CN108944413B - Powertrain for hybrid vehicle - Google Patents
Powertrain for hybrid vehicle Download PDFInfo
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- CN108944413B CN108944413B CN201810872357.7A CN201810872357A CN108944413B CN 108944413 B CN108944413 B CN 108944413B CN 201810872357 A CN201810872357 A CN 201810872357A CN 108944413 B CN108944413 B CN 108944413B
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- 238000010586 diagram Methods 0.000 description 7
- 238000004146 energy storage Methods 0.000 description 4
- 238000001816 cooling Methods 0.000 description 3
- 239000000498 cooling water Substances 0.000 description 3
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- 230000004308 accommodation Effects 0.000 description 2
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- 238000011161 development Methods 0.000 description 2
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
- B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/40—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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
- B60K6/405—Housings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention provides a power system for a hybrid vehicle, and relates to the field of hybrid vehicles. The power system mainly comprises an engine, a first motor, a second motor, a first planetary gear mechanism, a second planetary gear mechanism, a first input shaft, a first clutch, a brake and a second clutch. Because the second motor is connected with the input shaft through the second planetary gear mechanism, the speed of the second motor can be reduced through the planetary gear mechanism, and the torque can be increased, so that the size of the second motor is effectively reduced or the vehicle acceleration performance is improved. Because the first clutch between the input shaft and the engine is disengaged when the second motor is driven, drag resistance of the engine is reduced, and fuel economy of the vehicle is improved.
Description
Technical Field
The present disclosure relates to the field of hybrid vehicles, and more particularly to a powertrain for a hybrid vehicle.
Background
At present, the use of hybrid electric power as a vehicle power source is becoming a mainstream trend of vehicle development. Hybrid electric vehicles typically include an engine with a smaller displacement than conventional engines and one or two electric machines. In general, when traveling in a low-speed condition (e.g., urban road surface) or when frequent starting is required, the vehicle may be driven by only the motor; when the vehicle needs to run at a high speed, the vehicle can be driven by the engine only, so that the aim of saving energy is fulfilled. In the prior art, the hybrid mode of the hybrid electric vehicle mainly comprises three modes of series connection, parallel connection and series-parallel connection.
The power system in the existing hybrid vehicle has a single structure and poor adaptability.
Disclosure of Invention
It is an object of the present invention to provide a power system for a hybrid vehicle that is simple in construction but adaptable.
A further object of the present invention is to enable the output torque of the second motor to be varied to effectively reduce the size of the second motor or to improve the acceleration performance of the vehicle.
In one aspect, the present invention provides a power system for a hybrid vehicle, characterized in that the power system includes an engine, a first motor, a second motor, a first planetary gear mechanism, a second planetary gear mechanism, a first input shaft, a first clutch, a second clutch, a brake;
the engine is in transmission connection with the first motor, and the first clutch is arranged between the first motor and the first input shaft so as to cut off or combine power transmission between the first motor and the first input shaft through the first clutch;
the first planetary gear mechanism comprises a first sun gear, at least one group of planet gears, a first gear ring and a first planet carrier, wherein the first sun gear is arranged on the first input shaft so that the first sun gear rotates along with the first input shaft, and the first gear ring is used for transmitting power output by the power system;
the brake is arranged between the first planet carrier and a shell of the power system, and the brake is combined to realize a first gear of the power system; the second clutch is configured to rotate the first planet carrier with the first input shaft when the second clutch is in an engaged state to achieve a second gear of the power system;
the second motor is connected with the first input shaft and is used for driving the first input shaft to rotate, wherein the second motor is connected with the first input shaft through a second planetary gear mechanism, and the second planetary gear mechanism comprises a second sun gear, at least one group of planet gears, a second gear ring and a second planet carrier.
Optionally, any one of the three components of the second sun gear, the second ring gear or the second planet carrier is fixed relative to the housing of the power system, the second rotor of the second electric machine is in driving connection with one of the loose components to provide power thereto, and the other loose component is in driving connection with the first input shaft to drive the first input shaft.
Optionally, the second rotor of the second motor is in driving connection with an unfixed part of the second planetary gear mechanism through a rotor support plate.
Optionally, the brake further comprises an intermediate support fixedly installed on one end of the front shell close to the first planetary gear mechanism, and a cavity structure for installing the brake and a third actuating cylinder corresponding to the brake is formed between the intermediate support and the front shell.
Optionally, the first gear ring is in driving connection with an output gear of the power system, the output gear is supported on the intermediate support through a first support bearing, and the intermediate support is supported on the first planet carrier through a sliding bearing.
Optionally, the device further comprises a second input shaft sleeved outside the first input shaft, wherein the first input shaft and the second input shaft are mutually independent;
one end of the second input shaft is in transmission connection with the first planet carrier, the other end of the second input shaft is in transmission connection with the second clutch, and the second input shaft is also in transmission connection with the brake.
Optionally, the device further comprises a first execution oil cylinder corresponding to the first clutch and a second execution oil cylinder corresponding to the second clutch;
the first execution oil cylinder, the second execution oil cylinder and the third execution oil cylinder are all arranged in the front shell, and an oil duct connected with the first execution oil cylinder, the second execution oil cylinder and the third execution oil cylinder is also arranged in the front shell.
Optionally, the power system further comprises a driven gear meshed with the output gear and a parking ratchet wheel for braking, wherein the driven gear and the parking ratchet wheel are integrally arranged.
Optionally, the power system further comprises a differential and an intermediate shaft for outputting power, the differential is in driving connection with a main reduction gear of the intermediate shaft through a third planetary gear mechanism, wherein the third planetary gear mechanism comprises a third sun gear, at least one group of planet gears, a third gear ring and a third planet carrier, any one of the three components of the third sun gear, the third gear ring or the third planet carrier is fixed relative to a shell of the power system, the main reduction gear is in driving connection with one of the unfixed components to provide power for the same, and the other unfixed component is in driving connection with an input end of the differential to drive the differential.
Optionally, the first executing oil cylinder controls the first clutch through a first release bearing, and the second executing oil cylinder controls the second clutch through a second release bearing.
Optionally, the second sun gear is fixed to the rear housing; the second gear ring is fixed on a second rotor of the second motor and rotates together with the second rotor, and the second motor transmits power to the first input shaft through the second planet carrier.
Optionally, the second sun gear is fixed on a second rotor of the second motor and rotates together with the second rotor, the second planet carrier is mounted on the rear housing and fixed relative to the rear housing, and the second motor transmits power to the first input shaft through the second gear ring.
Optionally, the second sun gear is in transmission connection with an output shaft of the second motor through a transmission chain, the second gear ring is mounted on the rear housing and fixed relative to the rear housing, and the second motor transmits power to the first input shaft through the second planet carrier.
According to the power system of the hybrid power vehicle, the second motor is connected with the input shaft through the second planetary gear mechanism, so that the speed of the second motor can be reduced through the planetary gear mechanism, the torque can be increased, the size of the second motor can be effectively reduced, and the vehicle acceleration performance can be improved.
The above, as well as additional objectives, advantages, and features of the present invention will become apparent to those skilled in the art from the following detailed description of a specific embodiment of the present invention when read in conjunction with the accompanying drawings.
Drawings
Some specific embodiments of the invention will be described in detail hereinafter by way of example and not by way of limitation with reference to the accompanying drawings. The same reference numbers will be used throughout the drawings to refer to the same or like parts or portions. It will be appreciated by those skilled in the art that the drawings are not necessarily drawn to scale. In the accompanying drawings:
FIG. 1 is a schematic block diagram of a powertrain according to one embodiment of the present invention;
FIG. 2 is a schematic block diagram of a powertrain according to another embodiment of the present invention;
FIG. 3 is a schematic block diagram of a powertrain according to yet another embodiment of the present invention.
Detailed Description
Example 1
FIG. 1 is a schematic block diagram of a powertrain 100 according to one embodiment of the present invention. The power system 100 of the present invention is applicable to both vehicles having two-drive transmission and vehicles having four-drive transmission. As shown in fig. 1, the power system 100 mainly includes the engine 54, a first motor 101, a second motor 102, a first planetary gear mechanism 104, a first input shaft 2, a first clutch 7, and a brake 30. The first motor 101 comprises a first stator 40 and a first rotor 5 and the second motor 102 comprises a second stator 18 and a second rotor 19. The engine 54 is drivingly connected to the first motor 101, and the first clutch 7 is disposed between the first motor 101 and the first input shaft 2 to cut off or combine the power transmission between the first motor 101 and the first input shaft 2 via the first clutch 7. The first planetary gear mechanism 104 includes a first sun gear 25, at least one set of planetary gears, a first ring gear 16, and a first carrier 27, the first sun gear 25 being disposed on the first input shaft 2 such that the first sun gear 25 rotates with the first input shaft 2, the first ring gear 16 being for transmitting power output by the power system 100. The brake 30 is disposed between the first carrier 27 and the housing of the powertrain 100. The powertrain 100 further includes a second clutch 4, the second clutch 4 being configured to cause the first carrier 27 to rotate with the first input shaft 2 when the second clutch 4 is in an engaged state. The second motor 102 is connected to the first input shaft 2 for driving the first input shaft 2 in rotation, wherein the second motor 102 is connected to the first input shaft 2 via a second planetary gear mechanism 103, the second planetary gear mechanism 103 comprising a second sun gear 24, at least one set of planet gears, a second ring gear 21 and a second planet carrier 53. Any one of the second sun gear 24, the second ring gear 21, or the second carrier 53 is fixed relative to the housing of the powertrain 100, and the second rotor of the second electric machine 102 is connected to one of the loose components to provide power thereto, and the other loose component is connected to the first input shaft 2 to drive the first input shaft. Specifically, six different transmission modes can be realized between the second motor and the first input shaft, and the most suitable transmission mode can be selected according to the actually required transmission ratio, the size of the second motor, the installation position of the second motor and the like.
In the power system 100 of the hybrid vehicle of the present invention, since the second motor 102 is connected to the input shaft through the second planetary gear mechanism 103, the speed of the second motor 102 can be reduced and the torque can be increased by the planetary gear mechanism, so that the size of the second motor 102 can be effectively reduced or the vehicle acceleration performance can be improved. Since the first clutch 7 between the input shaft 2 and the engine 54 is disengaged when the second motor 102 is driven, drag resistance of the engine 54 is reduced, and fuel economy of the vehicle is improved.
With continued reference to FIG. 1, in a block diagram of the powertrain 100 shown in FIG. 1, the following structure is included: the motor input shaft 1, the first input shaft 2, the needle bearing 3, the second clutch 4, the first rotor 5, the front housing 6, the first clutch 7, the first rotational speed sensor 8, the first release bearing 9, the second release bearing 10, the first actuating cylinder 11, the first cooling jacket 12, the third actuating cylinder 13, the first support bearing 14, the output gear 15, the first ring gear 16, the rear housing 17, the second stator 18, the second rotor 19, the intermediate support 20, the second ring gear 21, the rotor support plate 22, the second support bearing 23, the second sun gear 24, the first sun gear 25, the second planet gears 26, the first planet carrier 27, the first double row planet gears 28, the driven gear 29, the brake 30, the left support bearing 31, the differential gear comprises a main reduction gear 32, a differential left end supporting bearing 33, a differential output half shaft 34, a differential 35 assembly, a differential right end supporting bearing 36, a differential gear ring 37, a middle shaft 52 right end supporting bearing 38, a first return spring 39, a first stator 40, a third actuating cylinder 13, a second return spring 42, a clutch front end cover 43, a second clutch 4 hub outer supporting bearing 44, a second clutch 4 hub inner supporting bearing 45, a dual mass flywheel 46, a second cooling water jacket 47, a second input shaft 48, a parking ratchet 49, a first clutch outer hub 50, a second dual-row planetary gear 51, a middle shaft 52, a second planet carrier 53, an engine 54 and a second rotating speed sensor 55.
The first motor 101, the first clutch 7 and the second clutch 4 are all disposed in the accommodation space of the front housing 6. The first rotor 5 of the first motor 101 is spline-connected to the first input shaft 2 via the outer hub of the first clutch 7. A first cooling water jacket 12 for cooling the first motor 101 is arranged between the first motor 101 and the inner wall of the front shell 6, a first execution oil cylinder 11 corresponding to the first clutch 7 and a second execution oil cylinder 41 corresponding to the second clutch 4 are also arranged in the front shell 6, the first execution oil cylinder 11 and the second execution oil cylinder 41 are both arranged in the front shell 6, and an oil duct connected with the first execution oil cylinder 11 and the second execution oil cylinder 41 is arranged in the front shell 6. The power system 100 further includes an intermediate support 20 fixedly mounted to the front housing 6 near one end of the first planetary gear mechanism 104, and a cavity structure for mounting the brake 30 and the third actuating cylinder 13 corresponding to the brake 30 is formed between the intermediate support 20 and the front housing 6. Specifically, the intermediate support 20 and the rear end of the front housing 6 form a relatively closed cavity in which the third actuating cylinder 13 of the brake 30 and the brake 30 are disposed, and this space can be effectively utilized. The brake 30 may be a multi-plate clutch brake 30 or a band brake 30. The third actuating cylinder 13 is disposed in the front housing 6, and an oil passage connected to the third actuating cylinder 13 is disposed in the front housing 6.
With continued reference to fig. 1, the first ring gear 16 is fixedly connected with the output gear 15 of the power system 100 through a spline, the output gear 15 is supported on the intermediate support 20 through a bearing, and the inner end surface of the intermediate support 20 is connected with the first carrier 27 through a bearing. The first ring gear 16 is connected to the output gear 15 by a spline, and the output gear 15 is supported on the intermediate support 20 by the first support bearing 14. Thus, the power can be transmitted to the output gear 15 by the first ring gear 16 of the first planetary gear mechanism 104 synchronously, stably and efficiently. In this case, by disposing the intermediate support 20 on the rear end surface of the front case 6 and then connecting the inner end surface of the intermediate support 20 with the first carrier 27 through a bearing, the radial force generated by the meshing of the output gear 15 can be effectively transmitted.
By adopting the arrangement, on one hand, the three execution cylinders save space; on the other hand, the pressure oil can directly enter the actuating cylinder through the oil duct in the front shell 6, so that the high-pressure oil is convenient to seal, and meanwhile, the oil path is shortened. The three execution cylinders are arranged in a centralized way, so that the arrangement and management of the high-pressure oil duct of the system are further facilitated.
With continued reference to fig. 1, the second motor 102, the first planetary gear mechanism 104, and the second planetary gear mechanism 103 are disposed in the accommodation space of the rear housing 17, and a second cooling water jacket 47 for cooling the second motor 102 is provided between the second motor 102 and the inner wall of the rear housing 17. The first sun gear 25 of the first planetary gear mechanism 104 is fixed with the first input shaft 2. One side of the first planet carrier 27 is fixedly connected with the brake 30 through a second input shaft 48, and the brake 30 fixed on the intermediate support 20 can brake the first planet carrier 27 when the third actuating cylinder 13 acts. The second sun gear 24 is fixed to the rear housing 17. The second ring gear 21 is fixed to the second rotor 19 of the second motor 102 and rotates with the second rotor 19, and the second motor 102 transmits power to the first input shaft 2 through the second carrier 53.
The power system 100 further includes a second input shaft 48 sleeved outside the first input shaft 2, and the first input shaft 2 and the second input shaft 48 are independent from each other. The first carrier 27 is connected to the first input shaft 2 via a second input shaft 48 and a second clutch 4. One end of the second input shaft 48 is fixedly connected to the first carrier 27, the other end thereof is connected to the second clutch 4, and the second input shaft 48 is fixedly connected to the brake 30. Therefore, three parts are connected on the input shaft through the hollow shaft sleeve, so that the radial space of the transmission is effectively shortened, and the arrangement is more compact.
With continued reference to fig. 1, in this embodiment, the second motor is disposed coaxially with the first input shaft. The second rotor 19 of the second motor 102 is fixedly connected to the second ring gear 21 via a rotor support plate 22. In the present embodiment, the rotor support plate 22 is used to spline-connect (by means of a snap ring or riveting or fixing) the second rotor 19 of the second motor 102 with the second ring gear 21, so that power is transmitted from the second motor to the second planetary gear mechanism. The rotor support plate 22 may be supported on the rear housing 17 of the transmission using one or more second support bearings 23, as required by the forces. This arrangement allows the second planetary gear mechanism 103 to be arranged inside the second rotor 19, optimizing the arrangement space, and shortening the axial length. Further, according to the power requirement of the whole vehicle, the connection mode of the motor rotor and the second planetary gear mechanism 103 can be changed by changing the arrangement mode, so that the transmission ratio of the motor torque and the rotation speed output can be changed to meet the power requirement of the whole vehicle.
In this embodiment, the front housing 6 and the rear housing 17 are fixedly connected by bolts or other connection means to constitute a complete transmission housing (or housing of the powertrain). In other embodiments, the entire housing may also be integrally provided. The two ends of the first input shaft 2 are respectively connected with a first motor 101 and a second motor 102 in a transmission way. The crankshaft end of the engine 54 is connected to the motor input shaft 1 of the first motor 101 via the dual mass flywheel 46. In other embodiments, the dual mass flywheel 46 may also be replaced by a shock absorber, a single mass flywheel, or a land. When the second clutch 4 is applied, the input and output rotational speeds of the first planetary gear mechanism 104 are equal, and the speed ratio is 1. The first ring gear 16 of the first planetary gear mechanism 104 is an output gear, and the output gear 15 splined thereto is supported on the intermediate support 20 through the first support bearing 14, and then meshes with the driven gear 29 on the intermediate shaft 52, shifting the input power received by the first planetary gear mechanism 104, and transmitting it to the intermediate shaft 52. The second rotor 19 of the second motor 102 is connected to the second ring gear 21 of the second planetary gear mechanism 103 through a rotor support plate 22, and is then supported on the rear housing 17 of the transmission through a second support bearing 23. The second sun gear 24 of the second planetary gear mechanism 103 is fixed to the rear housing 17 of the transmission. In the present embodiment, the output of the second planetary gear mechanism 103 is the second carrier 53. The second planetary gear mechanism 103 changes the speed of the second electric motor 102 and transmits the changed speed to the first input shaft 2, and the first planetary gear mechanism 104 shifts the input speed and transmits the shifted speed to the intermediate shaft 52. The main reduction gear 32 of the intermediate shaft 52 in turn drives the differential ring gear 37 on the differential 35, transmitting the driving power of the engine 54 and the second electric machine 102 to the differential output half shaft 34, driving the vehicle.
In the present embodiment, a first rotational speed sensor 8 for detecting the rotational speed of the first motor 101 and a second rotational speed sensor 55 for detecting the rotational speed of the second motor 102 are also provided in the transmission case.
Further, the power system 100 further includes a driven gear 29 engaged with the output gear 15 and a parking ratchet 49 for braking, wherein the driven gear 29 and the parking ratchet 49 are integrally provided. The passive gear 29 and the parking ratchet 49 adopt an integrated design structure, which is beneficial to saving arrangement space, reducing processing of parts and saving cost.
Further, according to the requirement of the transmission ratio, the transmission ratio of the main reduction gear 32 of the intermediate shaft 52 and the differential gear ring 37 can be adjusted in the arrangement space to adapt to the requirement of the whole vehicle, and the platform development is facilitated.
Further, the right end of the intermediate shaft 52 is supported by a cushion block, so that the flexibility is provided, and the adjustment can be performed according to the space. The right end of the intermediate shaft 52 may also be supported on the front housing 6, depending on space requirements.
Further, the differential 35 is drivingly connected to the main reduction gear 32 of the intermediate shaft 52 by a third planetary gear mechanism, wherein the third planetary gear mechanism comprises a third sun gear, at least one set of planet gears, a third ring gear and a third planet carrier, any one of the third sun gear, the third ring gear or the third planet carrier being fixed relative to the housing of the power system, the main reduction gear 32 being connected to one of the loose components for providing power thereto, the other loose component being connected to the input of the differential 35 for driving the differential. Specifically, six different transmission modes can be realized between the second motor and the first input shaft, and the most suitable transmission mode can be selected according to the actually required transmission ratio, the size of the second motor, the installation position of the second motor and the like.
In one particular embodiment, the differential 35 input may be in driving connection with the main reduction gear 32 of the intermediate shaft using a third planetary gear mechanism; the power is input through a third sun gear and is transmitted to a third planet carrier which is integrated with the differential shell, and then the power is output through a differential output half shaft.
With continued reference to fig. 1, the first actuator cylinder 11 controls the first clutch 7 via the first release bearing 9, and the second actuator cylinder 41 controls the second clutch 4 via the second release bearing 10. Specifically, after receiving the engagement signal, the execution cylinder pushes the release bearing to enable the clutch to be engaged, and after the engagement signal disappears, the clutch is disconnected under the action of the return spring. In other embodiments, the release bearing may also be a balance cavity structure of an Automatic Transmission (AT) structure, and the use of the release bearing in this solution instead of the balance cavity structure saves layout space.
The following are various modes of operation of the power system 100 in this embodiment, and are specifically as follows:
1. starting and charging of engine 54
The engine 54 is in spline connection with the first clutch outer hub 50 through the dual-mass flywheel 46 and the motor input shaft 1, the first clutch outer hub 50 is fixedly connected with the first rotor 5 of the first motor 101, and the engine 54 can be started by rotating the first motor 101. Conversely, the engine 54 operates to drive the first motor 101 to charge the battery. Since the primary function of the first electric machine 101 is to generate electricity, and the rotational speed of the first electric machine 101 always coincides with the rotational speed of the engine 54, the efficient rotational speed region of the engine 54 and the first electric machine 101 should be designed to coincide.
2. The engine 54 being driven separately
Engaging the first clutch 7 while the engine 54 is running transfers all or part of the power of the engine 54 to the first input shaft 2, and if the brake 30 is engaged, the first sun gear 25 on the first input shaft 2 drives the first ring gear 16 via the first double row planetary gears 28 and the second double row planetary gears 51. The double-row planetary gear mechanism is adopted to ensure that the sun gear and the gear ring are consistent in steering. The output gear 15 meshes with the driven gear 29 on the intermediate shaft 52, transmitting the power of the engine 54 to the intermediate shaft 52. The main reduction gear 32 on the intermediate shaft 52 meshes with the differential ring gear 37 on the differential 35 to drive the axle differential output axle shafts 34. The engine 54, when driven alone, may also distribute some power to charge the battery via the first motor 101. The remaining power of the engine 54 may be distributed to the first motor 101 according to the vehicle running condition, thereby improving fuel economy. The torque of the first motor 101 may be controlled to 0 at full throttle, and all of the engine 54 power is used to drive to ensure vehicle start acceleration. When the vehicle speed is high, the brake 3030 is released, and the second clutch 4 is engaged, so that the speed ratio of the first planetary gear mechanism 104 is reduced from about 3 in first gear to 1 in second gear. If the total speed ratio of the first gear is 9, the speed ratio of the second gear becomes 3, just for high-speed cruising or efficient power generation.
3. Motor individual drive
The first clutch 7 is disengaged and the second motor 102 is started. The second sun gear 24 in the second planetary gear mechanism 103 is fixed to the transmission rear housing 17, and the second rotor 19 of the second motor 102 rotates the second ring gear 21 via the rotor support plate 22. At this time, the output speed of the second carrier 53 is reduced as:
in the above, n r The rotation speed of the second ring gear 21, that is, the second rotor 19; n is n c Second planetary gearThe output speed of the second carrier 53 of the wheel mechanism 103; alpha 1 Is the gear ratio of the second ring gear 21 to the second sun gear 24. General alpha 1 The value is set between 2 and 3. From the above equation, it can be seen that the second planetary gear mechanism 103 reduces the motor speed by about 1/3, i.e., increases the torque by 50%, effectively reducing the motor size or improving the vehicle acceleration performance.
4. The motor 54 and the electric motor are driven simultaneously.
The second motor 102 and the engine 54 are simultaneously started, the first clutch 7 is engaged, and the torque of the engine 54 minus the torque dragging the first motor 101 is transmitted to the first input shaft 2 via the first clutch 7. The torque of the second motor 102 is amplified by the second planetary gear mechanism 103 and is also superimposed on the first input shaft 2. If the torque controlling the second motor 102 is a peak torque, the maximum input torque (on the first input shaft 2) is as follows:
wherein: te is the output torque of the engine 54; t (T) p3 Is the output torque of the second motor 102; t (T) in Is the input torque. This torque corresponds to twice the torque output from the conventional engine 54, ensuring good acceleration performance of the vehicle.
5. Gear shifting
When the engine 54 is driven, the first clutch 7 and the brake 30 are engaged, and the torque of the engine 54 is transmitted to the first input shaft 2 via the first clutch 7. The first sun gear 25 of the first planetary gear mechanism 104 is an input gear, the first ring gear 16 is an output gear, and the speed ratio of the first planetary gear mechanism 104 is α 2 。α 2 Is the gear ratio of the first ring gear 16 to the first sun gear 25. General alpha 2 The value is set between 2 and 3.
When the speed is higher than the set value, the brake 30 is released, and the second clutch 4 is engaged, so that the first sun gear 25 of the first planetary gear mechanism 104 rotates at the same speed as the first carrier 27, and the speed ratio of the first planetary gear mechanism 104 is reduced to 1. If the product of the ratios of the output gear 15, the driven gear 29 and the main reduction gear, the differential ring gear 37 isi d Then the total gear ratio of the second gear driven by the engine 54 is i d Just to drive the vehicle to cruise at high speed or generate electricity with high efficiency. The total speed ratio of one gear is i d α 2 Can be used for assisting the motor to start or accelerate.
The second motor 102 is driven by engaging only the brake 30 to achieve a first gear ratio. The first gear total speed ratio is as follows:
when the vehicle speed is high, the brake 30 is released, the second clutch 4 (C0) is engaged, the first planetary gear mechanism 104 speed ratio is 1, and the second gear total speed ratio is:
the first gear and the second gear in the invention are just gear names, and are not particularly meant to be gear positions arranged in sequence in an automobile gearbox.
6. Vehicle braking energy recovery
During deceleration braking of the vehicle, the brake 30 is combined, and the inertia of the vehicle drags the differential gear ring 37, the first sun gear 25, the first input shaft 2, the second planet carrier 53, the second gear ring 21 and the second rotor 19 to generate electricity through the differential 35 and the differential output half shaft 34, so that braking energy recovery is realized.
Example two
Fig. 2 is a schematic block diagram of a powertrain 100 according to another embodiment of the present invention. If a greater reduction ratio is desired, the second planetary gear mechanism 103 may be coupled differently. In this embodiment, the second motor is also coaxially arranged with the first input shaft. Referring to fig. 2, the second sun gear 24 is fixed to the second rotor 19 of the second electric motor 102 and rotates with the second rotor 19, specifically, the second sun gear 24 is in driving connection with the second rotor 19 of the second electric motor 102 through the rotor support plate 22, the second planet carrier 53 is mounted to the rear housing 17 and fixed relative to the rear housing 17, and the second ring gear 21 is in driving connection with the first input shaft 2. The second motor 102 transmits power to the first input shaft 2 through the second ring gear 21. With the adoption of the structure, a larger reduction ratio can be obtained.
In this embodiment, the connection structure and operation mode are not greatly different from those of the first embodiment except for the connection manner of the second motor 102 and the first input shaft 2, and thus will not be described in detail.
Example III
Fig. 3 is a schematic block diagram of a power system 100 according to yet another embodiment of the present invention. As shown in fig. 3, in the present embodiment, the first motor (P1) is arranged as in the above-described embodiment, and the second motor (P3) is arranged off-axis from the first input shaft. The second sun gear 24 is in driving connection with the second rotor 19 of the second electric machine 102 via a drive chain 110, the second ring gear 21 is mounted to the rear housing 17 and fixed relative to the rear housing 17, and the second electric machine 102 transmits power to the first input shaft 2 via the second planet carrier 53. In this embodiment, the connection structure and operation mode are not greatly different from those of the first embodiment except for the connection manner of the second motor 102 and the first input shaft 2, and thus will not be described in detail.
The power system of the invention can make the whole structure space compact, shorten the axial length of the speed changer and improve the carrying performance.
Further, the hybrid vehicle employing the power system 100 of the invention may also be provided with, for example, a lithium battery energy storage system, a battery management system that manages the energy storage system, and the like. In this way, the power of the second motor 102 and the first motor 101 may be directly supplied through the lithium battery energy storage system. And the first electric machine 101 may charge the battery energy storage system via the engine 54. These energy management systems are not central to the present invention and are not described in detail herein.
By now it should be appreciated by those skilled in the art that while a number of exemplary embodiments of the invention have been shown and described herein in detail, many other variations or modifications of the invention consistent with the principles of the invention may be directly ascertained or inferred from the present disclosure without departing from the spirit and scope of the invention. Accordingly, the scope of the present invention should be understood and deemed to cover all such other variations or modifications.
Claims (11)
1. A power system for a hybrid vehicle, the power system comprising an engine, a first motor, a second motor, a first planetary gear mechanism, a second planetary gear mechanism, a first input shaft, a first clutch, a second clutch, a brake;
the engine is in transmission connection with the first motor, and the first clutch is arranged between the first motor and the first input shaft so as to cut off or combine power transmission between the first motor and the first input shaft through the first clutch;
the first planetary gear mechanism comprises a first sun gear, at least one group of planet gears, a first gear ring and a first planet carrier, wherein the first sun gear is arranged on the first input shaft so that the first sun gear rotates along with the first input shaft, and the first gear ring is used for transmitting power output by the power system;
the brake is arranged between the first planet carrier and a shell of the power system, and the brake is combined to realize a first gear of the power system; the second clutch is configured to rotate the first planet carrier with the first input shaft when the second clutch is in an engaged state to achieve a second gear of the power system;
the second motor is connected with the first input shaft and used for driving the first input shaft to rotate, wherein the second motor is connected with the first input shaft through a second planetary gear mechanism, and the second planetary gear mechanism comprises a second sun gear, at least one group of planetary gears, a second gear ring and a second planet carrier;
the middle support is fixedly arranged at one end of the front shell, which is close to the first planetary gear mechanism, and a cavity structure for installing the brake and a third execution oil cylinder corresponding to the brake is formed between the middle support and the front shell;
the second input shaft is sleeved outside the first input shaft, and the first input shaft and the second input shaft are mutually independent;
one end of the second input shaft is in transmission connection with the first planet carrier, the other end of the second input shaft is in transmission connection with the second clutch, and the second input shaft is also in transmission connection with the brake.
2. The power system of claim 1, wherein the power system is configured to control the power system,
any one of the three components of the second sun gear, the second gear ring or the second planet carrier is fixed relative to the shell of the power system, the second rotor of the second motor is in transmission connection with one of the unfixed components to provide power for the unfixed component, and the other unfixed component is in transmission connection with the first input shaft to drive the first input shaft.
3. The power system of claim 1, wherein the power system is configured to control the power system,
the second sun gear is fixed on the rear shell; the second gear ring is fixed on a second rotor of the second motor and rotates together with the second rotor, and the second motor transmits power to the first input shaft through the second planet carrier.
4. The power system of claim 1, wherein the power system is configured to control the power system,
the second sun gear is fixed on a second rotor of the second motor and rotates together with the second rotor, the second planet carrier is mounted on the rear shell and fixed relative to the rear shell, and the second motor transmits power to the first input shaft through the second gear ring.
5. The power system of claim 1, wherein the power system is configured to control the power system,
the second sun gear is in transmission connection with an output shaft of the second motor through a transmission chain, the second gear ring is mounted on the rear shell and fixed relative to the rear shell, and the second motor transmits power to the first input shaft through the second planet carrier.
6. The power system of any one of claims 2-5,
the second rotor of the second motor is in driving connection with an unfixed part in the second planetary gear mechanism through a rotor supporting plate.
7. The power system of claim 1, wherein the power system is configured to control the power system,
the first gear ring is in transmission connection with an output gear of the power system, the output gear is supported on the intermediate support through a first support bearing, and the intermediate support is supported on the first planet carrier through a sliding bearing.
8. The power system of claim 1, wherein the power system is configured to control the power system,
the device also comprises a first execution oil cylinder corresponding to the first clutch and a second execution oil cylinder corresponding to the second clutch;
the first execution oil cylinder, the second execution oil cylinder and the third execution oil cylinder are all arranged in the front shell, and an oil duct connected with the first execution oil cylinder, the second execution oil cylinder and the third execution oil cylinder is also arranged in the front shell.
9. The power system of claim 7, wherein the power system is configured to control the power system,
the power system further comprises a driven gear meshed with the output gear and a parking ratchet wheel used for braking, wherein the driven gear and the parking ratchet wheel are integrally arranged.
10. The power system of claim 1, wherein the power system is configured to control the power system,
the power system further comprises a differential mechanism and an intermediate shaft for outputting power, the differential mechanism is in transmission connection with a main reduction gear of the intermediate shaft through a third planetary gear mechanism, the third planetary gear mechanism comprises a third sun gear, at least one group of planet gears, a third gear ring and a third planet carrier, any one of the third sun gear, the third gear ring or the third planet carrier is fixed relative to a shell of the power system, the main reduction gear is in transmission connection with one of the unfixed components to provide power for the main reduction gear, and the other unfixed component is in transmission connection with an input end of the differential mechanism to drive the differential mechanism.
11. The power system of claim 8, wherein the power system is configured to control the power system,
the first executing oil cylinder controls the first clutch through a first release bearing, and the second executing oil cylinder controls the second clutch through a second release bearing.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810872357.7A CN108944413B (en) | 2018-08-02 | 2018-08-02 | Powertrain for hybrid vehicle |
| PCT/CN2019/078180 WO2020024596A1 (en) | 2018-08-02 | 2019-03-14 | Power system for hybrid vehicle |
| US17/264,947 US11180016B2 (en) | 2018-08-02 | 2019-03-14 | Power system for hybrid vehicle |
| EP19843232.0A EP3819149B1 (en) | 2018-08-02 | 2019-03-14 | Power system for hybrid vehicle |
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| CN201810872357.7A CN108944413B (en) | 2018-08-02 | 2018-08-02 | Powertrain for hybrid vehicle |
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| CN108944413B true CN108944413B (en) | 2024-02-13 |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| WO2020024596A1 (en) * | 2018-08-02 | 2020-02-06 | 宁波上中下自动变速器有限公司 | Power system for hybrid vehicle |
| CN110329055A (en) * | 2019-07-02 | 2019-10-15 | 浙江吉利控股集团有限公司 | A kind of hybrid vehicle transmission and automobile |
| CN112297884B (en) * | 2019-07-26 | 2022-08-09 | 比亚迪股份有限公司 | Range-extending driving system and vehicle with same |
| CN110525194B (en) * | 2019-09-26 | 2023-11-07 | 吉孚汽车技术(苏州)有限公司 | Power drive system for hybrid vehicle and control method thereof |
| CN111409441B (en) * | 2020-03-03 | 2022-08-02 | 浙江吉利汽车研究院有限公司 | Hybrid power system and automobile |
| CN111457025A (en) * | 2020-03-11 | 2020-07-28 | 宁波上中下自动变速器有限公司 | Clutch actuating mechanism and car |
| CN112324869B (en) * | 2020-11-30 | 2024-04-26 | 柳工柳州传动件有限公司 | Transmission device and vehicle |
| CN113085528A (en) * | 2021-04-27 | 2021-07-09 | 浙江吉利控股集团有限公司 | Hybrid power system, hybrid transmission and automobile |
| CN113978230A (en) * | 2021-09-10 | 2022-01-28 | 义乌吉利自动变速器有限公司 | Dual-motor hybrid power system, vehicle, and drive control method and device |
| CN115635838A (en) * | 2022-10-24 | 2023-01-24 | 东风汽车集团股份有限公司 | Hybrid power speed change mechanism assembly, hybrid power electric drive system and vehicle |
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