CN114425941A - Hybrid power transmission system and vehicle - Google Patents

Hybrid power transmission system and vehicle Download PDF

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Publication number
CN114425941A
CN114425941A CN202011179677.8A CN202011179677A CN114425941A CN 114425941 A CN114425941 A CN 114425941A CN 202011179677 A CN202011179677 A CN 202011179677A CN 114425941 A CN114425941 A CN 114425941A
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CN
China
Prior art keywords
gear
mechanical
input shaft
electric
drive
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202011179677.8A
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Chinese (zh)
Inventor
张国耕
尹建民
樊平
汪新云
童冬生
陈涵
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
SAIC General Motors Corp Ltd
Pan Asia Technical Automotive Center Co Ltd
Original Assignee
SAIC General Motors Corp Ltd
Pan Asia Technical Automotive Center Co Ltd
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Publication date
Application filed by SAIC General Motors Corp Ltd, Pan Asia Technical Automotive Center Co Ltd filed Critical SAIC General Motors Corp Ltd
Priority to CN202011179677.8A priority Critical patent/CN114425941A/en
Publication of CN114425941A publication Critical patent/CN114425941A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • 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
    • B60K6/26—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
    • B60K6/38—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
    • 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

Abstract

The present invention relates to a hybrid powertrain system and a vehicle, the hybrid powertrain system including: the engine is connected with the first mechanical input shaft, and the first mechanical input shaft is connected with the charging gear driving gear; the second mechanical input shaft is connected with the electric gear driven gear and the mechanical gear driving gear; the clutch comprises a clutch combination hub connected with the first mechanical input shaft and a clutch combination sleeve connected with the second mechanical input shaft, and the combination and the separation of the first mechanical input shaft and the second mechanical input shaft can be controlled by controlling the combination and the separation of the clutch combination sleeve and the clutch combination hub; the generator is connected with the charging output shaft, and the charging output shaft is connected with the charging gear driven gear; the driving motor is connected with the electric input shaft, and the electric input shaft is connected with the electric gear driving gear; the mechanical output shaft is connected with the mechanical gear driven gear and the main reduction driving gear; and a driving and driven gear for transmitting power from the mechanical output shaft to the wheels.

Description

Hybrid power transmission system and vehicle
Technical Field
The embodiment of the invention relates to the field of vehicles, in particular to a hybrid power transmission system and a vehicle comprising the same.
Background
In view of energy conservation and emission reduction, development of energy-saving automobile products is a pursuit goal of automobile design and manufacturing enterprises, more and more vehicles start to adopt hybrid power systems, and the hybrid power vehicles will become market subjects in the future for some time.
Disclosure of Invention
In view of the above, embodiments of the present invention provide a hybrid transmission system and a vehicle including the same, so as to effectively solve or alleviate at least one of the disadvantages.
One aspect of an embodiment of the present invention relates to a hybrid power transmission system, including:
the engine is connected with a first mechanical input shaft, and the first mechanical input shaft is connected with the charging gear driving gear;
the second mechanical input shaft is connected with the electric gear driven gear and the mechanical gear driving gear;
a clutch including a clutch coupling hub coupled to the first mechanical input shaft and a clutch coupling sleeve coupled to the second mechanical input shaft, the coupling and decoupling of the first mechanical input shaft and the second mechanical input shaft being controllable by controlling the coupling and decoupling of the clutch coupling sleeve and the clutch coupling hub;
the generator is connected with a charging output shaft, and the charging output shaft is connected with a charging gear driven gear;
the driving motor is connected with a first electric input shaft, and the first electric input shaft is connected with a first electric gear driving gear;
the mechanical output shaft is connected with the mechanical gear driven gear and the main reduction driving gear; and
a drive-reduction driven gear for transmitting power from the machine output shaft to the wheels.
In the hybrid power transmission system according to the embodiment of the invention, the first mechanical input shaft is optionally connected to the engine through a damper.
In the hybrid power transmission system according to the embodiment of the invention, optionally, the charging range driving gear and the clutch hub are fixedly connected to the first mechanical input shaft through splines, respectively.
In the hybrid power transmission system according to the embodiment of the invention, optionally, the second mechanical input shaft is loosely sleeved on the first mechanical input shaft through a needle bearing, and the electric gear driven gear and the mechanical gear driving gear are fixedly connected with or integrally formed with the second mechanical input shaft.
In the hybrid power transmission system according to the embodiment of the invention, optionally, the clutch coupling sleeve is fixedly connected with the second mechanical input shaft.
In the hybrid power transmission system according to the embodiment of the invention, optionally, the clutch controls the engagement and disengagement of the clutch engagement sleeve and the clutch engagement hub by controlling the engagement and disengagement of the clutch friction plates through a hydraulic system.
In the hybrid power transmission system according to the embodiment of the invention, optionally, the charging output shaft is fixedly connected with a rotor of the generator, and the charging gear driven gear is fixedly connected with the charging output shaft through a spline.
In the hybrid power transmission system according to the embodiment of the invention, optionally, the rotor of the driving motor is fixedly connected to the first electric input shaft, and the first electric gear driving gear is fixedly connected to the first electric input shaft through a spline.
In the hybrid power transmission system according to the embodiment of the invention, optionally, the mechanical output shaft is idly sleeved on the electric input shaft through a needle bearing, and the mechanical gear driven gear and the main reduction driving gear are fixedly connected with the mechanical output shaft or integrally formed with the mechanical output shaft.
In the hybrid drive system according to the embodiment of the invention, the drive-reduction driven gear is optionally connected to left and right half shafts through a differential to transmit power to the wheels via the differential and the left and right half shafts.
In the hybrid power transmission system according to the embodiment of the invention, optionally, the hybrid power transmission system further includes a second electric input shaft and a second electric range driving gear connected to the second electric input shaft, and the driving motor is connected to the second mechanical input shaft through the second electric range driving gear, the first electric range driving gear, and the electric range driven gear.
In the hybrid power transmission system according to the embodiment of the invention, optionally, the second electric gear driving gear is fixedly connected with the second electric input shaft through a spline.
In the hybrid power transmission system according to the embodiment of the invention, it is optionally configured to selectively realize the following operation modes: the hybrid drive mode includes an engine and drive motor hybrid drive mode, an engine and generator hybrid drive mode, an engine and drive motor and generator hybrid drive mode, a generator individual drive mode, a drive motor individual drive mode, a generator and drive motor simultaneous drive mode, an engine individual drive mode, an idle charge mode, a motor start engine mode, and a braking energy recovery mode.
In the hybrid power transmission system according to the embodiment of the invention, optionally, in the engine and driving motor hybrid driving mode, the engine and generator hybrid driving mode, the engine and driving motor and generator hybrid driving mode, and the engine single driving mode, the power output by the engine is transmitted to the mechanical output shaft, and further to the main reduction driving gear and the main reduction driven gear, sequentially through the first mechanical input shaft, the clutch coupling hub, the clutch coupling sleeve, the second mechanical input shaft, the mechanical gear driving gear, and the mechanical gear driven gear.
In the hybrid power transmission system according to the embodiment of the invention, optionally, in the engine and generator hybrid driving mode, the engine and driving motor and generator hybrid driving mode, the generator single driving mode, and the generator and driving motor simultaneous driving mode, the generator converts battery electric energy into mechanical energy, and power is transmitted to a mechanical output shaft and further to the main reduction driving gear and the main reduction driven gear through the first electric input shaft, the charging stage driven gear, the charging stage driving gear, the first mechanical input shaft, the clutch coupling hub, the clutch coupling sleeve, the second mechanical input shaft, the mechanical stage driving gear, and the mechanical stage driven gear in this order.
In the hybrid power transmission system according to the embodiment of the invention, optionally, in the engine and driving motor hybrid driving mode, the engine and driving motor and generator hybrid driving mode, the driving motor single driving mode, and the generator and driving motor simultaneous driving mode, the driving motor converts battery electric energy into mechanical energy, and power is transmitted to the mechanical output shaft, and then to the main reduction driving gear and the main reduction driven gear sequentially through the first electric input shaft, the first electric gear driving gear, the electric gear driven gear, the second mechanical input shaft, the mechanical gear driving gear, and the mechanical gear driven gear.
In the hybrid power transmission system according to the embodiment of the invention, optionally, in the idle charging mode, the engine output power is transmitted to the first electric input shaft through the first mechanical input shaft, the charging gear driving gear and the charging gear driven gear in sequence, and the first electric input shaft drives the rotor of the generator to rotate to generate power, so as to charge a battery.
In the hybrid power transmission system according to the embodiment of the invention, optionally, in the motor-start engine mode, the generator converts battery electric energy into mechanical energy, and power is transmitted to the first mechanical input shaft and then to the engine through the first electric input shaft, the charging gear driven gear and the charging gear driving gear in sequence, so as to realize auxiliary engine start.
In the hybrid power transmission system according to the embodiment of the invention, optionally, in the braking energy recovery mode, during braking of a vehicle, the wheel drives the driving and reducing driven gear to rotate, power is transmitted to the second mechanical input shaft through the driving and reducing driving gear, the mechanical output shaft, the mechanical gear driven gear and the mechanical gear driving gear in sequence, and then is transmitted to the driving motor through the electric gear driven gear, the electric gear driving gear and the electric input shaft in sequence, and mechanical energy during braking is recovered as electric energy through the driving motor.
Another aspect of the embodiment of the invention relates to a vehicle that includes the hybrid drive train according to the embodiment of the invention.
Drawings
The present invention will be described in further detail below with reference to the attached drawings and specific embodiments, but those skilled in the art will appreciate that the drawings are only drawn for the purpose of explaining the specific embodiments, and therefore should not be taken as limiting the scope of the present invention. Furthermore, unless specifically stated otherwise, the drawings are intended to be conceptual in nature or configuration of the described objects and may be exaggerated in nature and are not necessarily drawn to scale. Moreover, in the different figures, the same reference numerals indicate the same or substantially the same components.
Fig. 1 shows a schematic configuration of a hybrid power transmission system according to an embodiment of the present invention.
Fig. 2 shows a schematic configuration of a hybrid power transmission system according to another embodiment of the present invention.
Detailed Description
Some embodiments of the invention will be described in more detail below with reference to the accompanying drawings. Unless clearly defined otherwise herein, the meaning of scientific and technical terms used herein is that which is commonly understood by one of ordinary skill in the art.
The use of "including," "comprising," or "having" and similar referents herein is to be construed to mean that the specified items are included in the range, as well as equivalents thereof. The terms "or", "or" are not meant to be exclusive, but rather denote the presence of at least one of the referenced items and include the cases where a combination of the referenced items may be present. The term "and/or" includes any and all combinations of one or more of the referenced items. References herein to "some embodiments" or the like indicate that a particular element (e.g., feature, structure, and/or characteristic) described in connection with the invention is included in at least one embodiment described herein, and may or may not be present in other embodiments. In addition, it is to be understood that the described inventive elements may be combined in any suitable manner.
As used herein, two components that are "connected" or "coupled" may be two separate components that are joined together either directly or indirectly by a coupling device or may be integrally formed (i.e., as one integral two parts).
One aspect of the present invention relates to a hybrid powertrain system that includes an engine, a generator, a drive motor, a clutch, and a plurality of parallel shaft gear sets. In some embodiments, by controlling the operating states of the engine, the generator and the driving motor and the combination or separation of the clutch, various operating modes of the generator for assisting the engine to start, the engine for charging the battery through the generator or directly transmitting electric energy to the driving motor, the engine for driving the vehicle to move forward, the driving motor for recovering braking energy, the engine and the driving motor for driving the vehicle to move forward and the like can be selectively realized, so that the oil consumption of the whole vehicle is reduced, the acceleration performance of the whole vehicle is improved, and the driving feeling in mode switching is ensured.
Fig. 1 shows a schematic configuration of a hybrid powertrain system 10 according to an embodiment of the present invention. The hybrid powertrain system 10 includes: an engine 1 connected to a first mechanical input shaft s1, the first mechanical input shaft s1 being connected to a charging range drive gear gc 1; a second mechanical input shaft s4 connected to the electric range driven gear ge2 and the mechanical range driving gear gm 1; a clutch 5 including a clutch coupling hub 6b connected to the first mechanical input shaft s1 and a clutch coupling sleeve 6a connected to the second mechanical input shaft s 4; the generator 2 is connected with a charging output shaft s3, and a charging output shaft s3 is connected with a charging gear driven gear gc 2; a driving motor 3 connected to a first electric input shaft s2, the first electric input shaft s2 being connected to a first electric gear driving gear ge 1; a mechanical output shaft s5 connected to the mechanical gear driven gear gm2 and the main reduction drive gear go 1; and a drive-reduction driven gear go2 connected to left and right axle shafts (not shown) for transmitting power to wheels (not shown) via the left and right axle shafts to drive the wheels forward or backward.
The charging gear driving gear gc1 and the charging gear driven gear gc2 are a set of gear pairs which are matched with each other, the electric gear driving gear ge1 and the electric gear driven gear ge2 are a set of gear pairs which are matched with each other, the mechanical gear driving gear gm1 and the mechanical gear driven gear gm2 are a set of gear pairs which are matched with each other, and the main reduction driving gear go1 and the main reduction driven gear go2 are a set of gear pairs which are matched with each other.
The engine 1 may be connected to the first mechanical input shaft s1 through the damper 4, and the charging range driving gear gc1 and the clutch coupling hub 6b may be fixedly connected to the first mechanical input shaft s1 through splines. The second mechanical input shaft s4 can be hollow sleeved on the first mechanical input shaft s1 through a needle bearing, and the electric gear driven gear ge2 and the mechanical gear driving gear gm1 can be fixedly connected with the second mechanical input shaft s4 or manufactured in an integrated machining mode. The clutch coupling sleeve 6a may be fixedly connected to the second mechanical input shaft s 4. The engagement and disengagement of the clutch disk, and thus the engagement and disengagement of the clutch engaging sleeve 6a and the clutch engaging hub 6b, may be controlled by a hydraulic system, i.e., the engagement and disengagement of the clutch may be controlled. The first mechanical input shaft s1 and the second mechanical input shaft s4 may be configured to be able to be engaged and disengaged by engagement and disengagement of the clutch 5.
The charging gear driven gear gc2 can be fixedly connected with the charging output shaft s3 through a spline, and the charging output shaft s3 can be fixedly connected with the rotor of the generator 2. The rotor of the driving motor 3 can be fixedly connected with the electric input shaft s2, and the electric gear driving gear ge1 can be fixedly connected with the electric input shaft s2 through a spline. The mechanical output shaft s5 can be freely sleeved on the electric input shaft s2 through a needle bearing, and the mechanical gear driven gear gm2 and the main reduction driving gear go1 can be fixedly connected with the mechanical output shaft s5 or manufactured in an integrated machining mode. The driving driven gear go2 may be connected to the left and right axle shafts through a differential 7. Specifically, the driving driven gear go2 can be connected to the differential 7, and the differential 7 is in turn connected to the left and right axle shafts.
Specifically, in the embodiment shown in fig. 1, at least one of the engine 1, the generator 2, and the drive motor 3 provides power. The parallel shaft gear pair is fitted to selectively output at least one of the power of the engine 1, the generator 2 and the drive motor 3 to the drive reduction driven gear go 2.
Although in the illustrated embodiment, the second mechanical input shaft s4 and the mechanical output shaft s5 are power-transmitted through the mechanical gear driving gear gm1 and the mechanical gear driven gear gm2 gear pair. It will be readily appreciated that more gear sets may be provided between the second mechanical input shaft s4 and the mechanical output shaft s5 or other transmission arrangements may be employed. It is intended that the present invention cover such modifications and variations.
Although in the illustrated embodiment, the electric input shaft s2 and the second mechanical input shaft s4 are power-transmitted through the electric range driving gear ge1 and the electric range driven gear ge 2. It will be readily appreciated that more gear sets may be provided between the electrical input shaft s2 and the second mechanical input shaft s4 or other transmission arrangements may be employed. It is intended that the present invention cover such modifications and variations.
By controlling the operating states of the engine 1, the generator 2, and the driving motor 3, and the engagement or disengagement of the clutch, various operating modes may be achieved, including but not limited to a hybrid driving mode, an electric-only driving mode, an idle charging mode, a motor-assisted start engine mode, an engine-only driving mode, and energy recovery, which will be described in detail below.
The various operating modes of the hybrid continuously variable transmission system of the present invention will be described in detail below, taking the embodiment shown in fig. 1 as an example:
mode 1: hybrid drive mode
1) The running mode of the hybrid driving vehicle with the engine and the driving motor as main components is as follows:
in the embodiment shown in fig. 1, the engine 1 outputs power, transmits the power to the clutch hub 6b through the damper 4 and the first mechanical input shaft s1, controls clutch plate engagement through a hydraulic system, transmits the power to the clutch sleeve 6a, and further transmits the power to the second mechanical input shaft s 4.
Meanwhile, the electric energy of the battery is converted into mechanical energy by the driving motor 3, and the power is transmitted to the electric gear driven gear ge2 and the second mechanical input shaft s4 through the electric input shaft s2 and the electric gear driving gear ge 1.
The power output from the engine 1 and the power output from the driving motor 3 are superimposed on each other at the second mechanical input shaft s4, and the superimposed power is transmitted to the mechanical output shaft s5 through the mechanical gear driving gear gm1 and the mechanical gear driven gear gm2, and further transmitted to the main reduction driving gear go1 and the main reduction driven gear go2, and then transmitted to the wheels through the differential 7 and the half shafts, so that the vehicle is driven to move forward.
According to the above-described operation modes, it is possible to realize the running of the hybrid vehicle of the engine 1 and the drive motor 3 while the generator 2 is selectively charged according to the demand.
2) The running mode of the hybrid vehicle with the engine and the generator as main driving modes:
in the embodiment shown in fig. 1, the engine 1 outputs power, which is transmitted to the first mechanical input shaft s1 through the damper 4.
At the same time, the battery electric energy is converted into mechanical energy by the generator 2, and the power is transmitted to the charging range driven gear gc2 through the electric input shaft s3 and to the first mechanical input shaft s1 through the charging range driving gear gc 1.
The power output from the engine 1 and the power output from the generator 2 are superimposed on each other at the first mechanical input shaft s1, and the superimposed power is transmitted to the clutch hub 6b, the clutch disk engagement is controlled by the hydraulic system, and the power is transmitted to the clutch engagement sleeve 6a and further to the second mechanical input shaft s 4. The mechanical gear driving gear gm1 and the mechanical gear driven gear gm2 are transmitted to a mechanical output shaft s5, and further transmitted to a main reduction driving gear go1 and a main reduction driven gear go2, and then transmitted to wheels through a differential 7 and half shafts, so that the vehicle is driven to move forward.
At this time, the driving motor 3 may be in a non-operating state or a charging state.
If the battery is in the charging state, the power is sequentially transmitted to the driving motor 3 through the electric range driven gear ge2, the electric range driving gear ge1 and the electric input shaft s2, so that the mechanical energy is converted into the electric energy to charge the battery.
3) The running mode of the hybrid driving vehicle with the engine, the generator and the driving motor as main parts is as follows:
in the embodiment shown in fig. 1, the engine 1 outputs power, which is transmitted to the first mechanical input shaft s1 through the damper 4.
At the same time, the battery electric energy is converted into mechanical energy by the generator 2, and the power is transmitted to the charging range driven gear gc2 through the electric input shaft s3 and to the first mechanical input shaft s1 through the charging range driving gear gc 1.
The power output from the engine 1 and the power output from the generator 2 are superimposed on each other at the first mechanical input shaft s1, and the superimposed power is transmitted to the clutch hub 6b, the clutch disk engagement is controlled by the hydraulic system, and the power is transmitted to the clutch engagement sleeve 6a and further to the second mechanical input shaft s 4.
Meanwhile, the driving motor 3 converts the battery electric energy into mechanical energy, and the power is transmitted to the electric gear driven gear ge2 and the second mechanical input shaft s4 through the electric input shaft s2 and the electric gear driving gear ge 1.
The power output from the engine 1 and the generator 2 and the power output from the driving motor 3 are superimposed on each other at the second mechanical input shaft s4, and the superimposed power is transmitted to the mechanical output shaft s5 through the mechanical gear driving gear gm1 and the mechanical gear driven gear gm2, and further transmitted to the main reduction driving gear go1 and the main reduction driven gear go2, and then transmitted to the wheels through the differential 7 and the half shafts, thereby driving the vehicle forward.
Therefore, the engine 1 drives the vehicle to travel together with the generator 2 and the drive motor 3.
Mode 2: pure electric drive mode
In the embodiment shown in fig. 1, the drive can be performed by means of a generator 2 and/or a drive motor 3.
1) Generator-only drive mode:
the generator 2 converts the battery electric energy into mechanical energy, the power is transmitted to the charging gear driven gear gc2 through the electric input shaft s3 and is transmitted to the first mechanical input shaft s1 through the charging gear driving gear gc1, the power is transmitted to the clutch coupling hub 6b, the clutch friction plate coupling is controlled through the hydraulic system, the power is transmitted to the clutch coupling sleeve 6a, and further transmitted to the second mechanical input shaft s 4. The mechanical gear driving gear gm1 and the mechanical gear driven gear gm2 are transmitted to a mechanical output shaft s5, and further transmitted to a main reduction driving gear go1 and a main reduction driven gear go2, and then transmitted to wheels through a differential 7 and half shafts, so that the vehicle is driven to move forward or backward.
2) Drive motor individual drive mode:
the driving motor 3 converts the electric energy of the battery into mechanical energy, and the power is transmitted to the electric gear driven gear ge2 and the second mechanical input shaft s4 through the electric input shaft s2 and the electric gear driving gear ge1, then transmitted to the mechanical output shaft s5 through the mechanical gear driving gear gm1 and the mechanical gear driven gear gm2, and further transmitted to the main reducing driving gear go1 and the main reducing driven gear go2, so that the power is transmitted to the wheel through the differential 7 and the half shaft, and the vehicle is driven to move forward or move backward.
3) Generator and drive motor simultaneous drive mode
The generator 2 converts the battery electric energy into mechanical energy, the power is transmitted to the charging gear driven gear gc2 through the electric input shaft s3 and is transmitted to the first mechanical input shaft s1 through the charging gear driving gear gc1, the power is transmitted to the clutch coupling hub 6b, the clutch friction plate coupling is controlled through the hydraulic system, the power is transmitted to the clutch coupling sleeve 6a, and further transmitted to the second mechanical input shaft s 4.
Meanwhile, the driving motor 3 converts the battery electric energy into mechanical energy, and the power is transmitted to the electric gear driven gear ge2 and the second mechanical input shaft s4 through the electric input shaft s2 and the electric gear driving gear ge 1.
The power output from the generator 2 and the driving motor 3 is superimposed on the second mechanical input shaft s4, and the superimposed power is transmitted to the mechanical output shaft s5 through the mechanical gear driving gear gm1 and the mechanical gear driven gear gm2, and further transmitted to the main reduction driving gear go1 and the main reduction driven gear go2, and then transmitted to the wheels through the differential 7 and the half shaft, thereby driving the vehicle to move forward or backward.
Mode 3: idle charge mode
In the embodiment shown in fig. 1, when the vehicle is stopped, the battery needs to be charged. The engine 1 outputs power, and the power is transmitted to the first mechanical input shaft s1 through the damper 4, and is transmitted to the electric input shaft (also referred to as a charging output shaft herein) s3 through the charging gear driving gear gc1 and the charging gear driven gear gc2, and the rotor of the generator 2 is driven to rotate through the charging output shaft s3 to generate electricity, so as to charge the battery.
Mode 4: motor starting engine mode
1) When the vehicle is stationary, the electric machine starts the operating mode of the engine:
the generator 2 converts the electric energy of the battery into mechanical energy, the power is transmitted to the charging gear driven gear gc2 through the electric input shaft s3, is transmitted to the first mechanical input shaft s1 through the charging gear driving gear gc1, and is transmitted to the engine 1 through the damper 4, so that the generator 2 assists in starting the engine 1.
The clutch 5 should be disengaged at this time.
2) When the vehicle is running, the motor starts the engine mode:
the generator 2 converts the electric energy of the battery into mechanical energy, the power is transmitted to the charging gear driven gear gc2 through the electric input shaft s3, is transmitted to the first mechanical input shaft s1 through the charging gear driving gear gc1, and is transmitted to the engine 1 through the damper 4, so that the generator 2 assists in starting the engine 1.
The clutch 5 should be disengaged at this time.
Mode 5: engine only drive mode
1) The engine drives the vehicle and charges the generator:
in the embodiment shown in fig. 1, the engine 1 outputs power, transmits the power to the clutch hub 6b through the damper 4 and the first mechanical input shaft s1, controls clutch plate engagement through a hydraulic system, transmits the power to the clutch sleeve 6a, and further transmits the power to the second mechanical input shaft s 4. Then, the power is transmitted to the mechanical output shaft s5 through the mechanical gear driving gear gm1 and the mechanical gear driven gear gm2, and further transmitted to the main reduction driving gear go1 and the main reduction driven gear go2, and then transmitted to the wheels through the differential 7 and the half shafts, so as to drive the vehicle to move forward.
Meanwhile, the engine 1 outputs power, which is transmitted to the first mechanical input shaft s1 through the damper 4, and drives the rotor of the generator 2 to rotate through the charging stage driving gear gc1 and the charging stage driven gear gc2 through the charging output shaft s3 to generate electricity, thereby charging the battery as required.
2) An engine-driven vehicle:
in the embodiment shown in fig. 1, the engine 1 outputs power, transmits the power to the clutch hub 6b through the damper 4 and the first mechanical input shaft s1, controls clutch plate engagement through a hydraulic system, transmits the power to the clutch sleeve 6a, and further transmits the power to the second mechanical input shaft s 4. Then, the power is transmitted to the mechanical output shaft s5 through the mechanical gear driving gear gm1 and the mechanical gear driven gear gm2, and further transmitted to the main reduction driving gear go1 and the main reduction driven gear go2, and then transmitted to the wheels through the differential 7 and the half shafts, so as to drive the vehicle to move forward.
At this time, the generator 2 is in an idling state and does not generate power.
Mode 6: braking energy recovery mode
In the embodiment shown in fig. 1, during braking of the vehicle, the wheels drive the differential 7 and drive the driving and driven gear go2 to rotate, and power is transmitted to the second mechanical input shaft s4 through the driving and driven gear go1, the mechanical output shaft s5, the mechanical gear driven gear gm2 and the mechanical gear driving gear gm1 in sequence. The power transmitted from the wheels to the second mechanical input shaft s4 passes through the electric range driven gear ge2, the electric range driving gear ge1, and the electric input shaft s2 in this order, and is transmitted to the drive motor 3, and the mechanical energy during braking is recovered as electric energy by the drive motor 3, and the battery is charged.
Fig. 2 shows a schematic configuration of a hybrid powertrain system 20 according to another embodiment of the present invention.
As shown in fig. 2, the hybrid powertrain system 20 differs from the hybrid powertrain system 10 shown in fig. 1 mainly in that: a second electric input shaft s6 and a second electric gear driving gear ge0 are added, wherein the second electric gear driving gear ge0 is fixedly connected with the second electric input shaft s6 through a spline, and the driving motor 3 is connected with a second mechanical input shaft s4 through a second electric gear driving gear ge0, an electric gear driving gear ge1 and an electric gear driven gear ge2 to perform power transmission.
The operation mode of the hybrid powertrain system 20 shown in fig. 2 is similar in principle to the operation mode of the hybrid powertrain system 10 shown in fig. 1, and the details of the corresponding operation mode of the system 20 are easily obtained by those skilled in the art according to the structure shown in fig. 2, and are not described herein.
Another aspect of the invention relates to a vehicle that includes the hybrid powertrain described above. From the above disclosure, those skilled in the art will readily appreciate a vehicle incorporating the hybrid powertrain system of the present invention.
According to the technical scheme of the embodiment of the invention, the modes of engine starting, engine direct driving, hybrid driving, pure electric driving, braking energy recovery and the like are realized by controlling the working states of the motor, the engine and the separating mechanism, so that the fuel economy and the driving feeling of the whole vehicle are improved.
The above specific embodiments are provided so that the present disclosure will be thorough and complete, and the present invention is not limited to these specific embodiments. It will be understood by those skilled in the art that various changes, substitutions of equivalents, and alterations can be made herein without departing from the spirit of the invention and are intended to be within the scope of the invention.

Claims (20)

1. A hybrid powertrain system, comprising:
the engine is connected with a first mechanical input shaft, and the first mechanical input shaft is connected with the charging gear driving gear;
the second mechanical input shaft is connected with the electric gear driven gear and the mechanical gear driving gear;
a clutch including a clutch coupling hub coupled to the first mechanical input shaft and a clutch coupling sleeve coupled to the second mechanical input shaft, the coupling and decoupling of the first mechanical input shaft and the second mechanical input shaft being controllable by controlling the coupling and decoupling of the clutch coupling sleeve and the clutch coupling hub;
the generator is connected with a charging output shaft, and the charging output shaft is connected with a charging gear driven gear;
the driving motor is connected with a first electric input shaft, and the first electric input shaft is connected with a first electric gear driving gear;
the mechanical output shaft is connected with the mechanical gear driven gear and the main reduction driving gear; and
a drive-reduction driven gear for transmitting power from the machine output shaft to the wheels.
2. A hybrid powertrain system according to claim 1, wherein the first mechanical input shaft is connected to the engine through a damper.
3. The hybrid powertrain system of claim 1, wherein the charging range drive gear and the clutch hub are each fixedly splined to the first mechanical input shaft.
4. The hybrid powertrain system of claim 1, wherein the second mechanical input shaft is free-sleeved on the first mechanical input shaft by a needle bearing, and the electric range driven gear and the mechanical range driving gear are fixedly connected to or integrally formed with the second mechanical input shaft.
5. A hybrid powertrain system according to claim 1, wherein the clutch coupling sleeve is fixedly connected to the second mechanical input shaft.
6. The hybrid powertrain system of claim 1, wherein the clutch controls engagement and disengagement of the clutch engagement sleeve and the clutch engagement hub by a hydraulic system controlling engagement and disengagement of clutch friction plates.
7. The hybrid transmission system of claim 1, wherein the charging output shaft is fixedly coupled to a rotor of the generator, and the charging gear driven gear is fixedly coupled to the charging output shaft by a spline.
8. The hybrid powertrain system of claim 1, wherein the rotor of the drive motor is fixedly coupled to the first electric input shaft, and the first electric range drive gear is fixedly coupled to the first electric input shaft by a spline.
9. A hybrid powertrain system according to claim 1, wherein the mechanical output shaft is hollow-sleeved on the electric input shaft by means of needle bearings, and the mechanical-gear driven gear and the main-reduction driving gear are fixedly connected to or integrally formed with the mechanical output shaft.
10. A hybrid powertrain system according to claim 1, wherein the drive-reducing driven gear is connected to left and right half shafts through a differential to transmit power to the wheels through the differential and the left and right half shafts.
11. The hybrid powertrain system of claim 1, further comprising a second electric input shaft and a second electric range drive gear coupled to the second electric input shaft, the drive motor being coupled to the second mechanical input shaft through the second electric range drive gear, the first electric range drive gear, and the electric range driven gear.
12. The hybrid powertrain system of claim 11, wherein the second electric range drive gear is fixedly coupled to the second electric input shaft by a spline.
13. The hybrid powertrain system of claim 1, configured to selectively enable the following operating modes: the hybrid drive mode includes an engine and drive motor hybrid drive mode, an engine and generator hybrid drive mode, an engine and drive motor and generator hybrid drive mode, a generator individual drive mode, a drive motor individual drive mode, a generator and drive motor simultaneous drive mode, an engine individual drive mode, an idle charge mode, a motor start engine mode, and a braking energy recovery mode.
14. The hybrid transmission system according to claim 13, wherein in the engine and drive motor hybrid drive mode, the engine and drive motor and generator hybrid drive mode, and the engine-only drive mode, power output from the engine is transmitted to the mechanical output shaft, and further to the main reduction drive gear and the main reduction driven gear, sequentially via the first mechanical input shaft, the clutch coupling hub, the clutch coupling sleeve, the second mechanical input shaft, the mechanical-stage drive gear, and the mechanical-stage driven gear.
15. The hybrid transmission system according to claim 13, wherein in the engine and generator hybrid drive mode, the engine and drive motor and generator hybrid drive mode, the generator single drive mode, and the generator and drive motor simultaneous drive mode, the generator converts battery electrical energy into mechanical energy, and power is transmitted to a mechanical output shaft, and then to the drive reduction driving gear and the drive reduction driven gear, sequentially through the first electrical input shaft, the charge stage driven gear, the charge stage driving gear, the first mechanical input shaft, the clutch coupling hub, the clutch coupling sleeve, the second mechanical input shaft, the mechanical stage driving gear, and the mechanical stage driven gear.
16. The hybrid transmission system according to claim 13, wherein in the engine and drive motor hybrid drive mode, the engine and drive motor and generator hybrid drive mode, the drive motor single drive mode, and the generator and drive motor simultaneous drive mode, the drive motor converts battery electrical energy into mechanical energy, and power is transmitted to the mechanical output shaft, and then to the main reduction drive gear and the main reduction driven gear, sequentially via the first electrical input shaft, the first electrical gear drive gear, the electrical gear driven gear, the second mechanical input shaft, the mechanical gear drive gear, and the mechanical gear driven gear.
17. The hybrid powertrain system of claim 13, wherein in the idle charging mode, the engine output power is transmitted to the first electric input shaft sequentially through the first mechanical input shaft, the charging range driving gear, and the charging range driven gear, and the first electric input shaft rotates a rotor of the generator to generate electricity, charging a battery.
18. The hybrid powertrain of claim 13, wherein in the electric machine start engine mode, the generator converts battery electrical energy to mechanical energy, and power is transmitted sequentially through the first electrical input shaft, the charging range driven gear, and the charging range driving gear to the first mechanical input shaft and then to the engine to effect assisted engine start.
19. The hybrid power transmission system according to claim 13, wherein in the braking energy recovery mode, during braking of the vehicle, the wheel drives the main reduction driven gear to rotate, power is transmitted to the second mechanical input shaft through the main reduction driving gear, the mechanical output shaft, the mechanical gear driven gear and the mechanical gear driving gear in sequence, then is transmitted to the driving motor through the electric gear driven gear, the electric gear driving gear and the electric input shaft in sequence, and mechanical energy during braking is recovered as electric energy through the driving motor.
20. A vehicle characterized by comprising a hybrid powertrain according to any one of claims 1-19.
CN202011179677.8A 2020-10-29 2020-10-29 Hybrid power transmission system and vehicle Pending CN114425941A (en)

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CN110077220A (en) * 2019-04-28 2019-08-02 中国第一汽车股份有限公司 A kind of double-motor hybrid drive system and its driving method
CN110949115A (en) * 2019-11-27 2020-04-03 中国第一汽车股份有限公司 Hybrid power driving system and vehicle
CN111301143A (en) * 2018-12-11 2020-06-19 上汽通用汽车有限公司 Transmission system and vehicle
CN111546873A (en) * 2020-06-22 2020-08-18 重庆青山工业有限责任公司 Two-gear double-clutch hybrid power system and hybrid power vehicle

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN203805687U (en) * 2014-04-02 2014-09-03 吉林大学 Multi-gear driving device for hybrid power vehicle
CN111301143A (en) * 2018-12-11 2020-06-19 上汽通用汽车有限公司 Transmission system and vehicle
CN109866597A (en) * 2019-03-29 2019-06-11 重庆长安汽车股份有限公司 A kind of multimodal fusion power drive system and its control method
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