CN112659883A - Hybrid power driving device - Google Patents
Hybrid power driving device Download PDFInfo
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- CN112659883A CN112659883A CN202110038541.3A CN202110038541A CN112659883A CN 112659883 A CN112659883 A CN 112659883A CN 202110038541 A CN202110038541 A CN 202110038541A CN 112659883 A CN112659883 A CN 112659883A
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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
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- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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Abstract
The invention discloses a hybrid power driving device, which is used for a hybrid power automobile and comprises an engine, an input shaft connected with the output end of the engine, an output shaft connected with the input shaft, a P1 motor connected with the input shaft, a P3 motor connected with the output shaft and a first disconnecting and combining device positioned between the P3 motor and the output shaft and used for controlling the connection and the disconnection of the P3 motor and the output shaft. According to the hybrid power driving device disclosed by the invention, the first disconnecting and connecting device is arranged between the P3 motor and the output shaft, so that the connection and the separation of the P3 motor and the output shaft are controlled, and the eddy current loss and the counter electromotive force generated by the P3 motor are avoided when the engine is in a direct drive mode.
Description
Technical Field
The invention relates to the technical field of vehicle transmission, in particular to a hybrid power driving device.
Background
With the development of new energy automobiles, hybrid automobiles are now formed into new energy automobile models which are mainly sold at present, the hybrid automobiles can operate in various driving modes, however, the battery capacity is limited, and the hybrid automobiles mainly rely on engine combustion to provide power.
The hybrid vehicle types can be divided into P0, P1, P2, P3, P4 and the like according to the position of the motor. P0 motor is placed in front of the gear box, Belt drives BSG motor (Bel drive Starter Generator, start, generate electricity integral motor). P1 the motor is placed before the gearbox, mounted on the engine crankshaft, before the clutch (original flywheel position). P2: the electric machine is placed at the input of the gearbox, after the clutch (between the engine and the gearbox). P3: the motor is arranged at the output end of the gearbox, shares the same shaft with the engine and is output in the same source. P4: the motor is arranged behind the gearbox, is separated from the output shaft of the engine and is used for driving unpowered wheels (the P4 is that the motor is arranged on a rear axle, and the wheel side drive is also called P4).
The defects of four single-motor driving modes are obvious, and more vehicle models adopt double motors to achieve the purpose of enabling the engine to work in a high-efficiency range forever, such as an IMMD system in Honda. However, the conventional two-motor hybrid vehicle has high research and manufacturing costs, and in the direct drive mode of the engine, the P3 motor is in a non-driving state, the P3 motor is passively driven by the wheel to rotate, and the P3 motor generates voltage (counter electromotive force) and current inside, so that the kinetic energy of the wheel is consumed.
The foregoing description is provided for general background information and is not admitted to be prior art.
Disclosure of Invention
The invention aims to provide a hybrid power driving device which avoids eddy current loss and back electromotive force of a P3 motor in an engine direct drive mode.
The invention provides a hybrid power driving device, which is used for a hybrid electric vehicle and comprises an engine, an input shaft connected with the output end of the engine, an output shaft connected with the input shaft, a P1 motor connected with the input shaft, a P3 motor connected with the output shaft and a first disengagement and combination device positioned between the P3 motor and the output shaft and used for controlling the connection and the disconnection of the P3 motor and the output shaft.
Further, a first gear is arranged at the front end of the input shaft, and a second gear meshed with the first gear is arranged at the front end of the P1 motor.
Further, the second gear is an involute helical gear for changing the speed ratio of the engine and the P1 motor, and the axis of the second gear is not coincident with the axis of the first gear.
Further, a third gear and a second disengagement device matched with the third gear and used for controlling the connection and the disconnection of the input shaft and the output shaft are arranged at the rear end of the input shaft.
Further, a fourth gear meshed with the third gear is arranged at the front end of the output shaft.
Furthermore, a third gear and a fifth gear which are different in diameter and a second disengagement device which is matched with the third gear and the fifth gear and used for controlling the connection and the separation of the input shaft and the output shaft are sequentially arranged at the rear end of the input shaft.
Furthermore, a fourth gear and a sixth gear which are meshed with the third gear and the fifth gear are sequentially arranged at the front end of the output shaft.
Further, a seventh gear meshed with the fourth gear is arranged at the front end of the P3 motor, and the first disengaging and coupling device is matched with the seventh gear.
The hybrid electric vehicle is characterized by further comprising an eighth gear connected with wheels of the hybrid electric vehicle, and a ninth gear meshed with the eighth gear is arranged at the rear end of the output shaft.
Further, a differential mechanism used for controlling the rotation speed difference of the wheels is arranged between the eighth gear and the wheels.
The hybrid power driving device provided by the invention has the following beneficial effects:
1. the first disconnecting and connecting device is arranged between the P3 motor and the output shaft, so that the connection and the separation of the P3 motor and the output shaft are controlled, and the eddy current loss and the counter electromotive force generated by the P3 motor are avoided when the engine is in a direct drive mode;
2. the P1 motor is arranged in an off-axis manner, so that the axial size of the whole vehicle can be effectively reduced, the carrying and arrangement requirements of an A/B platform vehicle can be met, the low-torsion high-rotation-speed design of the P1 motor is realized by increasing the speed ratio, and the high-efficiency design and the cost reduction of the P1 motor are facilitated; through reasonable configuration of gear ratio, the engine is matched and overlapped with the high-efficiency working area of the P1 motor, so that the system efficiency is improved;
3. the hybrid power system has complete hybrid power functions, can realize hybrid power idle speed power generation, pure electric drive, a series mode, a parallel mode, an engine direct drive mode and a braking energy recovery mode, and has few structural elements and low cost;
4. the P3 motor has only one gear, so that no gear shifting impact is generated in the pure electric mode;
5. the motor is built in, the integration is high, and the whole device is compact in arrangement;
6. when the fifth gear is not available, impact caused by gear shifting cannot occur in the driving process under the direct drive mode and the parallel mode of the engine, the power output linearity and smoothness are good, the structure is simple, a gear shifting device is not arranged, and the cost is low;
7. when the fifth gear is arranged, the engine can work in a better heat efficiency area selectively to obtain better oil consumption performance in a direct drive mode.
Drawings
Fig. 1 is a schematic structural view of a hybrid drive apparatus according to a first embodiment of the invention;
fig. 2 is a schematic diagram showing the operation of the hybrid drive apparatus of the first embodiment of the invention in various operation modes;
fig. 3 is a schematic structural diagram of a hybrid drive device according to a second embodiment of the present invention.
Detailed Description
The following detailed description of embodiments of the present invention is provided in connection with the accompanying drawings and examples. The following examples are intended to illustrate the invention but are not intended to limit the scope of the invention.
First embodiment
Referring to fig. 1 to 2, a hybrid driving apparatus for a hybrid vehicle according to a first embodiment of the present invention is provided. The hybrid drive device includes a battery pack (not shown) for storing electric Power and driving the vehicle by the electric Power, a PCU (Power Control Unit, not shown), an engine 10 (ICE), an input shaft 20, an output shaft 30, a P1 motor 40, a P3 motor 50, a first decoupling device 61, a second decoupling device 62, a flywheel 71, a differential 72, and a first gear 91, a second gear 92, a third gear 93, a fourth gear 94, a fifth gear 95, a sixth gear 96, a seventh gear 97, an eighth gear 98, and a ninth gear 99. The P1 motor 40 and the P3 motor 50 are both high-voltage high-power motors, and can be used as generators or motors.
The input shaft 20 is connected to an output end of the engine 10, a flywheel 71 for storing rotational inertia of the engine 10 is provided on a side of the input shaft 20 close to the engine 10, and a first gear 91 is disposed at a front end of the input shaft 20. The second gear 92 is disposed at the front end of the P1 motor 40 and meshes with the first gear 91. The second gear 92 is an involute helical gear for setting the speed ratio between the engine 10 and the P1 motor 40. The second gear 92 is not coincident with the axis of the first gear 91, so that the P1 motor 40 is arranged in an off-axis manner relative to the engine 10, and the axial size of the whole vehicle is effectively reduced. And the low-torque high-speed design of the P1 motor 40 is realized by increasing the speed ratio, which is beneficial to the high-efficiency design and cost reduction of the P1 motor 40. Through reasonable configuration of the gear ratio, matching and overlapping the efficient working areas of the engine 10 and the P1 motor 40 are beneficial to improving the system efficiency.
The third gear 93, the second disengagement device 62 and the fifth gear 95 are arranged in sequence at the rear end of the input shaft 20, the third gear 93 and the fifth gear 95 are not in the same diameter, and the second disengagement device 62 is matched with the third gear 93 and the fifth gear 95. A fourth gear 94 and a sixth gear 96 are sequentially disposed at the front end of the output shaft 30 and mesh with the third gear 93 and the fifth gear 95, respectively. The second disengaging gear 62 is used for controlling the connection and disconnection of the third gear 93 and the fourth gear 94, and the fifth gear 95 and the sixth gear 96. The output shaft 30 may be connected to the third gear 93 or the fifth gear 95 via the second disengagement means 62, enabling torque transfer from the input shaft 20 to the output shaft 30. The input shaft 20 and the output shaft 30 are connected in a two-gear mode, and the engine can work in a better heat efficiency area selectively to obtain better oil consumption performance in a direct drive mode of the engine.
The P3 motor 50 is connected to the output shaft 30 for driving the output shaft 30 to rotate, and drives the wheels 80 of the vehicle to rotate through the output shaft 30. The seventh gear 97 and the first disengaging gear 61 are arranged at the front end of the P3 motor 50, the seventh gear 97 is meshed with the fourth gear 94, and the first disengaging gear 61 and the seventh gear 97 are matched for controlling the connection and disconnection of the P3 motor 50 and the output shaft 30. The first disconnecting and connecting device 61 is arranged between the P3 motor 50 and the output shaft 30, the connection and the disconnection of the P3 motor 50 and the output shaft 30 are controlled, the connection of the P3 motor 50 and the output shaft 30 is disconnected when the engine is in a direct drive mode, and the eddy current loss and the counter electromotive force of the P3 motor 50 are avoided. And the P3 motor has only one gear, realizes that no shift impact produces under pure electric mode.
In this embodiment, the first disengaging device 61 and the second disengaging device 62 are both dog clutches, which are robust and durable, and can ensure that smooth gear shifting can be completed under the condition of fast speed regulation of the motor, and meanwhile, the reliability of the system is improved and the cost is obviously reduced. In other embodiments, the first and second disengagement devices 61, 62 may be replaced by conventional clutches, overrunning clutches, synchronizers, etc.
A ninth gear 99 is disposed at the rear end of the output shaft 30, and an eighth gear 98 is an output gear connected to the wheels 80 and meshes with the ninth gear 99. The differential 72 is disposed between the eighth gear 98 and the wheels 80 to control the difference in the rotational speed of the left and right wheels 80.
In other embodiments, the specific transmission mode between the P3 motor 50 and the output shaft 30 can be changed according to the size of each vehicle model and the arrangement condition of the transmission system, such as increasing or decreasing transition gears and transmission shafts.
The P1 motor 40 and the P3 motor 50 are both connected with the battery pack through wires, when the P1 motor 40 and the P3 motor 50 are used as generators, the battery pack stores electric energy generated by the P1 motor 40 and the P3 motor 50, and when the P1 motor 40 and the P3 motor 50 are used as motors, the electric energy in the battery pack drives the P1 motor 40 and the P3 motor 50 to rotate.
The PCU is connected with the engine 10, the P1 motor 40, the P3 motor 50, the first disconnecting coupling device 61 and the second disconnecting coupling device 62, and the PCU controls the states of the first disconnecting coupling device 61 and the second disconnecting coupling device 62 and the start-stop and rotation speeds of the engine 10, the P1 motor 40 and the P3 motor 50 according to the conditions of vehicle speed, accelerator brake operation, battery pack SOC (State of charge) and the like, and is specifically subdivided into 8 operation modes, namely an idle charging mode, an electric power drive mode, a series drive mode, a first-gear parallel drive mode, a second-gear parallel drive mode, a first-gear engine direct drive mode, a second-gear engine mode and a braking energy recovery mode.
Referring to fig. 2, in the idle charge mode, the PCU controls the first and second disengagement devices 61 and 62 to be disengaged, the P3 motor 50 is not started, and the engine 10 drives the P1 motor 40 to charge the battery pack. In the pure electric drive mode, the PCU controls the first disconnecting and connecting device 61 to be connected, the second disconnecting and connecting device 62 to be not connected, the P1 motor 40 is not started, the battery pack supplies power to the P3 motor, the output shaft 30 is driven to rotate, and then the wheels 80 are driven to rotate. In the series drive mode, the PCU controls the engagement of the first disengagement device 61 and the disengagement of the second disengagement device 62, the engine 10 drives the P1 motor 40 to charge the battery pack, which supplies power to the P3 motor, and drives the output shaft 30 to rotate, which in turn drives the wheels 80 to rotate. In the braking energy recovery mode, the PCU controls the first and second decoupling devices 61 and 62 to be decoupled, the throttle is released when the vehicle is running, the P3 motor 50 issues a negative torque command, the P3 motor 50 is used as a generator, and the P3 motor 50 can be understood as a brake that can charge the battery pack.
In the first-gear parallel drive mode, the PCU controls the second disengaging device 62 to engage the third gear 93 with the fourth gear 94, engages the first disengaging device 61, and causes the engine 10 to rotate the wheels 80 via the input shaft 20 and the output shaft 30, while the P3 also causes the motor 50 to rotate the output shaft 30. When the battery pack is low, the engine 10 may also rotate the P1 motor 40 to charge the battery pack. In the second-speed parallel drive mode, the PCU controls the second disengaging device 62 to engage the fifth gear 95 with the sixth gear 96, and the first disengaging device 61 is engaged, so that the engine 10 rotates the wheels 80 via the input shaft 20 and the output shaft 30, and the P3 also rotates the output shaft 30 via the motor 50. When the battery pack is low, the engine 10 may also rotate the P1 motor 40 to charge the battery pack.
In the first-gear engine direct drive mode, the PCU controls the second disengagement device 62 to engage the third gear 93 with the fourth gear 94, the first disengagement device 61 is disengaged, and the engine 10 rotates the wheels 80 via the input shaft 20 and the output shaft 30. In the second-gear engine direct drive mode, the PCU controls the second decoupling device 62 to mesh the fifth gear 95 with the sixth gear 96, the second decoupling device 62 is coupled to the fourth gear 94, and the engine 10 rotates the wheels 80 via the input shaft 20 and the output shaft 30.
In the process of starting and accelerating the vehicle, the vehicle firstly responds quickly through a pure electric drive mode, is in a series mode at low speed, then is in a first-gear parallel drive mode or a first-gear engine direct drive mode, then is in a second-gear parallel drive mode or a second-gear engine direct drive mode, and is in the first-gear engine direct drive mode or the second-gear engine direct drive mode in a high-speed cruising stage. The mode switching sequence is only the optimal switching sequence in the ideal speed increasing process, and then the mode switching sequence is changed according to the speed increase and decrease in the actual driving process.
The hybrid power driving device provided by the embodiment has the following beneficial effects:
1. the first disconnecting and connecting device 61 is arranged between the P3 motor 50 and the output shaft 30, so that the connection and the disconnection of the P3 motor 50 and the output shaft 30 are controlled, and the eddy current loss and the counter electromotive force generated by the P3 motor 50 in the direct drive mode of the engine are avoided;
2. the P1 motor 40 is arranged in an off-axis way, so that the axial size of the whole vehicle can be effectively reduced, and the carrying arrangement requirement of an A/B platform vehicle can be met; the low-torque high-rotation-speed design of the P1 motor 40 is realized by increasing the speed ratio, so that the high-efficiency design and cost reduction of the P1 motor 40 are facilitated; through reasonable configuration of the gear ratio, matching and overlapping the efficient working areas of the engine 10 and the P1 motor 40 are beneficial to improving the system efficiency.
3. The hybrid power system has complete hybrid power functions, can realize hybrid power idle speed power generation, pure electric drive, a series mode, a parallel mode, an engine direct drive mode and a braking energy recovery mode, and has few structural elements and low cost;
4. the P3 motor 50 has only one gear, and no gear shifting impact is generated in the pure electric mode;
5. the motor is built in, the integration is high, and the whole device is compact in arrangement;
6. the input shaft 20 and the output shaft 30 are connected in a two-gear mode, and the engine can work in a better heat efficiency area selectively to obtain better oil consumption performance in a direct drive mode of the engine.
Second embodiment
Referring to fig. 3, a hybrid driving apparatus according to a second embodiment of the present invention is different from the first embodiment in that the fifth gear 95 and the sixth gear 96 are not provided.
The third gear 93 and the second disengagement means 62 are arranged in sequence at the rear end of the input shaft 20, the second disengagement means 62 being matched to the third gear 93. The fourth gear 94 is disposed at the front end of the output shaft 30 and meshes with the third gear 93. The second disengagement means 62 is used to control the connection and disconnection of the third gear 93 and the fourth gear 94. The output shaft 30 may be connected to the third gear 93 through the second disengagement means 62 to effect torque transfer from the input shaft 20 to the output shaft 30. The input shaft 20 and the output shaft 30 are connected in a two-gear mode, and the engine can work in a better heat efficiency area selectively to obtain better oil consumption performance in a direct drive mode of the engine.
The input shaft 20 and the output shaft 30 are connected in a first gear mode, so that impact caused by gear shifting cannot occur in the driving process under a direct drive mode and a parallel mode of the engine, the power output linearity and smoothness are good, the structure is simple, no gear shifting device is arranged, and the cost is low.
In the drawings, the size and relative sizes of layers and regions may be exaggerated for clarity. It will be understood that when an element such as a layer, region or substrate is referred to as being "formed on," "disposed on" or "located on" another element, it can be directly on the other element or intervening elements may also be present. In contrast, when an element is referred to as being "directly formed on" or "directly disposed on" another element, there are no intervening elements present.
In this document, unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms can be understood in a specific case to those of ordinary skill in the art.
As used herein, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, including not only those elements listed, but also other elements not expressly listed.
In this document, the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", "vertical", "horizontal", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for the purpose of clarity and convenience of description of the technical solutions, and thus, should not be construed as limiting the present invention.
As used herein, the ordinal adjectives "first", "second", etc., used to describe an element are merely to distinguish between similar elements and do not imply that the elements so described must be in a given sequence, either temporally, spatially, in ranking, or in any other manner.
As used herein, the meaning of "a plurality" or "a plurality" is two or more unless otherwise specified.
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and all the changes or substitutions should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the appended claims.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
Claims (10)
1. A hybrid power driving device is used for a hybrid electric vehicle and is characterized by comprising an engine, an input shaft connected with the output end of the engine, an output shaft connected with the input shaft, a P1 motor connected with the input shaft, a P3 motor connected with the output shaft and a first disengagement and combination device positioned between the P3 motor and the output shaft and used for controlling the connection and the disconnection of the P3 motor and the output shaft.
2. The hybrid drive of claim 1, wherein the input shaft is provided at a front end thereof with a first gear, and the P1 motor is provided at a front end thereof with a second gear engaged with the first gear.
3. The hybrid drive apparatus according to claim 2, wherein the second gear is an involute helical gear for changing a speed ratio of the engine to the P1 motor, and an axis of the second gear does not coincide with an axis of the first gear.
4. A hybrid drive unit as set forth in claim 1 wherein said input shaft is provided at a rear end thereof with a third gear and a second disengagement means for controlling the coupling and decoupling of said input shaft to and from said output shaft in cooperation with said third gear.
5. The hybrid drive device according to claim 4, wherein a fourth gear that meshes with the third gear is provided at a front end of the output shaft.
6. A hybrid drive unit as set forth in claim 1, characterized in that said input shaft is provided at a rear end thereof with a third gear and a fifth gear having different diameters, and second disengagement means for controlling the connection and disconnection of said input shaft to and from said output shaft, which are fitted to said third gear and said fifth gear, in this order.
7. The hybrid drive device according to claim 6, wherein a fourth gear and a sixth gear that mesh with the third gear and the fifth gear are provided in this order at a front end of the output shaft.
8. The hybrid driving apparatus as claimed in any one of claims 5 and 7, wherein a seventh gear engaged with said fourth gear is provided at a front end of said P3 motor, and said first disengagement means is matched with said seventh gear.
9. The hybrid drive apparatus according to claim 1, further comprising an eighth gear connected to a wheel of the hybrid vehicle, wherein a ninth gear meshed with the eighth gear is provided at a rear end of the output shaft.
10. A hybrid drive as claimed in claim 9, characterized in that a differential is provided between the eighth gearwheel and the wheel for controlling the difference in rotational speed of the wheel.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110038541.3A CN112659883A (en) | 2021-01-12 | 2021-01-12 | Hybrid power driving device |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202110038541.3A CN112659883A (en) | 2021-01-12 | 2021-01-12 | Hybrid power driving device |
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| CN112659883A true CN112659883A (en) | 2021-04-16 |
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| JP2017154511A (en) * | 2016-02-29 | 2017-09-07 | 平岩 一美 | Driving device for vehicle |
| CN108715130A (en) * | 2018-06-29 | 2018-10-30 | 上海馨联动力系统有限公司 | A kind of hybrid drive device |
| CN109050236A (en) * | 2018-09-03 | 2018-12-21 | 舍弗勒技术股份两合公司 | Hybrid vehicle and hybrid power system |
| WO2019178796A1 (en) * | 2018-03-22 | 2019-09-26 | 浙江吉利控股集团有限公司 | Hybrid power transmission and hybrid power vehicle |
| WO2019218267A1 (en) * | 2018-05-16 | 2019-11-21 | 舍弗勒技术股份两合公司 | Hybrid power transmission and vehicle |
| WO2019218266A1 (en) * | 2018-05-16 | 2019-11-21 | 舍弗勒技术股份两合公司 | Hybrid power transmission and vehicle |
| CN110525195A (en) * | 2019-09-26 | 2019-12-03 | 吉孚汽车技术(浙江)有限公司 | Power-driven system used for hybrid and its control method |
-
2021
- 2021-01-12 CN CN202110038541.3A patent/CN112659883A/en active Pending
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2017154511A (en) * | 2016-02-29 | 2017-09-07 | 平岩 一美 | Driving device for vehicle |
| WO2019178796A1 (en) * | 2018-03-22 | 2019-09-26 | 浙江吉利控股集团有限公司 | Hybrid power transmission and hybrid power vehicle |
| WO2019218267A1 (en) * | 2018-05-16 | 2019-11-21 | 舍弗勒技术股份两合公司 | Hybrid power transmission and vehicle |
| WO2019218266A1 (en) * | 2018-05-16 | 2019-11-21 | 舍弗勒技术股份两合公司 | Hybrid power transmission and vehicle |
| CN108715130A (en) * | 2018-06-29 | 2018-10-30 | 上海馨联动力系统有限公司 | A kind of hybrid drive device |
| CN109050236A (en) * | 2018-09-03 | 2018-12-21 | 舍弗勒技术股份两合公司 | Hybrid vehicle and hybrid power system |
| CN110525195A (en) * | 2019-09-26 | 2019-12-03 | 吉孚汽车技术(浙江)有限公司 | Power-driven system used for hybrid and its control method |
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