CN205523653U - Power transmission unit for hybrid vehicle - Google Patents
Power transmission unit for hybrid vehicle Download PDFInfo
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- CN205523653U CN205523653U CN201620289553.8U CN201620289553U CN205523653U CN 205523653 U CN205523653 U CN 205523653U CN 201620289553 U CN201620289553 U CN 201620289553U CN 205523653 U CN205523653 U CN 205523653U
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- 238000004519 manufacturing process Methods 0.000 abstract description 7
- 238000002485 combustion reaction Methods 0.000 description 8
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- 238000010168 coupling process Methods 0.000 description 4
- 238000005859 coupling reaction Methods 0.000 description 4
- 230000009977 dual effect Effects 0.000 description 4
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Abstract
The utility model relates to a power transmission unit for hybrid vehicle, two input shafts including being connected with engine and motor respectively lie in homonymy or heteropleural, two jackshafts being connected respectively with two input shafts, and two of being connected respectively with two jackshafts, the main shaft of being connected with speed change mechanism, still including the variable speed deciliter mechanism that links to each other with two speed change mechanism simultaneously, this variable speed deciliter mechanism includes two joint ring gears and can mesh the clutch collar component of being connected with the joint ring gear, a joint ring gear and the epaxial fender of an owner gear connection or make an organic whole. Compared with the prior art, the utility model discloses reduced transmission system axial dimensions, be convenient for install and arrange to part low in manufacturing cost.
Description
Technical field
This utility model relates to a kind of actuating device, especially relates to a kind of Hybrid Vehicle actuating unit.
Background technology
In prior art, currently existing and use the hybrid power transmission system of vehicle of two or more prime mover driven vehicles to unite, most drive system is all the internal combustion engine in conjunction with motor operation, thus transmits driving torque to the wheel of vehicle.
Chinese patent ZL03811785.1 discloses hybrid power transmission system, including: having first prime mover of rotation output, have second prime mover rotating output and the variator including main shaft, this main shaft has at least supported two mainshaft gears.Variator includes the first independent countershaft, and its drive-type connects first prime mover, and includes that at least one is supported on the change-speed gearing engaged with respective major axes gear.Second independent countershaft drive-type connects second prime mover, and includes at least one change-speed gearing being supported on and engaging with respective major axes gear.Change-speed gearing on first and second jackshafts coordinates with mainshaft gear, to provide first and second jackshafts at least one gear ratio each and between main shaft.Gearshift controlling organization selecting type engages and departs from the first and second jackshafts to rotate with main shaft.But this patent is owing to using carrier gear, structure is complicated and be not the part that is widely used of existing machinery change speed gear box, cause that manufacture difficulty is big, cost is high, poor reliability, additionally, the assemblies such as the change-speed gearing of setting, carrier gear clutch cause drive system axial dimension excessive, difficulty in installation and layout.
The Chinese patent of Application No. 201410117200.5 discloses the hybrid electric drive system for motor vehicles, and including the first driver element, the first driver element has the first driving means, can provide the first driving power by the first driving means；Second driver element, the second driver element has the second driving means, can provide the second driving power by the second driving means；Drive output device, drive output device can be connected to the driven pulley of motor vehicles；First gearbox device, it has the first change speed gear box input unit and the first change speed gear box output unit；Second gearbox device, it has the second change speed gear box input unit and the second change speed gear box output unit；Wherein, the first driving means be connected to the first change speed gear box input unit and wherein the second driving means be connected to the second change speed gear box input unit；And first change speed gear box output unit and the second change speed gear box output unit be connected to drive output device.But internal combustion engine and motor are connected to each other by clutch or separated from one another in this application, when clutch combines, internal combustion engine is identical with motor speed, speed ratio is 1, cause internal combustion engine and Motor torque coupling difficulty, and clutch and operating mechanism structure thereof are complicated, parts are many, cause that cost is high, reliability is low.
Utility model content
Defect that the purpose of this utility model is contemplated to overcome above-mentioned prior art to exist and provide one to reduce drive system axial dimension, it is simple to install and arrange, Hybrid Vehicle actuating unit that part manufacturing cost is low.
The purpose of this utility model can be achieved through the following technical solutions:
A kind of Hybrid Vehicle actuating unit, including
Two power shafts being connected with electromotor and motor respectively, are positioned at homonymy or heteropleural,
Two jackshafts being connected respectively with two power shafts,
Two be connected respectively with two jackshafts,
The main shaft being connected with gear,
Also including the speed change separating/closing mechanism being simultaneously connected with two gears, this speed change separating/closing mechanism includes that two engage gear ring and form with engaging the engageable clutch collar being connected of gear ring, and the described gear ring that engages is connected with the shift gear on main shaft or is formed integrally.By eliminating change-speed gearing, carrier gear and clutch, utilize speed change separating/closing mechanism to realize speed change, on the one hand reduce drive system axial dimension, it is simple to install and arrange, on the other hand the part that speed change separating/closing mechanism uses is the most ripe, and processing and manufacturing difficulty is little.
When described clutch collar and two joint gear rings all engage, when speed change separating/closing mechanism is in gear state, clutch collar and two joint gear ring not all engagements, speed change separating/closing mechanism is in neutral position state.
Described gear use lock unit or clutch collar gearshift shift gears.
Described power shaft is formed integrally with jackshaft.
Arbitrary or two is connected through input driver structure between power shaft with jackshaft, this input driver structure is made up of power shaft constant mesh gear and the jackshaft constant mesh gear being connected with power shaft and jackshaft engagement respectively, and described power shaft constant mesh gear and described jackshaft constant mesh gear directly engage connection.
Described power shaft constant mesh gear is formed integrally with power shaft, and described jackshaft constant mesh gear is formed integrally with jackshaft.
It is additionally provided with clutch between described electromotor and power shaft.
Described main shaft is also associated with exporting drive mechanism and output shaft, described output drive mechanism is made up of the output drive gear engaging each other connection, first output drive gear is connected with main shaft or is formed integrally, and last output drive gear is connected with output shaft or is formed integrally.
Compared with prior art, this utility model has the advantage that
(1) this utility model eliminates carrier gear of the prior art, adds speed change separating/closing mechanism.Carrier gear structure is complicated and be not the part that is widely used of existing machinery change speed gear box, and manufacture difficulty is big, cost is high, poor reliability.The part that speed change separating/closing mechanism of the present utility model comprises is the most ripe, therefore has that processing and manufacturing difficulty is little, low cost, high reliability, is suitable for high-volume commercial application.
(2) purpose that prior art " is fixed the first jackshaft and rotated with the second jackshaft " to reach, is provided with change-speed gearing, carrier gear, clutch etc., causes drive system axial dimension excessive, difficulty in installation and layout.Speed change separating/closing mechanism of the present utility model only includes engaging gear ring and clutch collar 29, does not include change-speed gearing, therefore reduces drive system axial dimension, it is simple to installs and arrange.
(3) internal combustion engine and the motor of prior art is connected to each other by clutch or separated from one another, and when clutch combines, internal combustion engine is identical with motor speed, and speed ratio is 1, causes internal combustion engine and Motor torque coupling difficulty.When this utility model speed change separating/closing mechanism is in gear state, between electromotor and motor, rotating speed is different, speed ratio non-1, and electromotor and Motor torque coupling leeway are big, and coupling is simple.
(4) internal combustion engine and the motor of prior art is connected to each other by clutch or separated from one another, and clutch and operating mechanism structure thereof are complicated, parts are many, causes that cost is high, reliability is low.The part that speed change separating/closing mechanism of the present utility model comprises is the most ripe, therefore has that processing and manufacturing difficulty is little, low cost, high reliability.
Accompanying drawing explanation
Fig. 1 is the first principle schematic of this utility model；
Fig. 2 is this utility model the second principle schematic；
Fig. 3 is the first structural representation of this utility model；
Fig. 4 is this utility model the second structural representation；
Fig. 5 is the third structural representation of this utility model；
Fig. 6 is the 4th kind of structural representation of this utility model；
Fig. 7 is the 5th kind of structural representation of this utility model；
Fig. 8 is the 6th kind of structural representation of this utility model；
Fig. 9 is the 7th kind of structural representation of this utility model；
Figure 10 is the 8th kind of structural representation of this utility model；
Figure 11 is the 9th kind of structural representation of this utility model.
nullIn figure: 1-electromotor，2-the first power shaft，3-the first power shaft constant mesh gear，4-the first jackshaft constant mesh gear，5-the first jackshaft，6-the first jackshaft E4 keeps off gear，7-the first jackshaft E3 keeps off gear，8-the first jackshaft E2 keeps off gear，9-the first jackshaft E1 keeps off gear，10-main shaft E4 keeps off gear，11-main shaft E3 keeps off gear，12-main shaft E2 keeps off gear，13-main shaft E1 keeps off gear，14-lock unit E1，15-lock unit E2，16-motor，17-the second power shaft，18-the second power shaft constant mesh gear，19-the second jackshaft constant mesh gear，20-the second jackshaft，21-the second jackshaft M2 keeps off gear，22-the second jackshaft M1 keeps off gear，23-main shaft M1 keeps off gear，24-main shaft M2 keeps off gear，25-lock unit M1，26-main shaft，27-engages gear ring E，28-engages gear ring M，29-clutch collar，30-clutch collar gearshift E1，31-clutch collar gearshift E2，32-clutch collar gearshift M1，33-clutch，34-the first output drive gear，35-the second output drive gear，36-the 3rd output drive gear，37-output shaft，38-the first jackshaft E5 keeps off gear，39-the first jackshaft E6 keeps off gear，40-main shaft E6 keeps off gear，41-main shaft E5 keeps off gear，42-clutch collar gearshift E3.
Detailed description of the invention
With specific embodiment, this utility model is described in detail below in conjunction with the accompanying drawings.
A kind of hybrid electric vehicle power actuating device, its principle is as it is shown in figure 1, include the first power shaft, the first input driver structure of alternative setting, the first jackshaft, the first gear, the second power shaft, the second input driver structure of alternative setting, the second jackshaft, the second gear, main shaft, speed change separating/closing mechanism.First power shaft and the first input driver structure are connected, first input driver structure and the first jackshaft are connected, first jackshaft and the first gear are connected, first gear is connected with main shaft, second power shaft and the second input driver structure are connected, and the second input driver structure and the second jackshaft are connected, and the second jackshaft and the second gear are connected, second gear is connected with main shaft, and speed change separating/closing mechanism is connected with the first gear and the second gear simultaneously.
In addition, Fig. 2 is this utility model principle schematic two, including the first power shaft, the first input driver structure of alternative setting, the first jackshaft, the first gear, the second power shaft, the second input driver structure of alternative setting, the second jackshaft, the second gear, main shaft, speed change separating/closing mechanism, output drive mechanism, output shaft.First power shaft and the first input driver structure are connected, first input driver structure and the first jackshaft are connected, first jackshaft and the first gear are connected, first gear is connected with main shaft, second power shaft and the second input driver structure are connected, second input driver structure and the second jackshaft are connected, second jackshaft and the second gear are connected, second gear is connected with main shaft, speed change separating/closing mechanism is connected with the first gear and the second gear simultaneously, main shaft is connected with output drive mechanism, and output drive mechanism is connected with output shaft.
The following is and be respectively embodied as case.
Embodiment 1
Fig. 3 is the first embodiment of this utility model, a kind of hybrid electric vehicle power actuating device, including first power shaft the 2, second power shaft the 17, first input driver structure, first jackshaft the 5, first gear, the second input driver structure, second jackshaft the 20, second gear, main shaft 26, speed change separating/closing mechanism.First input driver structure includes first power shaft constant mesh gear the 3, first jackshaft constant mesh gear 4.First gear includes that first jackshaft E4 gear gear the 6, first jackshaft E3 gear gear the 7, first jackshaft E2 gear gear the 8, first jackshaft E1 gear gear 9, main shaft E4 gear gear 10, main shaft E3 gear gear 11, main shaft E2 gear gear 12, main shaft E1 keep off gear 13, lock unit E1 14, lock unit E2 15.Second input driver structure includes second power shaft constant mesh gear the 18, second jackshaft constant mesh gear 19.Second gear includes that second jackshaft M2 gear gear the 21, second jackshaft M1 gear gear 22, main shaft M1 gear gear 23, main shaft M2 keep off gear 24, lock unit M1 25.Speed change separating/closing mechanism includes engaging gear ring E 27, engaging gear ring M 28, clutch collar 29.nullFirst power shaft 2 is connected with the first power shaft constant mesh gear 3 or is formed integrally，First power shaft constant mesh gear 3 engages with the first jackshaft constant mesh gear 4，First jackshaft constant mesh gear 4、First jackshaft E4 keeps off gear 6、First jackshaft E3 keeps off gear 7、First jackshaft E2 keeps off gear 8、First jackshaft E1 gear gear 9 is connected with the first jackshaft 5 or is formed integrally respectively，Main shaft E4 keeps off gear 10、Main shaft E3 keeps off gear 11、Main shaft E2 keeps off gear 12、Main shaft E1 gear gear 13 empty set respectively is on main shaft 26，First jackshaft E4 gear gear 6 engages with main shaft E4 gear gear 10，First jackshaft E3 gear gear 7 engages with main shaft E3 gear gear 11，First jackshaft E2 gear gear 8 engages with main shaft E2 gear gear 12，First jackshaft E1 gear gear 9 engages with main shaft E1 gear gear 13，Lock unit E1 14 and main shaft E4 keeps off gear 10、Main shaft E3 keeps off gear 11、Main shaft 26 is connected，Lock unit E2 15 and main shaft E2 keeps off gear 12、Main shaft E1 keeps off gear 13、Main shaft 26 is connected，Second power shaft 17 is connected with the second power shaft constant mesh gear 18 or is formed integrally，Second power shaft constant mesh gear 18 engages with the second jackshaft constant mesh gear 19，Second jackshaft constant mesh gear 19、Second jackshaft M2 keeps off gear 21、Second jackshaft M1 gear gear 22 is connected with the second jackshaft 20 or is formed integrally respectively，Main shaft M1 keeps off gear 23、Main shaft M2 gear gear 24 empty set respectively is on main shaft 26，Second jackshaft M2 gear gear 21 engages with main shaft M2 gear gear 24，Second jackshaft M1 gear gear 22 engages with main shaft M1 gear gear 23，Lock unit M1 25 and main shaft M1 keeps off gear 23、Main shaft M2 keeps off gear 24、Main shaft 26 is connected.Joint gear ring E 27 and main shaft E1 gear gear 13 is connected or is formed integrally, and engages gear ring M 28 and main shaft M2 gear gear 24 and is connected or is formed integrally, and clutch collar 29 engages with engaging gear ring E 27 or joint gear ring M 28.Electromotor 1 is connected with the first power shaft 2, and motor 16 is connected with the second power shaft 17.
Lock unit E1 14, lock unit E2 15 any one not when neutral gear position, the first gear is in gear state；When lock unit E1 14, lock unit E2 15 are completely in neutral gear position, the first gear is in neutral position state.Lock unit M1 25 is not when neutral gear position, and the second gear is in gear state；Lock unit M125 is when neutral gear position, and the second gear is in neutral position state.When clutch collar 29 all engages with joint gear ring E 27 and joint gear ring M 28, speed change separating/closing mechanism is in gear state；Clutch collar 29 with engage gear ring E 27 and engage gear ring M 28 is not all engage time, speed change separating/closing mechanism is in neutral position state.
First power source driving mode: making the first gear be in gear state, the second gear is in neutral position state, and speed change separating/closing mechanism is in neutral position state.Second power source driving mode: make the first gear be in neutral position state, the second gear is in gear state, and speed change separating/closing mechanism is in neutral position state.Dual power source driving mode: making the first gear be in gear state, the second gear is in gear state, and speed change separating/closing mechanism is in neutral position state.Dual power source Interactions Mode: making the first gear be in gear state, the second gear is in gear state, and speed change separating/closing mechanism is in gear state.
Embodiment 2
Fig. 4 is this utility model the second embodiment, and it is with the difference of the first embodiment: gearshift mode is clutch collar gearshift, and gearshift is clutch collar gearshift E1 30, clutch collar gearshift E2 31, clutch collar gearshift M1 32.Clutch collar gearshift E1 30 and main shaft E4 gear gear 10, main shaft E3 gear gear 11, main shaft 26 are connected, clutch collar gearshift E2 31 and main shaft E2 gear gear 12, main shaft E1 gear gear 13, main shaft 26 are connected, and clutch collar gearshift M1 32 and main shaft M1 gear gear 23, main shaft M2 gear gear 24, main shaft 26 are connected.First power shaft 2 and the second power shaft 17 are positioned at heteropleural.
Clutch collar gearshift E1 30, clutch collar gearshift E2 31, clutch collar gearshift E3 42 any one not when neutral gear position, the first gear is in gear state；When clutch collar gearshift E1 30, clutch collar gearshift E2 31, clutch collar gearshift E3 42 are completely in neutral gear position, the first gear is in neutral position state.Clutch collar gearshift M1 32 is not when neutral gear position, and the second gear is in gear state；Clutch collar gearshift M1 32 is when neutral gear position, and the second gear is in neutral position state.When clutch collar 29 all engages with joint gear ring E 27 and joint gear ring M 28, speed change separating/closing mechanism is in gear state；Clutch collar 29 with engage gear ring E 27 and engage gear ring M 28 is not all engage time, speed change separating/closing mechanism is in neutral position state.
First power source driving mode: making the first gear be in gear state, the second gear is in neutral position state, and speed change separating/closing mechanism is in neutral position state.Second power source driving mode: make the first gear be in neutral position state, the second gear is in gear state, and speed change separating/closing mechanism is in neutral position state.Dual power source driving mode: making the first gear be in gear state, the second gear is in gear state, and speed change separating/closing mechanism is in neutral position state.Dual power source Interactions Mode: making the first gear be in gear state, the second gear is in gear state, and speed change separating/closing mechanism is in gear state.
Embodiment 3
Fig. 5 is the third embodiment of this utility model, the difference of itself and the first embodiment is: be provided with clutch 33 between electromotor 1 and the first power shaft 2, engage gear ring E 27 and main shaft M1 gear gear 23 be connected or be formed integrally, engage gear ring M 28 and main shaft E2 gear gear 12 be connected or be formed integrally, clutch collar 29 engages with engaging gear ring E 27 or joint gear ring M 28, second power shaft 17 is connected with the second jackshaft 20 or is formed integrally, and is not provided with the second input driver structure.
Embodiment 4
Fig. 6 is the 4th kind of embodiment of this utility model, and it is with the difference of the first embodiment: also include exporting drive mechanism, output shaft 37.Output drive mechanism includes first output drive gear the 34, second output drive gear the 35, the 3rd output drive gear 36.First output drive gear 34 is connected with main shaft 26 or is formed integrally, first output drive gear 34 engages with the second output drive gear 35, second output drive gear 35 engages with the 3rd output drive gear 36, and the 3rd output drive gear 36 is connected with output shaft 37 or is formed integrally.
Embodiment 5
Fig. 7 is the 5th kind of embodiment of this utility model, and it is with the difference of the 4th kind of embodiment: the first gear also includes that first jackshaft E5 gear gear the 38, first jackshaft E6 gear gear 39, main shaft E6 gear gear 40, main shaft E5 keep off gear 41, clutch collar gearshift E3 42.nullFirst jackshaft E5 keeps off gear 38、First jackshaft E6 gear gear 39 is connected with the first jackshaft 5 or is formed integrally respectively，Main shaft E6 keeps off gear 40、Main shaft E5 gear gear 41 empty set respectively is on main shaft 26，First jackshaft E6 gear gear 39 engages with main shaft E6 gear gear 40，First jackshaft E5 gear gear 38 engages with main shaft E5 gear gear 41，Clutch collar gearshift E342 and main shaft E6 keeps off gear 40、Main shaft E5 keeps off gear 41、Main shaft 26 is connected，Second power shaft 17 is connected with the second jackshaft 20 or is formed integrally，It is not provided with the second input driver structure，Gearshift mode is clutch collar gearshift，Gearshift is clutch collar gearshift E1 30、Clutch collar gearshift E2 31、Clutch collar gearshift M1 32、Clutch collar gearshift E3 42.
Embodiment 6
Fig. 8 is the 6th kind of embodiment of this utility model, and it is with the difference of the third embodiment: also include exporting drive mechanism, output shaft 37.Output drive mechanism includes first output drive gear the 34, second output drive gear the 35, the 3rd output drive gear 36.First output drive gear 34 is connected with main shaft 26 or is formed integrally, first output drive gear 34 engages with the second output drive gear 35, second output drive gear 35 engages with the 3rd output drive gear 36, and the 3rd output drive gear 36 is connected with output shaft 37 or is formed integrally.
Embodiment 7
Fig. 9 is the 7th kind of embodiment of this utility model, and the difference of itself and the 5th kind of embodiment is: being provided with clutch 33 between electromotor 1 and the first power shaft 2, the first power shaft 2 is connected with the first jackshaft 5 or is formed integrally, and is not provided with the second input driver structure.
Embodiment 8
Figure 10 is the 8th kind of embodiment of this utility model, and it is with the difference of the 5th kind of embodiment: do not include that the first jackshaft E6 gear gear 39, main shaft E6 keep off gear 40；Clutch collar gearshift E3 42 is connected with the first power shaft constant mesh gear 3, main shaft E5 gear gear 41, main shaft 26, and the first power shaft constant mesh gear 3 engages with the first jackshaft constant mesh gear 4.
Embodiment 9
Figure 11 is the 9th kind of embodiment of this utility model, and it is with the difference of the 7th kind of embodiment: engages gear ring E and the first jackshaft E1 gear gear and is connected or is formed integrally, and engages gear ring M and the second jackshaft M2 gear gear and is connected or is formed integrally.
Claims (9)
1. a Hybrid Vehicle actuating unit, including
Two power shafts being connected with electromotor and motor respectively, are positioned at homonymy or heteropleural,
Two jackshafts being connected respectively with two power shafts,
Two gears being connected respectively with two jackshafts,
The main shaft being connected with gear,
It is characterized in that, also include the speed change separating/closing mechanism being simultaneously connected with two gears, this speed change deciliter machine
Structure includes that two engage gear ring and form with engaging the engageable clutch collar being connected of gear ring, described joint gear ring and master
Shift gear on axle or jackshaft connects or is formed integrally.
A kind of Hybrid Vehicle actuating unit the most according to claim 1, it is characterised in that
When described clutch collar and two joint gear rings all engage, speed change separating/closing mechanism is in gear state.
A kind of Hybrid Vehicle actuating unit the most according to claim 1, it is characterised in that
When described clutch collar and two not all engagements of joint gear ring, speed change separating/closing mechanism is in neutral position state.
A kind of Hybrid Vehicle actuating unit the most according to claim 1, it is characterised in that
Described gear uses lock unit or clutch collar gearshift to shift gears.
A kind of Hybrid Vehicle actuating unit the most according to claim 1, it is characterised in that
Described power shaft is formed integrally with jackshaft.
A kind of Hybrid Vehicle actuating unit the most according to claim 1, it is characterised in that
Arbitrary or two is connected through input driver structure between power shaft with jackshaft, this input driver structure by respectively with
Power shaft constant mesh gear and jackshaft constant mesh gear that power shaft and jackshaft engagement connect form, and described is defeated
Enter axle constant mesh gear and described jackshaft constant mesh gear directly engages connection.
A kind of Hybrid Vehicle actuating unit the most according to claim 6, it is characterised in that
Described power shaft constant mesh gear is formed integrally with power shaft, described jackshaft constant mesh gear and jackshaft system
Integral.
A kind of Hybrid Vehicle actuating unit the most according to claim 1, it is characterised in that
It is additionally provided with clutch between described electromotor and power shaft.
A kind of Hybrid Vehicle actuating unit the most according to claim 1, it is characterised in that
Described main shaft is also associated with exporting drive mechanism and output shaft, and described output drive mechanism is by engaging each other connection
Output drive gear composition, first output drive gear is connected with main shaft or is formed integrally, last export
Travelling gear is connected with output shaft or is formed integrally.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201620289553.8U CN205523653U (en) | 2016-04-08 | 2016-04-08 | Power transmission unit for hybrid vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201620289553.8U CN205523653U (en) | 2016-04-08 | 2016-04-08 | Power transmission unit for hybrid vehicle |
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| Publication Number | Publication Date |
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| CN205523653U true CN205523653U (en) | 2016-08-31 |
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| CN201620289553.8U Active CN205523653U (en) | 2016-04-08 | 2016-04-08 | Power transmission unit for hybrid vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105620266A (en) * | 2016-04-08 | 2016-06-01 | 上海馨联动力系统有限公司 | Power transmission device for hybrid electric vehicle |
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2016
- 2016-04-08 CN CN201620289553.8U patent/CN205523653U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105620266A (en) * | 2016-04-08 | 2016-06-01 | 上海馨联动力系统有限公司 | Power transmission device for hybrid electric vehicle |
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Effective date of registration: 20240315 Address after: 273100 No.3 Youlin Road, Qufu City, Jining City, Shandong Province Patentee after: Xinlian power (Qufu) Co.,Ltd. Country or region after: China Address before: Room 503-21, Block B, No. 1, Lane 518, Hengyong Road, Jiading District, Shanghai, June 2018 Patentee before: SHANGHAI SYNETEC POWER SYSTEM CO.,LTD. Country or region before: China |