CN112744066B - Hybrid power system and vehicle with same - Google Patents

Hybrid power system and vehicle with same Download PDF

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Publication number
CN112744066B
CN112744066B CN201911046851.9A CN201911046851A CN112744066B CN 112744066 B CN112744066 B CN 112744066B CN 201911046851 A CN201911046851 A CN 201911046851A CN 112744066 B CN112744066 B CN 112744066B
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China
Prior art keywords
gear
input shaft
driving
power
drive
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CN201911046851.9A
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CN112744066A (en
Inventor
杨胜麟
邹小松
周彪
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BYD Co Ltd
BYD Auto Co Ltd
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BYD Co Ltd
BYD Auto Co Ltd
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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
    • B60K6/26—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 motors or the generators
    • 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
    • B60K6/24—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 combustion engines
    • 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
    • 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
    • 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
    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a hybrid power system and a vehicle with the same, wherein the hybrid power system comprises: the dual-input shaft transmission is in power connection with the engine through a clutch, and a driving gear is formed on a shell of the clutch; a motor generator includes: the motor comprises a motor body, a power generation end and a driving end, wherein the power generation end is in power connection with a driving gear; the differential is respectively in power connection with an output shaft of the double-input-shaft transmission and a driving end of the motor generator; wherein the driven gear of the power generation end and the driving gear of the driving end are both selectively connected with the motor body in a power mode. Therefore, the hybrid power system has the advantages of low space occupation, low cost, simple arrangement and high transmission efficiency in the conventional driving mode and the electric driving mode.

Description

Hybrid power system and vehicle with same
Technical Field
The invention relates to the technical field of vehicles, in particular to a hybrid power system and a vehicle with the same.
Background
In the related art, in the existing hybrid power driving system, there are two technical schemes, one is to couple the motor directly to the traditional fuel power system to form the hybrid power system, and the other is to couple the engine and the motor to form the hybrid power system on the single-gear reducer, the former has a complex structure, numerous parts, large occupied space, difficult arrangement, heavy weight and high cost, while the latter has a relatively simple structure, but the engine has only one gear, the engine is driven in a low-speed working condition in a hybrid manner, the efficiency is low, the dynamic property of the whole vehicle is relatively poor, and the vehicle is difficult to run under the condition of severe battery feeding. For hybrid power, the engine does not need to independently drive the vehicle under all working conditions due to the intervention of the motor, so that the engine gear is feasible to be properly reduced, and meanwhile, the engine still has proper gear number, so that the vehicle can still be driven by the engine to run under the condition of serious power feeding of a battery, and the defect of single-gear driving is avoided.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. To this end, it is an object of the present invention to propose a hybrid system which is space-consuming, low-cost, simple to arrange and has a high transmission efficiency both in the conventional drive and in the electric drive mode.
The invention further provides a vehicle with the hybrid power system.
A hybrid system according to an embodiment of the first aspect of the invention includes: the dual-input shaft transmission is in power connection with the engine through a clutch, and a driving gear is formed on a shell of the clutch; the motor generator includes: the motor comprises a motor body, a power generation end and a driving end, wherein the power generation end is in power connection with a driving gear; the differential is respectively in power connection with an output shaft of the double-input-shaft transmission and a driving end of the motor generator; the power generation end comprises: the driven gear of electricity generation end and the initiative gear group of electricity generation end, the initiative gear group of electricity generation end with drive gear power is connected, the drive end includes: a drive end drive gear and a drive end driven gear set, the drive end driven gear set being in power connection with the differential, wherein
The power generation end driven gear and the driving end driving gear are selectively in power connection with the motor body.
According to the hybrid power system disclosed by the embodiment of the invention, on one hand, the power performance is better, the transmission efficiency under the drive of the motor generator and the drive of the engine is better, and the power generation efficiency is higher when the engine drives the motor generator to generate power; on the other hand, the gear of the transmission is more reasonable, the occupied space is smaller, a starting motor does not need to be arranged, and the cost of the hybrid power system is lower.
According to some embodiments of the invention, the drive end drive gear set and the drive end driven gear set are each configured as one or more gear drives.
In some embodiments, the power generation end driven gear and the drive end driving gear are in power connection with the motor body through a bidirectional synchronizer, the bidirectional synchronizer is arranged on a motor shaft of the motor body, the power generation end driven gear and the drive end driving gear are both arranged on the motor shaft, the power generation end driven gear is selectively in power connection with the motor shaft, and the drive end driving gear is selectively in power connection with the motor shaft.
According to some embodiments of the invention, the dual input shaft transmission comprises: the driving mechanism comprises a first input shaft, a second input shaft sleeved on the first input shaft and an output shaft which is selectively in power connection with the first input shaft or the second input shaft, wherein a first driving gear is arranged on the first input shaft, a second driving gear is arranged on the second input shaft, and a first driven gear meshed with the first driving gear and a second driven gear meshed with the second driving gear are arranged on the output shaft.
Further, the dual input shaft transmission further comprises: the first active synchronizer is arranged on the first input shaft or the output shaft, and the second active synchronizer is arranged on the second input shaft or the output shaft.
Further, the power generation end is in power connection with the first driving gear or the second driving gear.
Further, the power generation end is in power connection with the first driven gear or the second driven gear.
In some embodiments, the clutches of the dual input shaft transmission are configured as dual clutches adapted to control the first input shaft and/or the second input shaft to be dynamically coupled to or decoupled from the engine, respectively.
According to some embodiments of the present invention, the dual input shaft transmission is configured as any one of a three-speed, a four-speed, and a five-speed transmission.
A vehicle according to an embodiment of the second aspect of the invention includes: the hybrid system described in the above embodiment.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a schematic illustration of a first embodiment of a hybrid powertrain according to an embodiment of the present invention;
FIG. 2 is a schematic illustration of a second embodiment of a hybrid powertrain according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of a variant embodiment of the first embodiment of the hybrid powertrain, according to an embodiment of the present invention;
FIG. 4 is a schematic illustration of another alternate embodiment of the first embodiment of the hybrid powertrain system according to the embodiment of the present invention;
FIG. 5 is a schematic diagram of a variant embodiment of the second embodiment of the hybrid system, according to an embodiment of the present invention;
FIG. 6 is a schematic illustration of another alternate embodiment of the second embodiment of the hybrid powertrain system in accordance with the embodiment of the present invention;
FIG. 7 is a schematic illustration of a four speed hybrid powertrain system according to an embodiment of the present invention;
FIG. 8 is a schematic illustration of another four-gear hybrid powertrain system (with reverse) according to an embodiment of the present invention;
FIG. 9 is a schematic illustration of a five-speed hybrid powertrain according to an embodiment of the present invention;
FIG. 10 is a schematic illustration of another five speed hybrid powertrain system (with reverse) according to an embodiment of the present invention;
FIG. 11 is a schematic illustration of a vehicle according to an embodiment of the present invention.
Reference numerals:
in the case of the vehicle 1000, the vehicle,
the hybrid power system 100 is provided with a hybrid power system,
the engine (10) is provided with a motor,
a dual input shaft transmission 20, a first input shaft 21, a first driving gear 211, a second input shaft 22, a second driving gear 221, an output shaft 23, a first driven gear 231, a second driven gear 232, a clutch 24, a first driving synchronizer 25, a second driving synchronizer 26, a reverse gear 27, a driving gear 28,
a motor generator 30, a motor body 31, a power generation end 32, a power generation end driven gear 321, a power generation end driving gear set 322, a driving end 33, a driving end driving gear 331, a driving end driven gear set 332,
a bidirectional synchronizer 40, a differential 50 and a final drive 60.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
A hybrid system 100 according to an embodiment of the invention is described below with reference to fig. 1 to 11.
As shown in fig. 1 to 10, a hybrid system 100 according to an embodiment of the first aspect of the invention includes: the dual-input-shaft transmission comprises an engine 10, a dual-input-shaft transmission 20, a motor generator 30 and a differential 50, wherein the dual-input-shaft transmission 20 is in power connection with the engine 10 through a clutch 24, and a driving gear 28 is formed on a shell of the clutch 24; the motor generator 30 includes: the motor comprises a motor body 31, a power generation end 32 and a driving end 33, wherein the power generation end 32 is in power connection with the driving gear 28.
The differential 50 is respectively in power connection with the output shaft 23 of the double-input shaft transmission 20 and the driving end 33 of the motor generator 30; the power generation terminal 32 includes: generate electricity end driven gear 321 and generate electricity end drive gear group 322, generate electricity end drive gear group 322 and gear driving gear or gear driven gear power connection, drive end 33 includes: a drive end drive gear 331 and a drive end driven gear set 332, the drive end driven gear set 332 being in power communication with the differential 50, wherein
The power generation end driven gear 321 and the driving end driving gear 331 are both selectively in power connection with the motor body 31.
Preferably, the power generation-end driven gear 321 and the drive-end driving gear 331 are selectively power-connected to the motor body 31 through the bi-directional synchronizer 40.
Specifically, generator 10 is power coupled to dual input shaft transmission 20 and selectively outputs power toward differential 50, motor-generator 30 has its generator end 32 power coupled to a gear driven gear or gear driving gear, and its drive end 33 directly power coupled to differential 50.
Furthermore, based on the fact that the motor generator 30 is directly connected to the gear driving gear or the gear driven gear, during the starting process of the engine 10, the motor generator 30 can perform the same function as a starter motor, and meanwhile, the dual-input shaft transmission 20 has at least two gears, compared with the single-gear hybrid power system 100, the working efficiency of the engine 10 is higher, so that the engine 10 can still drive the vehicle 1000 to run within the full vehicle speed range, and compared with the conventional power vehicle 1000, the transmission has smaller volume and is convenient and simple to arrange.
The power generation end 32 and the driving end 33 are selectively connected with the motor body 31 through the bidirectional synchronizer 40, so that when the driving end 33 is connected with the motor body 31, the motor generator 30 provides power to the differential 50, and when the power generation end 32 is connected with the motor body 31, the transmission drives the motor generator 30 to generate power.
It can be understood that, the power generation end driven gear 321 and the driving end driving gear 331 are both selectively in power connection with the motor body 31, which means that: in some embodiments, the power generation-side driven gear 321 and the driving-side driving gear 331 are selectively power-connected to the motor body 31 through two-way synchronizers, and in other embodiments, the power generation-side driven gear 321 is power-connected to the motor body 31 through one synchronizer and the driving-side driving gear 331 is power-connected to the motor body 31 through another synchronizer 40.
Meanwhile, the power of the engine 10 and the power of the motor generator 30 are power-coupled on the differential 50.
The hybrid system 100 according to the embodiment of the invention has the following advantages:
(1) compared with the hybrid power system 100 with a single gear, the engine 10 is more efficient, and because the engine 10 has a proper number of gears, the engine 10 can still drive the vehicle 1000 to run in the full speed range, and in the case of severe power supply from the battery, the vehicle 1000 can still run normally.
(2) The engine 10 and the motor generator 30 are power-coupled at the differential 50, and the vehicle 1000 can be driven in combination over the full vehicle speed range, so that the power performance is excellent, and the number of parts of the dual input shaft transmission 20 can be reduced to reduce the size of the dual input shaft transmission 20.
(3) Compare hybrid system 100 of coupling motor generator 30 on conventional power vehicle 1000's transmission, owing to reduced some gears, more be favorable to motor generator 30's coupling to arrange the design, spare part quantity, volume, weight etc. significantly reduce, more be favorable to carrying out the structural arrangement in narrow and small vehicle 1000 space, under the condition of not losing dynamic property and economic nature, the cost reduces by a wide margin.
(4) The engine 10 can be started by directly using the motor generator 30 without separately providing a starter motor for the engine 10, and the cost can be further reduced.
(5) The engine 10 and the motor generator 30 can be completely separated from the wheels, so that a pure power generation working mode can be realized, such as parking power generation, if a rear-drive pure electric drive system is matched, a pure series working mode can be realized, and the engine 10 can be fixed at a high-efficiency working point to generate power for the motor generator 30, so that the efficiency of the engine 10 is further improved.
In summary, according to the hybrid system 100 of the embodiment of the present invention, on one hand, the power performance is better, the transmission efficiency under the driving of the motor generator 30 and the driving of the engine 10 is better, and the power generation efficiency when the engine 10 drives the motor generator 30 to generate power is higher; on the other hand, the gears of the transmission are more reasonable, the occupied space is smaller, and a starting motor is not required to be arranged, so that the cost of the hybrid power system 100 is lower.
According to some embodiments of the present invention, the power generation end 32 comprises: the power generation end driven gear 321 and the power generation end driving gear set 322, the power generation end driving gear set 322 and the dual-input shaft transmission 20 are in power connection, and the driving end 33 comprises: a drive end driving gear 331 and a drive end driven gear set 332, the drive end driven gear set 332 is in power connection with the differential 50, and the power generation end driving gear set 322 and the drive end driven gear set 332 are both configured to be in one-stage or multi-stage gear transmission.
Further, it is understood that a drive gear 28 is provided on the housing of the clutch 24, and is power-connected to the power generation end drive gear group 322 through the drive gear 28. Thus, when the motor generator 30 generates electric power, the case of the clutch 24 directly transmits power to the motor generator 30, and the power transmission path is reduced, thereby increasing the power generation efficiency of the motor generator 30.
Therefore, the speed reduction and the torque increase can be effectively carried out through the multi-stage gear transmission of the driving end driven gear set 332, so that the driving effect of the motor generator 30 is better, and the driving force in the electric driving mode is larger; the rotation speed can be effectively increased by the multi-stage gear transmission of the power generation end driving gear group 322, thereby improving the power generation efficiency of the motor generator 30.
In some embodiments, the bidirectional synchronizer 40 is disposed on a motor shaft of the motor body 31, the power generation-end driven gear 321 and the drive-end driving gear 331 are both disposed on the motor shaft, the power generation-end driven gear 321 is selectively and dynamically connected with the motor shaft, and the drive-end driving gear 331 is selectively and dynamically connected with the motor shaft.
That is to say, in some embodiments, the generator driven gear 321, the bidirectional synchronizer 40 and the drive driving gear 331 are sequentially disposed on the motor shaft, and then the bidirectional synchronizer 40 controls the generator driven gear 321 to be locked with the motor shaft or controls the drive driving gear 331 to be locked with the motor shaft, so as to realize the switching between the generation and the driving of the motor generator 30, and make the switching between the generation and the driving of the motor generator 30 simpler and more convenient.
According to some embodiments of the present invention, a dual input shaft transmission 20 comprises: the driving mechanism comprises a first input shaft 21, a second input shaft 22 sleeved on the first input shaft 21 and an output shaft 23 which is selectively in power connection with the first input shaft 21 or the second input shaft 22, wherein a first driving gear 211 is arranged on the first input shaft 21, a second driving gear 221 is arranged on the second input shaft 22, and a first driven gear 231 meshed with the first driving gear 211 and a second driven gear 232 meshed with the second driving gear 221 are arranged on the output shaft 23.
It can be understood that the transmission of the present embodiment is configured as a dual input shaft transmission 20, and the first input shaft 21 and the second input shaft 22 are both meshed with the same output shaft 23, so that the size of the dual input shaft transmission 20 can be reduced, and the space occupation of the dual input shaft transmission 20 can be made lower.
It should be noted that, on one hand, the gears of the dual-input shaft transmission 20 are more reasonable, and the occupied space can be reduced, so as to reduce the number of the output shafts 23, and further reduce the occupied space of the dual-input shaft transmission 20.
As shown in fig. 1-10, the dual input shaft transmission 20 further includes: a first active synchronizer 25 and a second active synchronizer 26, the first active synchronizer 25 being provided on the first input shaft 21 or the output shaft 23, the second active synchronizer 26 being provided on the second input shaft 22 or the output shaft 23.
In other words, the first driving synchronizer 25 is adapted to lock the first driving gear 211 with the first input shaft 21 or lock the first driven gear 231 with the output shaft 23, and the second driving synchronizer 26 is adapted to lock the second driving gear 221 with the second input shaft 22 or lock the second driven gear 232 with the output shaft 23, so as to achieve the power output of the engine 10.
Further, in some embodiments, the power generation end 32 is in power connection with the first driving gear 211 or the second driving gear 221; in other embodiments, the power generating end 32 is in power connection with the first driven gear 231 or the second driven gear 232.
It will be appreciated that the clutches 24 of the dual input shaft transmission 20 are configured as dual clutches 24, the dual clutches 24 being adapted to control the first input shaft 21 and/or the second input shaft 22 to be power coupled to or decoupled from the engine 10, respectively.
The first driving gear 211 and the second driving gear 221 are collectively referred to as a gear driving gear, and correspond to a 1-N gear driving gear; the first driven gear 231 and the second driven gear 232 are collectively referred to as a range driven gear, which corresponds to a 1-N range driven gear. Each of the first driving gears 211 and the first driven gears 231 engaged therewith, and each of the second driving gears 221 and the second driven gears 232 engaged therewith define a shift position therebetween.
As shown in fig. 7-10, the dual input shaft transmission 20 is configured as any of a three-speed, a four-speed, and a five-speed transmission. Therefore, the gear number of the dual-input shaft transmission 20 is more reasonable, and the vehicle 1000 with different use requirements can be used.
As shown in fig. 11, a vehicle 1000 according to an embodiment of the second aspect of the invention includes: the hybrid system 100 in the above embodiment.
According to the vehicle 1000 of the embodiment of the present invention, the hybrid system 100 has the same technical effects as the hybrid system 100, and the details are not repeated herein.
It can be understood that the hybrid system 100 of the embodiment has a plurality of operation modes, which are as follows:
(1) driving mode of engine 10:
in this operating mode, the engine 10 alone drives the vehicle 1000, the motor generator 30 is not operated, the bidirectional synchronizer 40 is in the neutral state, and the engine 10 can be operated in the gear positions corresponding to the plurality of first driving gears 211 and the plurality of second driving gears 221 by controlling the clutch 24 and the first and second driving synchronizers 25 and 26.
Power flow in driving mode of engine 10:
first input shaft 21 power flow:
the engine 10 → the clutch 24 → the first input shaft 21 → the first driving gear 211 → the first driven gear 231 → the first driving synchronizer 25 → the output shaft 23 → the final reduction gear group → the differential 50 → the left and right half shafts;
second input shaft 22 power flow:
the engine 10 → the clutch 24 → the second input shaft 22 → the second driving gear 221 → the second driven gear 232 → the second driving synchronizer 26 → the output shaft 23 → the final reduction gear group → the differential 50 → the left and right half shafts;
(2) motor generator 30 drive mode:
in this operating mode, the motor generator 30 alone drives the vehicle 1000, the engine 10 is not operated, the clutch 24 is disengaged, the bidirectional synchronizer 40 is locked with the drive-end driving gear 331, and in the motor generator 30 driving mode, the motor generator 30 is fixed to be operated in one gear.
Power flow in the motor generator 30 drive mode:
motor generator 30 → motor shaft → bidirectional synchronizer 40 → drive-end drive gear 331 → drive-end driven gear set 332 → main reduction driven gear → differential 50 → left and right half shafts;
(3) engine 10 and motor generator 30 hybrid drive mode:
in this operation mode, the engine 10 and the motor generator 30 jointly drive the vehicle 1000, and the two-way synchronizer 40 is locked with the driving-end driving gear 331 by controlling the clutch 24, the first active synchronizer 25 and the second active synchronizer 26, so that the engine 10 can operate in the gears corresponding to the first driving gears 211 and the second driving gears 221, and the motor generator 30 is fixed to operate in one gear.
The power of the engine 10 and the motor generator 30 is coupled on the final drive driven gear.
Power flow in hybrid drive mode:
1 °, engine 10 → clutch 24 → first input shaft 21 → first driving gear 211 → first driven gear 231 → first driving synchronizer 25 → output shaft 23 → main reduction gear set (power coupling) → differential 50 → left and right axle shafts;
motor generator 30 → motor shaft → bidirectional synchronizer 40 → drive-end drive gear 331 → drive-end driven gear set 332 → main reduction driven gear (power coupling) → differential 50 → left and right half shafts;
2 °, engine 10 → clutch 24 → second input shaft 22 → second driving gear 221 → second driven gear 232 → second driving synchronizer 26 → output shaft 23 → main reduction gear set (power coupling) → differential 50 → left and right half shafts;
motor generator 30 → motor shaft → bidirectional synchronizer 40 → drive-end drive gear 331 → drive-end driven gear set 332 → main reduction driven gear (power coupling) → differential 50 → left and right half shafts;
(4) the running power generation working mode is as follows:
in this operating mode, the engine 10 drives the vehicle 1000 and simultaneously generates electric power for the motor generator 30, the first input shaft 21 is in power connection with the engine 10 or the second input shaft 22 is in power connection with the engine 10, and the bidirectional synchronizer 40 is locked with the power generation-side driven gear 321.
Driving power generation power flow:
engine 10 → clutch 24 → drive gear 28 → generator end drive gear set 322 → bidirectional synchronizer 40 → motor shaft → drive motor generator 30
(5) And (3) generating working mode:
in this operating mode, the engine 10 is used only for generating power for the motor generator 30, and at this time, the first input shaft 21 or the second input shaft 22 is in power connection with the engine 10, the first driving synchronizer 25 and the second driving synchronizer 26 are in neutral, and the bidirectional synchronizer 40 is engaged with the power generation-side driven gear 321.
Power generation power flow:
engine 10 → clutch 24 → drive gear 28 → generator-end drive gear set 322 → bidirectional synchronizer 40 → motor shaft → drive motor-generator 30
(6) Brake feedback working mode:
in this operating mode, the engine 10 is not operated, the motor generator 30 generates electricity by feedback, the clutch 24 is disengaged, the bidirectional synchronizer 40 is locked with the drive-end driving gear 331, and the vehicle 1000 generates electricity by feedback from the motor generator 30 through the drive end 33.
Braking feedback power flow:
wheel → left and right half shafts → differential 50 → final gear set → drive end drive gear 331 → drive end driven gear set 332 → motor shaft → drive motor generator 30
The hybrid system 100 of the invention is described in detail below with reference to fig. 1-10.
The first embodiment:
as shown in fig. 1, a hybrid system 100 according to a first embodiment of the invention includes: engine 10, clutch 24, dual input shaft transmission 20, motor generator 30, and final drive 60 and differential 50.
The dual-input shaft transmission 20 is configured as a three-gear transmission, the first input shaft 21 is configured as a first-gear input shaft, the second input shaft 22 is configured as a second-gear input shaft, the first input shaft 21 is provided with a first driving gear 211, the second input shaft 22 is provided with two second driving gears 221, the output shaft 23 is provided with a first driven gear 231 and two second driven gears 232, a second driving synchronizer 26 is arranged between the two second driven gears 232, the power generation end driving gear set 322 is meshed with the driving gear 28, and the driving end driven gear set 332 is directly in power connection with the driven gear of the main reducer 60.
In the first embodiment, the power can be switched between two gear positions on the second input shaft 22 by controlling the second active synchronizer 26, the power connection of the first input shaft 21 or the second input shaft 22 with the engine 10 is achieved by controlling the clutch 24, and the switching of the motor generator 30 between the power generation end 32 and the drive end 33 is achieved by controlling the bidirectional synchronizer 40 provided on the motor shaft.
Second embodiment:
as shown in fig. 2, a hybrid system 100 according to a second embodiment of the invention includes: engine 10, clutch 24, dual input shaft transmission 20, motor generator 30, and final drive 60 and differential 50.
The dual-input shaft transmission 20 is configured as a three-gear transmission, the first input shaft 21 is configured as a first-gear input shaft, the second input shaft 22 is configured as a second-gear input shaft, the first input shaft 21 is provided with a first driving gear 211, the second input shaft 22 is provided with two second driving gears 221, the output shaft 23 is provided with a first driven gear 231 and two second driven gears 232, a second driving synchronizer 26 is arranged between the two second driven gears 232, the power generation end driven gear 321 is directly meshed with the driving gear 28, and the drive end driven gear set 332 is directly in power connection with the driven gear of the main reducer 60.
In the second embodiment, the power can be switched between two gears on the second input shaft 22 by controlling the second active synchronizer 26, the power connection of the first input shaft 21 or the second input shaft 22 with the engine 10 is achieved by controlling the clutch 24, and the switching of the motor generator 30 between the power generation end 32 and the drive end 33 is achieved by controlling the bidirectional synchronizer 40 provided on the motor shaft.
The second embodiment differs from the first embodiment in that the power generation-side driven gear 321 in the second embodiment directly meshes with the drive gear 28, and the power generation-side drive gear group 322 is not provided.
Of course, the structure of the hybrid system 100 of the present embodiment is not limited to this, and in other embodiments, the drive-end driving gear 331 is provided adjacent to the motor body 31, and the power generation driven gear is provided remote from the motor body 31.
As shown in fig. 3, referring to the first embodiment, further, after the first input shaft 21 is configured as a two-gear input, the second input shaft 22 is configured as a one-gear input shaft, and the first active synchronizer 25 is located on the output shaft 23.
As shown in fig. 4, referring to the first embodiment, further, after the first input shaft 21 is configured as a two-gear input, the second input shaft 22 is configured as a one-gear input shaft, and the first active synchronizer 25 is located on the first input shaft 21.
As shown in fig. 5, referring to the above-described second embodiment, further, it is possible to configure the first input shaft 21 as a two-gear input shaft, the second input shaft 22 as a one-gear input shaft, and the first active synchronizer 25 and the second active synchronizer 26 both on the output shaft 23.
As shown in fig. 6, referring to the above-mentioned second embodiment, further, it is possible to make the first input shaft 21 configured as a two-gear input shaft, the second input shaft 22 configured as a one-gear input shaft, the first active synchronizer 25 located on the first input shaft 21, and the second active synchronizer 26 located on the output shaft 23.
Of course, the hybrid system 100 of the embodiment of the invention is not limited thereto, and in other embodiments, the dual input shaft transmission 20 is configured as a 4-speed transmission or a 5-speed transmission.
As shown in fig. 7 and 8, the dual input shaft transmission 20 is configured as a 4-speed transmission, the first input shaft 21 and the second input shaft 22 are each configured as a two-speed input shaft, and the generator-side drive gear set 322 is meshed with the drive gear 28. The arrangement of the remaining components may be the same as the structures of the first to second embodiments described above and the modified embodiment shown in fig. 3 to 6.
Of course, as shown in fig. 8, a reverse gear 27 may also be provided between the power generation-side drive gear set 322 and the drive-side driven gear set 332.
As shown in fig. 9 and 10, the dual input shaft transmission 20 is configured as a 5-speed transmission, one of the first input shaft 21 and the second input shaft 22 is configured as a two-speed input shaft, the other is configured as a three-speed input shaft, and the generator-side drive gear group 322 is meshed with one of the plurality of (two or three) first drive gears 211 or the plurality of (two or three) second drive gears 221. The arrangement of the remaining components may be in accordance with the structures of the first to second embodiments described above and the modified embodiment shown in fig. 3 to 6.
Of course, referring to fig. 10, a reverse gear 27 may also be provided between the power generation-end drive gear set 322 and the drive-end driven gear set 332.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the invention.
In the description of the present invention, "the first feature" and "the second feature" may include one or more of the features.
In the description of the present invention, "a plurality" means two or more.
In the description of the present invention, the first feature being "on" or "under" the second feature may include the first and second features being in direct contact, and may also include the first and second features being in contact with each other not directly but through another feature therebetween.
In the description of the invention, "above", "over" and "above" a first feature in a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is higher in level than the second feature.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims (10)

1. A hybrid powertrain system, comprising:
an engine;
the dual-input-shaft transmission is in power connection with the engine through a clutch, and a driving gear is formed on a shell of the clutch;
a motor generator, the motor generator comprising: the motor comprises a motor body, a power generation end and a driving end, wherein the power generation end is in power connection with the driving gear; and
the differential is respectively in power connection with the output shaft of the double-input-shaft transmission and the driving end of the motor generator;
the power generation end comprises: generate electricity end driven gear and generate electricity end driving gear group, generate electricity end driving gear group with drive gear power is connected, the drive end includes: a drive end drive gear and a drive end driven gear set, the drive end driven gear set being in power connection with the differential, wherein
The power generation end driven gear and the driving end driving gear are both selectively in power connection with the motor body;
and a reverse gear is arranged between the power generation end driving gear set and the driving end driven gear set.
2. The hybrid powertrain system of claim 1, wherein the power generation-end drive gear set and the drive-end driven gear set are each configured as one or more gear drives.
3. The hybrid system of claim 2, wherein the power generation end driven gear and the drive end drive gear are in power connection with the motor body through a bi-directional synchronizer disposed on a motor shaft of the motor body, the power generation end driven gear and the drive end drive gear are both disposed on the motor shaft, the power generation end driven gear is selectively in power connection with the motor shaft, and the drive end drive gear is selectively in power connection with the motor shaft.
4. The hybrid powertrain system of claim 1, wherein the dual input shaft transmission comprises: the transmission mechanism comprises a first input shaft, a second input shaft sleeved on the first input shaft, and an output shaft which is selectively in power connection with the first input shaft or the second input shaft, wherein a first driving gear is arranged on the first input shaft, a second driving gear is arranged on the second input shaft, and a first driven gear meshed with the first driving gear and a second driven gear meshed with the second driving gear are arranged on the output shaft.
5. The hybrid powertrain system of claim 4, wherein the dual input shaft transmission further comprises: the first active synchronizer is arranged on the first input shaft or the output shaft, and the second active synchronizer is arranged on the second input shaft or the output shaft.
6. The hybrid system of claim 4, wherein the power generation end is in power communication with the first drive gear or the second drive gear.
7. The hybrid powertrain according to claim 4, the power generation end being in power connection with the first driven gear or the second driven gear.
8. A hybrid powertrain system according to claim 4, wherein the clutches of the dual input shaft transmission are configured as dual clutches adapted to control the first and/or second input shaft to be coupled or decoupled from the engine power, respectively.
9. The hybrid powertrain system of any of claims 1-8, wherein the dual input shaft transmission is configured as any of a three-speed, a four-speed, and a five-speed transmission.
10. A vehicle, characterized by comprising: the power system of any one of claims 1-9.
CN201911046851.9A 2019-10-30 2019-10-30 Hybrid power system and vehicle with same Active CN112744066B (en)

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KR20160047178A (en) * 2014-10-22 2016-05-02 현대 파워텍 주식회사 Hybrid DCT device in hybrid vehicle
CN104786819A (en) * 2015-03-10 2015-07-22 重庆长安汽车股份有限公司 Vehicle and highly integrated hybrid power drive system thereof
CN206086342U (en) * 2016-06-29 2017-04-12 比亚迪股份有限公司 Power drive system and vehicle
CN107867164B (en) * 2016-09-28 2020-12-25 比亚迪股份有限公司 Power driving system for vehicle and vehicle
CN107867169A (en) * 2016-09-28 2018-04-03 比亚迪股份有限公司 Power-driven system and vehicle for vehicle
CN107599818B (en) * 2017-10-19 2024-08-27 上海汽车变速器有限公司 Double-clutch transmission for hybrid power
CN208896853U (en) * 2018-10-09 2019-05-24 广州汽车集团股份有限公司 Hybrid electric drive system and vehicle

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