
- Retarders (AREA)
Abstract
Description
【発明の詳細な説明】
この発明は、差動機構の入力軸に電動機出力を接続した
車両用の動力装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a power device for a vehicle in which an electric motor output is connected to an input shaft of a differential mechanism.
今世紀における自動車などの発達は著しいが、なおも簡
便に、１だ、低公害に、省エネルギーにする改良が続け
られている。Although automobiles have made remarkable progress in this century, improvements continue to be made to make them simpler, less polluting, and more energy efficient.
多くの車両用動力には、エンジン、変速機、クラッチ、
減速機などが、組み合わされて用いられている。変速機
としては、操作の簡便さからトルク・コンバータを用い
た自動変速機が好まれているが、機構が複雑左上にエネ
ルギー効率が悪い。Many vehicle power sources include an engine, transmission, clutch,
Reducers and the like are used in combination. Automatic transmissions using torque converters are preferred for their ease of operation, but they are complicated and have poor energy efficiency.
電気自動車は、電気的な速度制御を用いて、変速機を省
くことができる。壕だ、回生制動で制動時の運動エネル
ギーを回収でき、しかも低公害であるが、蓄電池が大形
になることが欠点である。Electric vehicles use electrical speed control and can eliminate transmissions. It is possible to recover the kinetic energy during braking using regenerative braking, and it is also low-pollution, but the drawback is that the storage battery is large.
エンジンと電動機を組み合わせたものが、いくつか提案
された。しかし、その単なる組み合わせでは、一方の特
長を強めれば、それだけその短所も強壕り、特別のよい
結果は得られていない。Several combinations of engines and electric motors have been proposed. However, the simple combination of these two methods does not produce particularly good results, as the stronger the strengths of one, the stronger the weaknesses of the other.
この発明の目的は、その組み合わせで互いに各の短所を
補う構成の動力装置を得ることである。An object of the present invention is to obtain a power unit having a structure that compensates for each other's shortcomings by combining them.
第１図は、この発明の構成を示す概略図である。FIG. 1 is a schematic diagram showing the configuration of the present invention.
（１）はエンジンにより駆動される入力軸、（３）は出
力軸である。差動機構αめは、軸（１）を付けた太陽歯
車θの、遊星歯車（１９，軸（３）を付けた腕αす、軸
（２）を付けだ内歯車０４とから成る。軸（２）に固定
された歯車（６）は、電動機（４）の軸（５）に付けら
れた歯車（７）とかみ合っている。軸（１）（２）の間
に、クラッチ（８）が付けられ、また、軸（１）は、ブ
レーキ（９）によって回転を止めることができる。(1) is an input shaft driven by the engine, and (3) is an output shaft. The differential mechanism α consists of a sun gear θ with a shaft (1), a planetary gear (19), an arm α with a shaft (3), and an internal gear 04 with a shaft (2). The gear (6) fixed to (2) meshes with the gear (7) attached to the shaft (5) of the electric motor (4). is attached, and the rotation of the shaft (1) can be stopped by a brake (9).
歯車（６） （７）の歯数を同じとし、太陽歯車０うと
内歯車α→の歯数をｅＸ ｆとすれば、軸（３）に対す
る軸（１）（２）の減速比は、”／（ｅ＋ｆ）、ｆ ／
（ｅ ＋ ｆ ）である。従って、軸（１） （２）
（３）の回転数ＬＸＭ、Ｎの間には、次の関係がある
。If the number of teeth of gears (6) and (7) are the same, and the number of teeth of sun gear 0 and internal gear α→ is eX f, then the reduction ratio of shafts (1) and (2) with respect to shaft (3) is /(e+f), f/
(e + f). Therefore, axis (1) (2)
The following relationship exists between the rotational speeds LXM and N in (3).
（ｅ ＋ ｆ ） Ｎ ＝ ｅ Ｌ ＋ ｆ Ｍ
（Ａ）軸（１）（２）のトルクＰＸＱは、減速比
に比例し、ｐ：Ｑ ＝ ｅ：ｆ （
Ｂ）ブレーキ（９）でエンジン回転を止め、（Ａ）式で
、Ｌ−０とすれば、軸（３）は電動機（４）のみで駆動
される。(e + f) N = e L + f M
(A) Torque PXQ of shafts (1) and (2) is proportional to the reduction ratio, p:Q = e:f (
B) If the engine rotation is stopped by the brake (9) and L-0 is set in equation (A), the shaft (3) is driven only by the electric motor (4).
これは、始動、停止、低速々どの車両の軽負荷運転に適
する。軸（３）の回転を止めてＮ＝０とし、ブレーキ（
９）を解いて電動機を逆転すると、Ｌ〉０となって、エ
ンジンが始動される。そこで、電動機（４）に回生制動
をかけると、発電と同時に軸（３）に正回転のトルクが
発生し、さらに車両のブレーキをはずせば、車両はエン
ジンにより発進、駆動される。電動機（４）を制動から
駆動に移せば、軸（３）はエンジンと電動機（４）の協
力で駆動される。This is suitable for light load operation of vehicles such as starting, stopping, and low speed. Stop the rotation of the shaft (3), set N=0, and apply the brake (
When solving 9) and reversing the electric motor, L>0 and the engine is started. Therefore, when regenerative braking is applied to the electric motor (4), forward rotation torque is generated on the shaft (3) at the same time as power is generated, and when the brake of the vehicle is released, the vehicle is started and driven by the engine. When the electric motor (4) is shifted from braking to driving, the shaft (3) is driven by the cooperation of the engine and electric motor (4).
（Ａ１式により、出力Ｎは、エンジンまた電動機で調節
できるが、省エネルギーには、せスエンジン回転数を効
率のよい範囲にとどめ、電動機（４）で速度調節するの
が有利彦ことが多い。また、軽負荷時には、エンジン回
転数を落とし、電動機回転数を上げるオーバ・ドライブ
が、エネルギー効率ヲ高める。特に電動機（４）のトル
クを０に近づければ、車両は主に惰力で走行する。(According to formula A1, the output N can be adjusted by the engine or the electric motor, but in order to save energy, it is often advantageous to keep the engine speed within an efficient range and adjust the speed using the electric motor (4). In addition, when the load is light, overdrive reduces the engine speed and increases the motor speed, increasing energy efficiency.In particular, if the torque of the electric motor (4) approaches 0, the vehicle mainly runs by inertia. .
第１図では、（Ｂ）式にｅ（ｆとなるので、軸（３）に
高出力を要するときに、電動機（４）が過負荷になりや
すい。（Ａ、１式により、回転数ＬＸＭ、Ｎの内の２つ
を等しくすると、Ｌ＝＝Ｍ＝Ｎとなる。クラッチ（８）
を接続したＬ−Ｍでは、差動機構（ＩＩ）は固定され、
軸（３）は主にエンジンにより駆動され、電動機（４）
は、電動、発電のいずれにも働かせることができる。In Fig. 1, since e(f) appears in equation (B), the electric motor (4) is likely to be overloaded when high output is required on the shaft (3). , N are equal, L==M=N. Clutch (8)
In the LM with which the differential mechanism (II) is fixed,
The shaft (3) is mainly driven by an engine, and an electric motor (4)
can be used for both electric power and power generation.
クラッチ（８）の接続を円滑にするには、駆動側と従動
側の回転数を近づけるのがよい。それには、通常はエン
ジンまたは電動機の回転数を一度落す必要があるが、第
１図の構成では、電動機（４）の許す限りＱ＞Ｏの状態
、すなわち車両の加速状態で、クラッチ（８）の接続を
することができる。In order to smoothly connect the clutch (8), it is preferable to make the rotational speeds of the driving side and the driven side close to each other. Normally, it is necessary to reduce the rotation speed of the engine or electric motor once, but in the configuration shown in Fig. 1, the clutch (8) connection can be made.
クラッチ（８）を接続したま壕エンジン・ブレーキをか
けると、回転数Ｎを落とすことができる。回生制動を有
効に働かせるには、クラッチ（８）をはずした方が有利
である。エンジン・プレーキト回生制動に分配される車
両の運動エネルギーは、Ｌ＝Ｍ７らば（Ｂ）式のトルク
Ｐ、Ｑに比例し、第１図ではｅ（ｆなので、回生制動の
分が多くなるからである。さらに、駆動状態の内に、先
にエンジン回転数を落としてしくＮにすれば、エンジン
かどの運動エネルギーは有効に放出され、エネルギー効
率は一層高められる。By engaging the clutch (8) and applying the engine brake, the rotational speed N can be reduced. In order to make regenerative braking work effectively, it is advantageous to disengage the clutch (8). The kinetic energy of the vehicle that is distributed to the engine brake regenerative braking is proportional to the torques P and Q of equation (B) when L = M7, and in Figure 1 it is e (f, so the amount of regenerative braking increases. Furthermore, if the engine speed is first lowered to N during the driving state, the kinetic energy at the corners of the engine can be effectively released, and the energy efficiency can be further improved.
回生制動で制動力が不足の場合は、逆相制動が・ 有
効である。逆相制動では、電動機の出力トルクと回転方
向は逆、すなわち発電状態にあるので。If the braking force is insufficient with regenerative braking, reverse phase braking is effective. In reverse-phase braking, the motor's output torque and rotation direction are opposite, that is, it is in a power generation state.
５−
電力の大部分は電源に回生され、そのエネルギー効率は
悪くならない。5- Most of the electric power is regenerated into the power source, and its energy efficiency does not deteriorate.
第１図の構成では、電動機（４）には出力の大きいもの
が必要になる。歯車（７） （６）の間に減速比を付け
れば、トルクの小さい電動機を使用できるが、軸（３）
を高速回転するとき、電動機に非常な高回転が課せられ
る。−！ｆ、た、減速比は（Ｂ）式のｆに含められて、
電動機の受けるエネルギーの分配が少なくなるので、エ
ネルギー回収に不利になる。In the configuration shown in FIG. 1, the electric motor (4) needs to have a large output. If a reduction ratio is provided between gears (7) and (6), a motor with low torque can be used, but the shaft (3)
When rotating at high speed, extremely high rotational speeds are imposed on the electric motor. -! f, the reduction ratio is included in f in equation (B),
Since the distribution of energy received by the electric motor is reduced, it is disadvantageous for energy recovery.
第２図は、その欠点を改良するために、電動機の軸（５
）と歯車（７）の間に変速機０１）を設けたものである
。変速機には、第１図と同様の差動機構を用いたが、他
種のものでもよい。（２２）は太陽歯車、（２３）は遊
星歯車、（２４）は内歯車、（２５）は腕である。内歯
車Ｃ２４）には、電動機の軸を接続するクラッチ０→が
付けられ、またブレーキＨが設けられている。ブレーキ
（１翅が作動して、内歯車（２４）の回転が停止すると
、電動機（４）の出力は減速して歯車（７）に伝達され
るので、大きなトルクを出すことができる。ブレーキを
解いてクラ、チ０枠を接続すれば、差動機構は固定さ
６−
れて、電動機の軸（５）は歯車（７）に直接連結される
ので、電動機の回転数制限とエネルギー回収に有利にな
る。Figure 2 shows an electric motor shaft (5
) is provided with a transmission 01) between the gear (7) and the gear (7). Although a differential mechanism similar to that shown in FIG. 1 was used for the transmission, other types may be used. (22) is a sun gear, (23) is a planetary gear, (24) is an internal gear, and (25) is an arm. The internal gear C24) is provided with a clutch 0→ that connects the shaft of the electric motor, and a brake H. When the brake (1 blade) is activated and the internal gear (24) stops rotating, the output of the electric motor (4) is decelerated and transmitted to the gear (7), so a large torque can be produced. If you untie it and connect the clutch and chi 0 frames, the differential mechanism will be fixed.
6- Since the shaft (5) of the electric motor is directly connected to the gear (7), it is advantageous to limit the rotational speed of the electric motor and to recover energy.
軸（１）に他の電動機出力を接続することは、別の改良
になる。その電動機で電動また発電を行えば、電動機（
４）との間で電力を効率よく融通、調節することができ
る。その電動機をエンジンの始動に用いれば、電動機（
４）単独の駆動中のエンジン始動が、容易寸た円滑にな
る。その電動機の発電電力と電動機（４）の電動電力が
同じ程度であれば、クラッチ（８）は不要になり、また
、入力軸（１）より出力軸（３）の回転数を高くするオ
ーバ・ドライブが容易となる。Connecting other motor outputs to the shaft (1) would be another improvement. If the electric motor generates electricity or electricity, the electric motor (
4) Electric power can be efficiently exchanged and adjusted between If the electric motor is used to start the engine, the electric motor (
4) Starting the engine during independent driving becomes much easier and smoother. If the generated power of the electric motor and the electric power of the electric motor (4) are about the same, the clutch (8) is not necessary, and the overdrive that makes the rotation speed of the output shaft (3) higher than that of the input shaft (1) is possible. Driving becomes easier.
その電動機で制動を行えば、ブレーキ（９）も不要とな
る。If the electric motor performs braking, the brake (9) will also become unnecessary.
ここに用いる電動機には、電動、回正、正、逆転を制御
する駆動装置が必要である。駆動装置は、エネルギー効
率を高めるためには、パルス幅制御のものであり、ブラ
シレスにするには、可変周波数制御のものである。この
動力装置の生々動力はエンジンによるものであシ、電動
機による発電が容易であるので、蓄電池の容量は小さく
てよい。The electric motor used here requires a drive device that controls electric power, rotation, forward rotation, and reverse rotation. The drive device is pulse width controlled to increase energy efficiency, and variable frequency controlled to be brushless. The raw power of this power device comes from the engine, and since it is easy to generate electricity using an electric motor, the capacity of the storage battery may be small.
従って、高価なアルカリ電池も容易に使用できる。Therefore, even expensive alkaline batteries can be easily used.
省エネルギーの希望程度、実際上の走行抵抗と加速要求
などに対し、エンジン、電動機、蓄電池などの特性と実
働状況を考慮して、それらを最適に運転することは、非
常に面倒また困難である。It is very troublesome and difficult to optimally operate the engine, electric motor, storage battery, etc. by taking into consideration the characteristics and actual operating conditions of the engine, electric motor, storage battery, etc., in relation to the desired degree of energy saving, actual running resistance and acceleration requirements, etc.
その運転を定型化、自動化して簡単にすることが望捷し
い。他の種々の状況判断を含めたマイクロ脅コンピュー
タ制御は好適である。It would be desirable to standardize and automate this operation to make it easier. Micro-intimidation computer control including various other situational judgments is preferred.
この発明の効果は、まず、無段で円滑な変速を行う簡単
な構成の装置が得られることである。また、この動力装
置を付けた車両は、市街地走行に電動機を多用すること
によって、省エネルギーと低公害化を進めることができ
る。The effects of this invention are, first, that a device with a simple configuration that performs stepless and smooth gear shifting can be obtained. In addition, vehicles equipped with this power unit can save energy and reduce pollution by making extensive use of electric motors when driving in urban areas.
エンジンは、出力を一定とすれば、気、筒数が少ない方
が摩擦損失も少々い。しかし、振動を抑えるだめのフラ
イ・ホイールの増大は、その運動エネルギーが無駄にな
るので不利とされていた。この発明によれば、運動エネ
ルギーの回収が容易である。オだ、振動の大きい低回転
を避けて、エンジンを駆動することができる。従って、
気筒数を減うして、より安価、省エネルギーのエンジン
を設計することができる。Assuming the output is constant, the fewer cylinders an engine has, the less friction loss there will be. However, increasing the size of the flywheel to suppress vibration was considered a disadvantage because its kinetic energy was wasted. According to this invention, kinetic energy can be easily recovered. Yes, it is possible to drive the engine while avoiding low rotation speeds where vibrations are large. Therefore,
By reducing the number of cylinders, it is possible to design cheaper, more energy-efficient engines.
第１図はこの発明の構成を示す概略図
第２図はその一部の別の実施例を示す概略図（１） ＜
２）・・・差動機構の入力軸 （３）・・・差動機構の
出力軸 （４）（５）・・・電動機とその出力軸 （６
） （７）・・・歯車（８）θ→・・・クラッチ （９
） （＋９・・・ブレーキ （１１） （２］）・・・
差動機構
特許出願人 １）口 重 光
９−
第１図
第２図FIG. 1 is a schematic diagram showing the configuration of the present invention. FIG. 2 is a schematic diagram showing another embodiment of a part thereof (1) <
2)... Input shaft of differential mechanism (3)... Output shaft of differential mechanism (4) (5)... Electric motor and its output shaft (6
) (7)...Gear (8)θ→...Clutch (9
) (+9...Brake (11) (2])...
Differential mechanism patent applicant 1) Shigemitsu Kuchi 9- Figure 1 Figure 2
Claims (1)
ス幅制御装置で駆動される電動機とを有し、その差動機
構の１つの入力軸にその電動機出力を入力し、他の入力
軸にエンジン出力を入力し、またブレーキを付け、その
差動機構の２つの軸の間にクラッチを付けたことを特徴
とする車両用の動力装置。 ２２つの入力軸と１つの出力軸をもつ差動機構と、パル
ス幅制御装置で駆動される電動機とを有し、その差動機
構の１つの入力軸にその電動機出力を入力し、他の入力
軸にエンジン出力と他の電動機出力とを入力することを
特徴とする車両用の動力装置。[Claims] It has a differential mechanism having 12 input shafts and one output shaft, and an electric motor driven by a pulse width control device, and the output of the electric motor is connected to one input shaft of the differential mechanism. What is claimed is: 1. A power unit for a vehicle, characterized in that an engine output is input to another input shaft, a brake is provided, and a clutch is provided between the two shafts of the differential mechanism. 2. It has a differential mechanism with two input shafts and one output shaft, and an electric motor driven by a pulse width control device, and the motor output is inputted to one input shaft of the differential mechanism, and the other input A power device for a vehicle, characterized in that an engine output and another electric motor output are input to a shaft.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58024319A JPS59149824A (en) | 1983-02-15 | 1983-02-15 | Power plant and transmission gear for vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58024319A JPS59149824A (en) | 1983-02-15 | 1983-02-15 | Power plant and transmission gear for vehicles |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS59149824A true JPS59149824A (en) | 1984-08-27 |
Family
ID=12134858
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58024319A Pending JPS59149824A (en) | 1983-02-15 | 1983-02-15 | Power plant and transmission gear for vehicles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59149824A (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01240236A (en) * | 1988-03-19 | 1989-09-25 | Tokai Rika Co Ltd | Rotor assembling machine |
| JPH0342427U (en) * | 1989-09-01 | 1991-04-22 | ||
| JPH03273933A (en) * | 1990-01-26 | 1991-12-05 | Mitsubishi Electric Corp | Engine power transmission device with start function |
| JPH10224910A (en) * | 1997-02-06 | 1998-08-21 | Toyota Motor Corp | Hybrid driving controller |
| FR2792258A1 (en) * | 1999-04-13 | 2000-10-20 | Michel Porquer | Differential motor for electric propulsion of cars comprises cover mounted on bearings and having engines with shafts attached to driving pinions, and pinions reducing speed via central pinion |
| US6344008B1 (en) | 1999-08-06 | 2002-02-05 | Toyota Jidosha Kabushiki Kaisha | Hybrid vehicle |
-
1983
- 1983-02-15 JP JP58024319A patent/JPS59149824A/en active Pending
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01240236A (en) * | 1988-03-19 | 1989-09-25 | Tokai Rika Co Ltd | Rotor assembling machine |
| JPH0342427U (en) * | 1989-09-01 | 1991-04-22 | ||
| JPH03273933A (en) * | 1990-01-26 | 1991-12-05 | Mitsubishi Electric Corp | Engine power transmission device with start function |
| JPH10224910A (en) * | 1997-02-06 | 1998-08-21 | Toyota Motor Corp | Hybrid driving controller |
| FR2792258A1 (en) * | 1999-04-13 | 2000-10-20 | Michel Porquer | Differential motor for electric propulsion of cars comprises cover mounted on bearings and having engines with shafts attached to driving pinions, and pinions reducing speed via central pinion |
| US6344008B1 (en) | 1999-08-06 | 2002-02-05 | Toyota Jidosha Kabushiki Kaisha | Hybrid vehicle |
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