CN112793415A - Double differential transmission system - Google Patents
Double differential transmission system Download PDFInfo
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- CN112793415A CN112793415A CN202110215844.8A CN202110215844A CN112793415A CN 112793415 A CN112793415 A CN 112793415A CN 202110215844 A CN202110215844 A CN 202110215844A CN 112793415 A CN112793415 A CN 112793415A
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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
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
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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
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention relates to a double-differential transmission system which comprises a power device, a first differential mechanism and a second differential mechanism used for receiving power output of the power device, and a gear shifting mechanism connected with the first differential mechanism and the second differential mechanism. The double-differential transmission system can effectively reduce the loss of the motor when the vehicle is at a high speed and improve the fuel economy.
Description
Technical Field
The invention belongs to the field of vehicles, and particularly relates to a double-differential transmission system for a vehicle.
Background
The vehicle differential enables the left and right (or front and rear) drive wheels to implement a mechanism that rotates at different rotational speeds. Mainly comprises a left half shaft gear, a right half shaft gear, two planet gears and a gear carrier. Generally, only one differential is equipped on a vehicle, and for a vehicle with multiple power sources, power coupling between the multiple power sources may be disadvantageous.
Disclosure of Invention
The invention aims to provide a double-differential transmission system.
The method is realized by the following technical means:
a double differential transmission system comprises a power device, a first differential mechanism and a second differential mechanism which are used for receiving power output of the power device, and a gear shifting mechanism which is connected with the first differential mechanism and the second differential mechanism.
The power plant includes an engine, a first motor, and a second motor, the engine and the second motor being disposed on both sides of the first motor, and an output of the engine being connected to an input of the first motor through a first clutch so that power of the engine is selectively transmitted to the first motor, the first motor and the second motor being disposed on both sides of the first differential mechanism, and an output of the first motor being selectively connected to a first input shaft of the first differential mechanism through a second clutch so that power of the first motor is selectively transmitted to the first differential mechanism; the output of the second electric machine is directly connected to the second input shaft of the first differential mechanism, so that the power of the second electric machine is directly transmitted to the first differential mechanism.
The first differential mechanism includes a first housing, a first input gear, a first planetary gear, a planetary shaft, a second input gear and a second planetary gear, and a second gear driving gear and a first gear driving gear, the first input gear and the second input gear receive power from the first motor and the second motor from the first input shaft and the second input shaft, respectively, the power is coupled through the first planetary gear and the second planetary gear, and the power is output to the shift mechanism through the first housing and the first gear driving gear and the second gear driving gear fixedly connected with the first housing and disposed outside the first housing, the planetary shaft is disposed within the first housing, and both ends of the planetary shaft are fixedly connected with the first housing; the first planetary gear and the second planetary gear are disposed in the first housing and are respectively sleeved at both ends of the planetary shaft, the first input gear and the second input gear are respectively disposed at both sides of the planetary shaft in the first housing, the first input gear is fixedly connected to a first input shaft and is respectively in meshed connection with the first planetary gear and the second planetary gear to transmit power from the first input shaft to the first planetary gear and the second planetary gear, the second input gear is fixedly connected to the second input shaft and is respectively in meshed connection with the first planetary gear and the second planetary gear to transmit power from the second input shaft to the first planetary gear and the second planetary gear, a third clutch is disposed between the first housing and the second input gear, to selectively fixedly connect the second input gear to the first housing.
The gear shifting mechanism comprises an I-gear driven gear, a synchronizer, an II-gear driven gear and a main reduction driving gear which are arranged on an intermediate shaft side by side, the I-gear driven gear and the II-gear driven gear are arranged on two sides of the synchronizer, the I-gear driven gear is sleeved on the intermediate shaft and is in meshed connection with the I-gear driving gear, the II-gear driven gear is sleeved on the intermediate shaft and is in meshed connection with the II-gear driving gear, the synchronizer is fixedly arranged on the intermediate shaft and is selectively connected to the I-gear driven gear or the II-gear driven gear, and the main reduction driving gear is fixedly arranged on the intermediate shaft so as to output power transmitted by the gear shifting mechanism to the second differential mechanism.
The second differential mechanism includes a second differential and a drive reduction driven gear that is in meshing connection with the drive reduction drive gear and transmits power transmitted by the drive reduction drive gear to the second differential.
The first housing is supported on the first input shaft by a first support bearing for rotation relative to the first input shaft, and the first housing is also supported on the second input shaft by a second support bearing for rotation relative to the second input shaft.
The dual differential drive system also includes a power battery electrically connected to the first electric machine to power and receive power from the first electric machine.
A fourth clutch is disposed between the first housing and the first input gear to selectively fixedly connect the first input gear to the first housing.
The double-differential transmission system further comprises a III-gear driving gear arranged on the first shell and a III-gear driven gear arranged on the intermediate shaft, and the III-gear driving gear is meshed with the III-gear driven gear.
The invention has the following effects:
the engine starting control device has the advantages that pure electric drive can be achieved when the engine is started and is not started, on one hand, emission can be reduced, energy can be saved, on the other hand, the application range of the engine can be widened, the dynamic requirement of a vehicle is guaranteed, and sufficient backup power is guaranteed.
2, when the vehicle runs at a high speed, the motor may be in a low efficiency region, however, according to the present invention, the engine may directly drive the first differential mechanism to realize direct drive, so that the driving loss of the first motor and the second motor at a high speed may be effectively reduced, the service lives of the first motor and the second motor may be increased, and the fuel economy may be improved.
And 3, the coupling among the powers of the engine, the first motor and the second motor is realized through the first differential mechanism, so that the power coupling effect can be optimized, and the efficiency is improved. Further, different driving modes may be realized according to vehicle or driver demands by controlling the first to third clutches.
Drawings
FIG. 1 is a schematic illustration of a dual differential drive system according to an exemplary embodiment.
Table 1 illustrates various operating modes of a dual differential drive system according to an exemplary embodiment.
Wherein: 1-engine 2-first clutch, 3-first motor, 4-second clutch, 5-first input shaft, 6-first support bearing, 7-first differential mechanism, 8-first input gear, 9-first planetary gear, 10-planetary shaft, 11-II gear driving gear, 12-second input gear, 13-third clutch, 14-I gear driving gear, 15-second support bearing, 16-second input shaft, 17-second motor, 18-second planetary gear, 19-I gear driven gear, 20-synchronizer, 21-II gear driven gear, 22-main reducing driving gear, 23-main reducing driven gear and 24-second differential mechanism.
Detailed Description
A dual differential transmission according to an exemplary embodiment may include a power plant, first and second differential mechanisms 7, 24 for receiving a power output of the power plant, and a shift mechanism connecting the first and second differential mechanisms 7, 24.
The power plant comprises an engine 1, a first electric machine 3 and a second electric machine 17. The first motor 3 and the second motor 17 may be respectively provided on both sides of the first differential mechanism 7, and the engine 1 and the second motor 17 may be arranged on both sides of the first motor 3. The output of the engine 1 may be connected to the input of the first motor 3 through the first clutch 2 so that the power of the engine 1 is selectively transmitted to the first motor 3, and thus, the engine 1 may be used to drive the first motor 3 to charge a battery (not shown) through the first motor 3.
The first electric machine 3 and the second electric machine 17 may be arranged on both sides of the first differential mechanism 7 to correspond to two inputs of the first differential mechanism (i.e., the first input shaft 5 and the second input shaft 16), respectively. Specifically, the output of the first electric machine 3 is selectively connectable to the first input shaft 5 of the first differential mechanism 7 through the second clutch 4, so that the power of the first electric machine 3 is selectively transmitted to the first differential mechanism 7. The output of the second electric motor 17 is directly connected to the second input shaft 16 of the first differential mechanism 7, so that the power of the second electric motor 17 is directly transmitted to the first differential mechanism 7. Therefore, the first differential mechanism 7 can receive the power from the first electric machine 3 alone, can receive the power from the second electric machine 17 alone, or the first differential mechanism 7 can couple the power from the first electric machine 3 and the power of the second electric machine 17.
The first differential mechanism 7 may include a first housing, a first input gear 8, first planet gears 9, planet shafts 10, a second input gear 12, and second planet gears 18, and a second speed drive gear 11 and a first speed drive gear 14.
The first input gear 8 and the second input gear 12 receive power from the first motor 3 and the second motor 17 from the first input shaft 5 and the second input shaft 16, respectively, couple the power through the first planetary gear 9 and the second planetary gear 18, and output the power to the shift mechanism through the first housing and the I-gear driving gear 14 and the II-gear driving gear 11 fixedly connected to and disposed outside the first housing.
The respective components in the first differential mechanism 7 will be described in detail below.
The first housing is used for accommodating the first input gear 8, the first planetary gear 9, the planetary shaft 10, the second input gear 12 and the second planetary gear 18, and the second-gear driving gear 11 and the first-gear driving gear 14 are fixedly connected with the first housing and are arranged outside the first housing. Specifically, the first housing may be supported on the first input shaft 5 by a first support bearing 6 and may be rotatable with respect to the first input shaft 5, and further, the first housing may be supported on the second input shaft 16 by a second support bearing 15 and may be rotatable with respect to the second input shaft 16.
The planet shaft 10 is disposed in the first housing, and both ends of the planet shaft 10 are fixed to the first housing, respectively. The first planetary gears 9 and the second planetary gears 18 may be respectively fitted over both ends of the planetary shaft 10 in the first housing to rotate relative to the planetary shaft 10.
The first input gear 8 and the second input gear 12 may be respectively disposed on both sides of the planetary shaft 10 in the first housing. The first input gear 8 may be fixedly connected to the first input shaft 5 and in meshed connection with the first planetary gears 9 and the second planetary gears 18, respectively, to transmit power from the first input shaft 5 to the first planetary gears 9 and the second planetary gears 18. The second input gear 12 may be fixedly connected to the second input shaft 16 and meshed with the first planetary gears 9 and the second planetary gears 18, respectively, to transmit power from the second input shaft 16 to the first planetary gears 9 and the second planetary gears 18.
Furthermore, at least one third clutch 13 may be further disposed between the first housing and the second input gear 12 to selectively fixedly connect the second input gear 12 to the first housing. With the second input gear 12 fixedly connected to the first housing through the third clutch 13, the entire first differential mechanism can transmit power as a whole.
Optionally, a fourth clutch may also be provided between the first housing and the first input gear 8 to selectively fixedly connect the first input gear 8 to the first housing.
The shifting mechanism includes an I-speed driven gear 19, a synchronizer 20, a II-speed driven gear 21, and a main reduction drive gear 22, which are disposed side by side on a countershaft (not shown).
The I-speed driven gear 19 and the II-speed driven gear 21 may be disposed at both sides of the synchronizer 20 so that the synchronizer 20 may be selectively connected with the I-speed driven gear 19 and the II-speed driven gear 21, respectively. Alternatively, separate synchronizers may be provided on both sides of the I-stage driven gear 19 and the II-stage driven gear 21, respectively, to couple the I-stage driven gear 19 and the II-stage driven gear 21, respectively.
The I-gear driven gear 19 can be sleeved on the intermediate shaft through a bearing and the like and is meshed with the I-gear driving gear 14, and the II-gear driven gear 21 can be sleeved on the intermediate shaft through a bearing and the like and is meshed with the II-gear driving gear 11. The synchronizer 20 can be fixedly arranged on the countershaft and selectively connected to the I-gear driven gear 19 or the II-gear driven gear 21.
A main reduction drive gear 22 is fixedly provided on the intermediate shaft to output the power transmitted by the shift mechanism to the second differential mechanism.
The second differential mechanism 24 may include a second differential and a driving and driven gear 23. The main reduction driven gear 23 is in meshing connection with the main reduction drive gear 22, and transmits power transmitted by the main reduction drive gear 22 to the second differential.
Further, any number of gears may be provided as desired. For example, the double differential transmission system further includes a third-gear driving gear provided on the first housing and a third-gear driven gear provided on the intermediate shaft, and the third-gear driving gear is in meshed connection with the third-gear driven gear.
Table 1:
the primary operating modes of the dual differential drive system according to an exemplary embodiment will be described in detail below with reference to table 1.
Referring to Table 1, a dual differential drive system according to an exemplary embodiment may have primarily 7 operating modes. In the mode 1 to the mode 2, the engine is off, and at least one of the first motor and the second motor operates. In the modes 3 to 7, the engine is turned on, and at least one of the first motor and the second motor operates.
In mode 1, the first electric machine 3 and the second electric machine 17 are both powered as electric motors, and the power of the first electric machine 3 and the second electric machine 17 can be coupled in the first differential mechanism 7 to jointly drive the vehicle forward.
In mode 2, only the second electric machine 17 powers as a motor, at which time the reverse of the vehicle can be achieved.
In modes 3 to 5, since the engine 1 is on, on the one hand, the engine 1 can drive the first electric machine 3 to operate as a generator so that the power battery can be charged, and on the other hand, the engine 1 can be connected to the first input shaft 5 so that the first differential mechanism can be powered. In this case, the second electric machine may act as a motor to power the vehicle. In addition, the second motor 17 may output power in the same direction as the power output direction of the first motor 3 as needed, thereby implementing power coupling, and the second motor 17 may also output power in the opposite direction to the power output direction of the first motor 3, thereby implementing power cancellation.
In modes 6 and 7, since the first electric machine 3 is off, the engine can realize engine-only drive when the second electric machine is off, and can realize hybrid drive of the engine and the second electric machine when the second electric machine is on.
The exemplary operation mode is described above, but the present application is not limited thereto, and more modes may be provided as needed.
Claims (5)
1. A double differential transmission system, characterized by comprising a power unit, a first differential mechanism (7) and a second differential mechanism (24) for receiving a power output of the power unit, and a shift mechanism connecting the first differential mechanism (7) and the second differential mechanism (24);
the power device comprises an engine (1), a first motor (3) and a second motor (17),
the engine (1) and the second motor (17) are arranged on both sides of the first motor (3), and an output of the engine (1) is connected to an input of the first motor (3) through a first clutch (2) so that the power of the engine (1) is selectively transmitted to the first motor (3);
the first electric machine (3) and the second electric machine (17) are arranged on both sides of the first differential mechanism (7), and the output of the first electric machine (3) is selectively connected to a first input shaft (5) of the first differential mechanism (7) through a second clutch (4) to selectively transmit the power of the first electric machine (3) to the first differential mechanism (7); the output of the second electric machine (17) is directly connected to the second input shaft (16) of the first differential mechanism (7) so that the power of the second electric machine (17) is directly transmitted to the first differential mechanism (7);
the first differential mechanism (7) comprises a first shell, a first input gear (8), a first planetary gear (9), a planetary shaft (10), a second input gear (12), a second planetary gear (18), a gear II driving gear (11) and a gear I driving gear (14),
the first input gear (8) and the second input gear (12) receive power from the first motor (3) and the second motor (17) from the first input shaft (5) and the second input shaft (16), respectively, couple the power through the first planetary gear (9) and the second planetary gear (18), and output the power to the shift mechanism through the first housing and the I-gear driving gear (14) and the II-gear driving gear (11) fixedly connected with and disposed outside the first housing,
the planet shaft (10) is arranged in the first shell, and two ends of the planet shaft (10) are fixedly connected with the first shell; the first planet gear (9) and the second planet gear (18) are arranged in the first shell and are respectively sleeved at two ends of the planet shaft (10),
the first input gear (8) and the second input gear (12) are respectively arranged on both sides of the planetary shaft (10) in the first housing, the first input gear (8) is fixedly connected to a first input shaft (5) and is respectively in meshed connection with the first planetary gear (9) and the second planetary gear (18) to transmit power from the first input shaft (5) to the first planetary gear (9) and the second planetary gear (18),
the second input gear (12) is fixedly connected to the second input shaft (16) and is in meshing connection with the first planetary gear (9) and the second planetary gear (18), respectively, to transmit power from the second input shaft (16) to the first planetary gear (9) and the second planetary gear (18),
a third clutch (13) is provided between the first housing and the second input gear (12) to selectively connect the second input gear (12) to the first housing;
the gear shifting mechanism comprises an I-gear driven gear (19), a synchronizer (20), an II-gear driven gear (21) and a main reduction driving gear (22) which are arranged on a middle shaft side by side, the I-gear driven gear (19) and the II-gear driven gear (21) are arranged on two sides of the synchronizer (20),
the I-gear driven gear (19) is sleeved on the intermediate shaft and is in meshed connection with the I-gear driving gear (14), the II-gear driven gear (21) is sleeved on the intermediate shaft and is in meshed connection with the II-gear driving gear (11), the synchronizer (20) is fixedly arranged on the intermediate shaft and is selectively connected to the I-gear driven gear (19) or the II-gear driven gear (21),
the main reduction driving gear (22) is fixedly arranged on an intermediate shaft so as to output the power transmitted by the gear shifting mechanism to the second differential mechanism;
the second differential mechanism (24) comprises a second differential and a driving and driven gear (23),
the main reduction driven gear (23) is in meshing connection with the main reduction driving gear (22), and transmits power transmitted by the main reduction driving gear (22) to the second differential.
2. A double differential drive system according to claim 1, wherein the first housing is supported on the first input shaft (5) for rotation relative to the first input shaft (5) by a first support bearing (6), and the first housing is also supported on the second input shaft (16) for rotation relative to the second input shaft (16) by a second support bearing (15).
3. The dual differential drive system of claim 1, further comprising the power battery electrically connected to the first electric machine to power and receive power from the first electric machine.
4. A double differential transmission system according to claims 1-3, wherein a fourth clutch is provided between the first housing and the first input gear (8) to selectively fixedly connect the first input gear (8) to the first housing.
5. The dual differential drive system of claims 1-3, further comprising a third drive gear disposed on the first housing and a third driven gear disposed on the countershaft, and wherein the third drive gear is in meshing connection with the third driven gear.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110215844.8A CN112793415A (en) | 2021-02-26 | 2021-02-26 | Double differential transmission system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110215844.8A CN112793415A (en) | 2021-02-26 | 2021-02-26 | Double differential transmission system |
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| Publication Number | Publication Date |
|---|---|
| CN112793415A true CN112793415A (en) | 2021-05-14 |
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ID=75815942
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110215844.8A Pending CN112793415A (en) | 2021-02-26 | 2021-02-26 | Double differential transmission system |
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| CN (1) | CN112793415A (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20010016532A1 (en) * | 1999-12-28 | 2001-08-23 | Hu-Yong Jung | Transmission for hybrid electric vehicle |
| CN203713522U (en) * | 2013-12-20 | 2014-07-16 | 广州汽车集团股份有限公司 | Hybrid power-driven system and hybrid vehicle |
| CN109383269A (en) * | 2018-09-27 | 2019-02-26 | 华中科技大学 | A kind of differential stepless transmission agent and its application |
| CN109866599A (en) * | 2017-12-05 | 2019-06-11 | 吉利汽车研究院（宁波）有限公司 | A kind of front and back drive continuous change hybrid power assembly |
| CN109955718A (en) * | 2019-04-07 | 2019-07-02 | 广州市新域动力技术有限公司 | Pure electric vehicle double speed differential mechanism power assembly |
-
2021
- 2021-02-26 CN CN202110215844.8A patent/CN112793415A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20010016532A1 (en) * | 1999-12-28 | 2001-08-23 | Hu-Yong Jung | Transmission for hybrid electric vehicle |
| CN203713522U (en) * | 2013-12-20 | 2014-07-16 | 广州汽车集团股份有限公司 | Hybrid power-driven system and hybrid vehicle |
| CN109866599A (en) * | 2017-12-05 | 2019-06-11 | 吉利汽车研究院（宁波）有限公司 | A kind of front and back drive continuous change hybrid power assembly |
| CN109383269A (en) * | 2018-09-27 | 2019-02-26 | 华中科技大学 | A kind of differential stepless transmission agent and its application |
| CN109955718A (en) * | 2019-04-07 | 2019-07-02 | 广州市新域动力技术有限公司 | Pure electric vehicle double speed differential mechanism power assembly |
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Application publication date: 20210514 |