CN110576731A - Special hybrid transmission and hybrid vehicle - Google Patents
Special hybrid transmission and hybrid vehicle Download PDFInfo
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- CN110576731A CN110576731A CN201810581444.7A CN201810581444A CN110576731A CN 110576731 A CN110576731 A CN 110576731A CN 201810581444 A CN201810581444 A CN 201810581444A CN 110576731 A CN110576731 A CN 110576731A
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- gear
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- input shaft
- output shaft
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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
-
- 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
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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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
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
Abstract
The invention relates to a special hybrid transmission and a hybrid vehicle. The special hybrid power transmission comprises a first motor, a second motor, an input shaft and an output shaft, wherein the input shaft is parallel to the output shaft, and the first motor is connected with the input shaft in a torsion-resistant manner; the input shaft is provided with a first gear, a second gear and a third gear in a hollow manner, the first gear is connected with the second gear in a torsion-proof manner, and a first synchronizer is arranged between the second gear and the third gear on the input shaft; a fourth and a fifth gear are arranged on the output shaft in a free-running manner and a sixth gear is arranged in a rotationally fixed manner, a second synchronizer being arranged on the output shaft between the fourth and fifth gears; and the first gear is meshed with the fourth gear, the second gear is meshed with the fifth gear, the third gear is meshed with the sixth gear, and the second motor transmits the torque to the first gear through the seventh gear. The transmission can provide large output torque in a low-electric-quantity state while ensuring the power continuity when the vehicle shifts.
Description
Technical Field
The present invention relates to the field of vehicle transmissions. In particular, the present invention relates to a hybrid transmission and a hybrid vehicle including the same.
Background
In the field of automobiles, new energy automobiles are rapidly developed, and popularization and application of Hybrid Electric Vehicles (HEVs) are more important. A hybrid vehicle refers to a vehicle in which a vehicle drive system is combined from two or more single drive systems capable of operating simultaneously, and the power of the vehicle is derived from a hybrid system having at least two power units.
A hybrid system of the P2 type is known from WO 2006/053624 a1, which comprises an internal combustion engine, an electric machine and two clutches, one of which is arranged between the internal combustion engine and the electric machine and the other between the electric machine and the transmission, both clutches being automatically controlled. It should be noted that during the restart of the internal combustion engine, since the clutch provided between the electric motor and the transmission is always in the disengaged state, no torque is transferred to the wheels, and the vehicle driver perceives a torque interruption, feeling that the vehicle is out of power.
A hybrid system of the P2+ P3 type, which includes an internal combustion engine, a plurality of clutches, a first electric machine, a second electric machine, and a transmission, is known from patent document CN 106808995 a. The internal combustion engine and the second motor are connected with the input shaft, and the first motor directly transmits torque to the output shaft through the gear set. The first electric machine may provide compensation for torque interruption of the internal combustion engine and the second electric machine when the transmission is shifting gears. When the remaining capacity of the vehicle battery is low so that the vehicle needs to be operated in a continuous state, and the vehicle speed is low so that the vehicle needs to be driven at a constant output torque, the maximum output torque that the vehicle can obtain is equal to the maximum output torque of the first motor multiplied by the gear ratio of the gear set between the first motor and the output shaft. However, since the transmission ratio is usually small, the maximum output torque that can be obtained by the wheels is very limited, which is not conducive to acceleration of the vehicle in a low-battery state.
Disclosure of Invention
therefore, the technical problem to be solved by the present invention is to provide a hybrid transmission and a hybrid vehicle capable of providing a large output torque for a vehicle running at a low speed with a low battery while ensuring the continuity of the shift torque.
The above-mentioned problem is solved by a hybrid transmission according to the invention, comprising a first electric machine, a second electric machine, an input shaft and an output shaft, wherein the input shaft is parallel to the output shaft and the first electric machine is connected to the input shaft in a rotationally fixed manner. A first gear, a second gear and a third gear are arranged on the input shaft in a free-running manner, wherein the first gear is connected to the second gear in a rotationally fixed manner, and a first synchronizer is arranged on the input shaft between the second gear and the third gear, such that the first synchronizer can connect the input shaft optionally in a rotationally fixed manner to the second gear or to the third gear. A fourth gear and a fifth gear are arranged on the output shaft in a free-running manner and a sixth gear is arranged in a rotationally fixed manner, wherein a second synchronizer is arranged on the output shaft between the fourth gear and the fifth gear, so that the second synchronizer can connect the output shaft optionally in a rotationally fixed manner with the fourth gear or the fifth gear. The first gear is meshed with the fourth gear, the second gear is meshed with the fifth gear, the third gear is meshed with the sixth gear, and the second motor transmits torque to the first gear through the seventh gear. Under the arrangement of the transmission, either in an electric-only mode or a hybrid mode, one of the double motors can be used for providing power compensation during gear shifting, so that power continuity during gear shifting is ensured; meanwhile, under the condition that any one of the two motors is used as a main power supply motor, the speed change function can be realized by means of the gear set and the synchronizer, and different transmission ratios can be obtained, so that the second motor can still output larger torque under the condition that the electric quantity of a battery of the automobile is lower.
According to a preferred embodiment of the present invention, an eighth gear engaged with the first gear and the seventh gear, respectively, is provided between the seventh gear and the first gear. The output power of the second motor can be changed by the transmission ratio between the seventh gear and the eighth gear and between the eighth gear and the first gear.
According to a further preferred embodiment of the invention, the first electric machine is connected in a rotationally fixed manner to the internal combustion engine via a clutch. In the hybrid mode, the power output from the internal combustion engine may be selectively input to the input shaft of the transmission through the clutch. Preferably, the clutch is integrated in the first electric machine, so that the layout of the drive system is more compact.
According to another preferred embodiment of the present invention, the first gear, the second gear and the third gear are arranged in order from the near to the far from the first motor. In this case, the fourth gear, the fifth gear and the sixth gear are also arranged on the output shaft correspondingly in the same order.
According to another preferred embodiment of the invention, the power of the first motor and the second motor is the same.
According to another preferred embodiment of the invention, the second electric machine is a drive motor in electric-only mode. When the vehicle is operating in an electric-only mode, the drive torque in the normal state is provided by the second electric machine, while compensation can be provided by the first electric machine when the vehicle is shifting gears or when the output power of the second electric machine is insufficient.
The above technical problem is also solved by a hybrid vehicle according to the present invention, which includes a hybrid-dedicated transmission having the above features.
Drawings
The invention is further described below with reference to the accompanying drawings. Identical reference numbers in the figures denote functionally identical elements. Wherein:
fig. 1 is a schematic diagram of a hybrid dedicated transmission according to an embodiment of the invention.
Detailed Description
Referring to fig. 1, a schematic diagram of a hybrid dedicated transmission according to an embodiment of the present invention is shown. As shown, the transmission has a first electric machine 1, a second electric machine 2, and input and output shafts 3, 4 that are parallel to each other. The first motor 1 and the second motor 2 may be motors with the same power. The input shaft of the first electric machine 1 is connected in a rotationally fixed manner to the internal combustion engine 13 via a clutch 12, and the output shaft of the first electric machine 1 is connected in a rotationally fixed manner to the input shaft 3 of the transmission, so that the output power of the first electric machine 1 can be fed directly into the transmission, while the output power of the internal combustion engine 13 can be fed selectively into the transmission via the clutch 12. Preferably, the clutch 12 may be integrated in the first electric machine 1, so that the layout of the drive system is more compact. A first gear 5, a second gear 6 and a third gear 7 are provided in the input shaft 3 in order from the near side to the far side in accordance with the distance from the first electric motor 1, and correspondingly, a fourth gear 5' and a fifth gear 6' are provided in order on the output shaft 4 in order and a sixth gear 7' is provided in a rotationally fixed manner. The first gear 5 meshes with a fourth gear 5', the second gear 6 meshes with a fifth gear 6', and the third gear 7 meshes with a sixth gear 7 '. The output torques of the first electric machine 1 and the second electric machine 2 can be transmitted between the input shaft 3 and the output shaft 4 by means of the above mutually meshing gear sets. The first gear wheel 5 is connected to the second gear wheel 6 in a rotationally fixed manner, while a first synchronizer 8 is arranged on the input shaft 3 between the second gear wheel 6 and the third gear wheel 7, by means of which first synchronizer 8 the second gear wheel 6 or the third gear wheel 7 can be selectively connected in a rotationally fixed manner to the input shaft 3. A second synchronizer 9 is provided on the output shaft 4 between the fourth gear 5 'and the fifth gear 6'. By means of the second synchronizer 9, the fourth gear wheel 5 'or the fifth gear wheel 6' can be selectively connected in a rotationally fixed manner to the output shaft 4. A seventh gearwheel 10 is arranged on the output shaft of the second electric motor 2 in a rotationally fixed manner, and the first gearwheel 5 and the seventh gearwheel 10 each mesh with an eighth gearwheel 11, so that the output power of the second electric motor can be transmitted to the first gearwheel 5 via the seventh gearwheel 10 and the eighth gearwheel 11. One end of the output shaft 4 is connected to wheels 15 through a differential 14, thereby transmitting the output power of the transmission to the wheels 15.
The transmission according to the embodiment of the invention can be selectively operated in two different states of an electric-only mode (EV) and a hybrid electric mode (HEV). In the electric-only mode, the clutch 12 disconnects the internal combustion engine 13 from the first electric machine 1. When the driving power required by the vehicle is small, the second motor 2 is firstly used as a main power supply motor to provide power for the driving system, and the first motor 1 directly connected to the input shaft 3 of the transmission can provide power compensation when the transmission shifts gears; the first electric machine 1 can be used for assistance when the driving power required by the vehicle exceeds the maximum power of the second electric machine 2. The specific shifting pattern can be referred to table 1.
TABLE 1
| Clutch device | First synchronizer | Second synchronizer | |
| Pure electric first gear | Disconnect | Right side of the | Left side of the |
| Pure electric second gear | Disconnect | Right side of the | Right side of the |
| Hybrid first gear | closure is provided | Left side of the | Left side of the |
| Hybrid second gear | Closure is provided | Right side of the | Left side of the |
| Hybrid third gear | Closure is provided | Left side of the | Right side of the |
| Neutral position | Closure is provided | Intermediate (II) | Intermediate (II) |
| Continuous state | Closure is provided | Intermediate (II) | Right/left side |
As shown in table 1, in the electric-only mode, the vehicle has two gears. When the vehicle is operating in the first gear, the first synchronizer 8 is engaged with the third gear 7 and the second synchronizer 9 is engaged with the fourth gear 5'. At this time, the output torque of the second motor 2 is transmitted to the output shaft 4 through the seventh gear 10, the eighth gear 11, the first gear 5, and the fourth gear 5', and the wheels 15 are driven to rotate. When the vehicle is operating in the second gear, the first synchronizer 8 is still engaged with the third gear 7, while the second synchronizer 9 is engaged with the fifth gear 6'. At this time, the output torque of the second motor 2 is transmitted to the output shaft 4 sequentially through the seventh gear 10, the eighth gear 11, the first gear 5, the second gear 6, and the fifth gear 6'. In the first gear and the second gear, the first synchronizer 8 is always engaged with the third gear 7, and the output torque of the first motor 1 can be always transmitted to the output shaft 4 through the third gear 7 and the sixth gear 7', so that when the vehicle is switched between the first gear and the second gear, the first motor 1 can be used for compensating the torque interruption of the second motor 2.
In the hybrid mode, the clutch 12 is closed, so that the internal combustion engine 13 together with the first electric machine 1 can provide a power input to the input shaft 3. In the hybrid mode, the power required by the vehicle is distributed to the internal combustion engine 13 and the first electric machine 1, the driving power of the vehicle is mainly provided by the internal combustion engine 13 and the first electric machine 1, and the second electric machine 2 can provide power compensation during gear shifting.
Continuing with table 1. As shown in table 1, in the hybrid mode, the vehicle has three gears. When the vehicle is operating in the first gear, the first synchronizer 8 is engaged with the second gear 6, and the second synchronizer 9 is engaged with the fourth gear 5', and the output torque of the internal combustion engine 13 and the first motor 1 is transmitted to the output shaft 4 through the first gear 5 and the fourth gear 5'. When the vehicle is operating in the second gear, the first synchronizer 8 is engaged with the third gear 7, the second synchronizer 9 is engaged with the fourth gear 5', and the output torque of the internal combustion engine 13 and the first electric machine 1 is transmitted to the output shaft 4 through the third gear 7 and the sixth gear 7'. In the first and second gear positions, the second synchronizer 9 is always engaged with the fourth gear 5 'so that the second electric machine 2 can transmit torque to the output shaft 4 via the first and fourth gears 5, 5' when the vehicle is switched between the first and second gear positions, thereby providing compensation for torque interruptions of the internal combustion engine 13 and the first electric machine 1. When the vehicle is operating in third gear, the first synchronizer 8 is engaged with the second gear 6 and the second synchronizer 9 is engaged with the fifth gear 6'. When the vehicle is switched between the second gear and the third gear, the second synchronizer 9 is first disengaged from the fourth gear 5' and engaged with the fifth gear 6' so that the second electric machine 2 can transmit torque to the output shaft 4 through the second gear 6 and the fifth gear 6', and then the first synchronizer 8 is switched. In this way, the torque interruption of the internal combustion engine 13 and the first electric machine 1 can be compensated by the second electric machine 2 when the vehicle is switched between the second gear and the third gear.
When the vehicle is in the neutral state, the clutch 12 is in the closed state, both the synchronizers are located at the intermediate position, and the output torques of the internal combustion engine 13, the first electric machine 1, and the second electric machine 2 cannot be transmitted to the output shaft 4. At this time, the output torque on the output shaft 4 is zero.
When the vehicle is in the continuous state, the clutch 12 is in the closed state, the first synchronizer 8 is in the neutral position, the output power of the internal combustion engine 13 and the first electric machine 1 cannot be transmitted to the output shaft 4, while the second synchronizer 9 is engaged with the fourth gear 5 'or the fifth gear 6', and the output power of the second electric machine 2 can be transmitted to the output shaft 4 through the first gear 5 and the fourth gear 5 'or through the second gear 6 and the fifth gear 6'. In the case where the remaining amount of the battery is low, if the vehicle needs to run at a low speed in a continuous state, the second motor 2 needs to supply a constant torque to the output shaft 9, and at this time, a large output torque needs to be supplied to the vehicle. In the two pairs of gear sets of the first gear 5 and the fourth gear 5', and the second gear 6 and the fifth gear 6', the transmission of the embodiment can selectively engage a pair of gear sets with larger transmission through the second synchronizer 9, so as to obtain larger available output torque and better acceleration performance.
The special hybrid transmission can provide better acceleration performance in a continuous state while ensuring no torque interruption during vehicle gear shifting, and is also suitable for hybrid vehicles and plug-in hybrid vehicles (PHEV).
Although possible embodiments have been described by way of example in the above description, it should be understood that numerous embodiment variations exist, still by way of combination of all technical features and embodiments that are known and that are obvious to a person skilled in the art. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the invention in any way. From the foregoing description, one of ordinary skill in the art will more particularly provide a technical guide to convert at least one exemplary embodiment, wherein various changes may be made, particularly in matters of function and structure of the components described, without departing from the scope of the following claims.
Reference numerals
1 first electric machine
2 second electric machine
3 input shaft
4 output shaft
5 first gear
5' fourth gear
6 second gear
6' fifth gear
7 third gear
7' sixth Gear
8 first synchronizer
9 second synchronizer
10 seventh gear
11 eighth gear
12 clutch
13 internal combustion engine
14 differential mechanism
15 wheel
Claims (8)
1. A hybrid transmission comprising a first electric machine (1), a second electric machine (2), an input shaft (3) and an output shaft (4), wherein the input shaft (3) is parallel to the output shaft (4) and the first electric machine (1) is non-rotatably connected to the input shaft (3), characterized in that,
A first gear wheel (5), a second gear wheel (6) and a third gear wheel (7) are arranged on the input shaft (3) in a free-running manner, wherein the first gear wheel (5) is connected in a rotationally fixed manner to the second gear wheel (6), and a first synchronizer (8) is arranged on the input shaft (3) between the second gear wheel (6) and the third gear wheel (7),
A fourth gear (5') and a fifth gear (6') are arranged on the output shaft (4) in a free-running manner and a sixth gear (7') is arranged in a rotationally fixed manner, wherein a second synchronizer (9) is arranged on the output shaft (4) between the fourth gear (5') and the fifth gear (6'), and
The first gear (5) is meshed with the fourth gear (5'), the second gear (6) is meshed with the fifth gear (6'), the third gear (7) is meshed with the sixth gear (7'), and the second motor (2) transmits torque to the first gear (5) through a seventh gear (10).
2. Hybrid transmission according to claim 1, characterized in that between the seventh gear (10) and the first gear (5) there is provided an eighth gear (11) meshing with the first gear (5) and the seventh gear (10) respectively.
3. Hybrid transmission according to claim 1, characterized in that the first electric machine (1) is connected in a rotationally fixed manner to an internal combustion engine (13) via a clutch (12).
4. Hybrid-specific transmission according to claim 3, characterized in that the clutch (12) is integrated in the first electric machine (1).
5. Hybrid dedicated transmission according to claim 1, characterized in that said first gear (5), said second gear (6) and said third gear (7) are arranged in sequence from near to far according to the distance to said first electric machine (1).
6. Hybrid transmission according to claim 1, characterized in that the first electric machine (1) and the second electric machine (2) are of the same power.
7. Hybrid transmission according to one of claims 1 to 6, characterized in that the second electric machine (2) is a drive motor in an electric-only mode.
8. A hybrid vehicle comprising the hybrid dedicated transmission according to one of claims 1 to 7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810581444.7A CN110576731A (en) | 2018-06-07 | 2018-06-07 | Special hybrid transmission and hybrid vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810581444.7A CN110576731A (en) | 2018-06-07 | 2018-06-07 | Special hybrid transmission and hybrid vehicle |
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| CN110576731A true CN110576731A (en) | 2019-12-17 |
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| CN201810581444.7A Pending CN110576731A (en) | 2018-06-07 | 2018-06-07 | Special hybrid transmission and hybrid vehicle |
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| CN112789188A (en) * | 2018-11-15 | 2021-05-11 | 舍弗勒技术股份两合公司 | Hybrid power system and working method, torque distribution method and gear shifting control method thereof |
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| WO2022011648A1 (en) * | 2020-07-16 | 2022-01-20 | 舍弗勒技术股份两合公司 | Dual-motor hybrid power module and operation method therefor |
| WO2022165673A1 (en) * | 2021-02-03 | 2022-08-11 | 舍弗勒技术股份两合公司 | Dual-electric-motor hybrid power module and operation method thereof |
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| WO2022165673A1 (en) * | 2021-02-03 | 2022-08-11 | 舍弗勒技术股份两合公司 | Dual-electric-motor hybrid power module and operation method thereof |
| CN113335056A (en) * | 2021-03-12 | 2021-09-03 | 联合汽车电子有限公司 | Hybrid electric vehicle speed changing system and method and vehicle |
| CN113335056B (en) * | 2021-03-12 | 2023-08-22 | 联合汽车电子有限公司 | Hybrid electric vehicle speed change system and method and vehicle |
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