CN211663047U - Hybrid power gearbox, hybrid power driving system and automobile - Google Patents
Hybrid power gearbox, hybrid power driving system and automobile Download PDFInfo
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- CN211663047U CN211663047U CN201922389970.6U CN201922389970U CN211663047U CN 211663047 U CN211663047 U CN 211663047U CN 201922389970 U CN201922389970 U CN 201922389970U CN 211663047 U CN211663047 U CN 211663047U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T10/62—Hybrid vehicles
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Abstract
The utility model relates to a hybrid gearbox, hybrid driving system and car, this hybrid gearbox include first motor, outer input shaft assembly, interior input shaft assembly, second motor and output shaft assembly. The above-mentioned scheme that this application provided, through the position of controlling first clutch, second clutch, third clutch and synchronous ware, just can obtain different power combination and different fender position between engine, first motor and the second motor to can realize multiple power mode, make the car can obtain best power under each operating mode. Compared with a hybrid power assembly using a traditional transmission, the utility model removes the traditional transmission device, has compact integral structure and is beneficial to cabin arrangement; compared with a hybrid power assembly using a reduction gear mechanism, the requirements on the power, the torque and the maximum rotating speed of the driving motor are reduced under the condition of not influencing the dynamic property of the vehicle.
Description
Technical Field
The utility model relates to a hybrid vehicle technical field especially relates to a hybrid gearbox, hybrid driving system and car.
Background
The hybrid electric vehicle is an automobile with at least two power sources capable of running simultaneously, the most common gasoline-electric hybrid electric vehicle takes a vehicle-mounted battery and fuel oil as a common energy source, provides driving force by a traditional internal combustion engine and a motor, and has the functions of driving the vehicle to run in a pure electric driving mode, driving the vehicle to run by the engine and the motor in a hybrid driving mode, recovering braking energy and the like.
In the existing hybrid electric vehicle, a part of vehicles are matched with a traditional transmission, and the structural form can well adapt to each driving working condition by the torque of a power source no matter in an engine driving mode or a pure electric driving mode, but has the defects of complex structure, large size, higher cost and no contribution to arrangement in an automobile cabin; the other part of the vehicle cancels the traditional transmission and directly uses a reduction gear set to reduce speed and increase torque, and the structural form has the advantages that although the structure is compact, the requirements on the power, the torque and the maximum rotating speed of the motor are high, when the vehicle runs in an accelerating way or on a slope, the motor is required to have large output torque, and when the vehicle runs in a high speed, the motor is required to have high rotating speed. Meanwhile, because only a single reduction ratio is provided, the engine can only drive the vehicle in a specific vehicle speed range (generally in a high-speed range), the dynamic property of the vehicle is influenced, and the engine is difficult to work in a range requiring pure engine high-efficiency driving.
SUMMERY OF THE UTILITY MODEL
Therefore, the problems that the traditional gearbox hybrid power device is complex in structure, large in size and not beneficial to arrangement are necessarily solved; or the hybrid power assembly using the speed reducing mechanism has high requirements on the power, the torque and the maximum rotating speed of the driving motor, and the dynamic property of the vehicle is not good, thereby providing a hybrid transmission, a hybrid driving system and an automobile.
A hybrid power transmission comprises a first motor, an outer input shaft assembly, an inner input shaft assembly, a second motor and an output shaft assembly;
the outer input shaft assembly comprises an outer input shaft, and a first clutch, a third clutch and a second clutch which are sequentially arranged on the outer input shaft along the axial direction; the first motor is connected with the first clutch;
the inner input shaft assembly comprises an inner input shaft, and a second gear driving gear, a first gear driving gear and a third gear driving gear which are sequentially arranged on the inner input shaft along the axial direction; the inner input shaft is connected with the outer input shaft through the second clutch, and the second gear driving gear is connected with the outer input shaft through the third clutch;
an output gear on the second motor is meshed with the third-gear driving gear through an idler gear;
the output shaft assembly comprises an output shaft, and a second-gear driven gear, a first-gear driven gear, a synchronizer and a third-gear driven gear which are sequentially arranged on the output shaft along the axial direction, wherein the second-gear driven gear is meshed with the second-gear driving gear, the first-gear driven gear is meshed with the first-gear driving gear, and the third-gear driven gear is meshed with the third-gear driving gear;
the synchronizer is matched with the first-gear driven gear or the third-gear driven gear under the action of the shifting fork.
In one embodiment, the synchronizer comprises a synchronizer hub and a synchronizer sleeve matched with the synchronizer hub, the synchronizer hub is arranged on the output shaft, and the synchronizer sleeve is matched with the first-gear driven gear or the third-gear driven gear under the action of a shifting fork.
In one embodiment, the differential assembly further comprises a final drive driven gear on the differential assembly meshed with a final drive driving gear on the output shaft.
In one embodiment, the first electric machine is a disc-type electric machine, and the first clutch is disposed in a rotor of the first electric machine.
In one embodiment, the first clutch, the second clutch and the third clutch are wet clutches.
In one embodiment, the outer input shaft and the inner input shaft and the output shaft are arranged in parallel.
The utility model also provides a hybrid drive system, including the engine with as in this application embodiment description arbitrary one the hybrid gearbox, the engine with in the hybrid gearbox first motor passes through first clutch is connected.
In one embodiment, the energy storage device further comprises an energy storage unit, and the energy storage unit is respectively connected with the first motor and the second motor.
In one embodiment, the energy storage unit is a storage battery or a super capacitor.
The utility model also provides an automobile, including the automobile body with as in this application embodiment description arbitrary one hybrid drive system, hybrid drive system installs on the automobile body.
The utility model has the advantages that:
the utility model discloses a position of controlling first clutch, second clutch, third clutch and synchronous ware just can obtain different power combination and different fender position between engine, first motor and the second motor to can realize multiple power mode, make the car can obtain best power under each operating mode. Compared with a hybrid power assembly using a traditional transmission, the utility model removes the traditional transmission device, has compact integral structure and is beneficial to cabin arrangement; compared with a hybrid power assembly using a reduction gear mechanism, the hybrid power assembly reduces the requirements on the power, the torque and the maximum rotating speed of the driving motor under the condition of not influencing the dynamic property of the vehicle, simultaneously has more chances for the driving motor and the engine to work in a high-efficiency area, and improves the overall efficiency of power support.
Drawings
Fig. 1 is a schematic structural diagram of a hybrid power driving system according to an embodiment of the present invention.
Detailed Description
In order to facilitate understanding of the present invention, the present invention will be described more fully hereinafter with reference to the accompanying drawings. The preferred embodiments of the present invention are shown in the drawings. The invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.
It will be understood that when an element is referred to as being "secured to" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used in the description of the invention herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.
As shown in fig. 1, in an embodiment of the present invention, a hybrid transmission is provided, which includes a first electric machine 2, an outer input shaft assembly, an inner input shaft assembly, a second electric machine 8 and an output shaft assembly, wherein the outer input shaft assembly includes an outer input shaft 4, and a first clutch 3, a third clutch 5 and a second clutch 6 sequentially arranged on the outer input shaft 4 along an axial direction; the first motor 2 is connected with the first clutch 3; the inner input shaft assembly comprises an inner input shaft 7, and a second-gear driving gear 72, a first-gear driving gear 71 and a third-gear driving gear 73 which are sequentially arranged on the inner input shaft 7 along the axial direction; the inner input shaft 7 is connected with the outer input shaft 4 through the second clutch 6, and the second gear driving gear 72 is connected with the outer input shaft 4 through the third clutch 5; an output gear 81 on the second motor 8 is meshed with the third-gear driving gear 73 through an idler gear 82; the output shaft assembly comprises an output shaft 9, and a second-gear driven gear 94, a first-gear driven gear 93, a synchronizer 92 and a third-gear driven gear 91 which are sequentially arranged on the output shaft 9 along the axial direction, wherein the second-gear driven gear 94 is meshed with the second-gear driving gear 72, the first-gear driven gear 93 is meshed with the first-gear driving gear 71, and the third-gear driven gear 91 is meshed with the third-gear driving gear 73; the synchronizer 92 includes a synchronizer hub 921 and a synchronizer sleeve 922 fitted to the synchronizer hub 921, the synchronizer hub 921 is provided on the output shaft 9, and the synchronizer sleeve 922 is fitted to the first-speed driven gear 93 or the third-speed driven gear 91 by a shift fork.
Specifically, as shown in fig. 1, when the engine 1 and the first motor 2 do not operate, the first clutch 3, the second clutch 6, and the third clutch 5 are disengaged, the second motor 8 is driven, and power is transmitted to the inner input shaft 7 through the output gear 81, the idler gear 82, and the third driving gear 73, in which case the second motor 8 is driven in the electric only mode. In the electric-only mode, when the synchronizer sleeve 922 on the synchronizer 92 is engaged with the first-gear driven gear 93, the first gear is in the first gear, when the synchronizer sleeve 922 on the synchronizer 92 is engaged with the third-gear driven gear 91, the third gear is in the third gear, when the synchronizer sleeve 922 on the synchronizer 92 is in the middle position (neutral position), the second clutch 6 and the third clutch 5 are engaged, power is transmitted from the inner input shaft 7 to the second-gear driving gear 72 and the second-gear driven gear 94 through the second clutch 6 and the third clutch 5, and the second gear is in the second gear.
When the first clutch 3 is engaged, the second clutch 6 and the third clutch 5 are disengaged, the engine 1 drives the first motor 2 to generate electricity, electric energy is supplied to the second motor 8 to drive, and power is transmitted to the inner input shaft 7 through the output gear 81, the idle gear 82 and the third-gear driving gear 73, in this case, a series hybrid driving mode is adopted, which is also called a range-extended mode, in the range-extended mode, when the synchronizer sleeve 922 on the synchronizer 92 is engaged with the first-gear driven gear 93, the gear is in the first gear, and when the synchronizer sleeve 922 on the synchronizer 92 is engaged with the third-gear driven gear 91, the gear is in the 3 gear.
When the engine 1 and the second motor 8 do not work, the first clutch 3 is separated, the first motor 2 is driven, the first motor 2 drives a pure electric mode at the moment, meanwhile, the second clutch 6 is engaged, the third clutch 5 is separated, power is transmitted through the outer input shaft 4, the second clutch 6 and the inner input shaft 7, and if a synchronizer sleeve 922 on the synchronizer 92 is engaged with a first-gear driven gear 93, the gear is in a first gear at the moment; if the synchronizer sleeve 922 on the synchronizer 92 is engaged with the third driven gear 91, the gear is in the third gear; when the third clutch 5 is engaged and the second clutch 6 is disengaged, the synchronizer sleeve 922 on the synchronizer 92 is in the middle position (neutral), and power is transmitted through the external input shaft 4, the third clutch 5, the second-gear driving gear 72 and the second-gear driven gear 94, and the gear is in the second gear.
When the engine 1 does not work, the first clutch 3 is separated, the first motor 2 and the second motor 8 are driven simultaneously, and at the moment, the first motor 2 and the second motor 8 are driven together in a pure electric mode, and the power of the first motor 2 and the power of the second motor 8 are transmitted along different lines. When the second clutch 6 is engaged and the third clutch 5 is disengaged, the power of the first motor 2 is transmitted to the inner input shaft 7 through the outer input shaft 4 and the second clutch 6, the power of the second motor 8 is transmitted to the inner input shaft 7 through the output gear 81, the idle gear 82 and the third-gear driving gear 73, and if the synchronizer sleeve 922 on the synchronizer 92 is engaged with the first-gear driven gear 93, the gears of the power of the first motor 2 and the power of the second motor 8 are in the first gear, namely 11; when the power transmission line of the second motor 8 is unchanged and is in the first gear, the second clutch 6 is separated, the third clutch 5 is engaged, the power of the first motor 2 is transmitted through the outer input shaft 4, the third clutch 5, the second gear driving gear 72 and the second gear driven gear 94, and the gear is in the second gear, namely 21; when the second clutch 6 and the third clutch 5 are engaged simultaneously, the synchronizer 92 is in a neutral gear, the power of the first motor 2 is transmitted through the external input shaft 4, the third clutch 5, the second-gear driving gear 72 and the second-gear driven gear 94, the gear is in a second gear, the power of the second motor 8 is transmitted to the second-gear driving gear 72 and the second-gear driven gear 94 through the second clutch 6 and the third clutch 5 from the external input shaft 7, and the gear is also in a second gear, namely 22; when the second clutch 6 is disengaged and the third clutch 5 is engaged, the synchronizer sleeve 922 of the synchronizer 92 is engaged with the third-gear driven gear 91, the second motor 8 is in the third gear, and the power transmission line of the first motor 2 is not changed to be in the second gear, namely 23; when the second clutch 6 is engaged and the third clutch 5 is disengaged, the synchronizer sleeve 922 of the synchronizer 92 is engaged with the third driven gear 91, the gear of the first electric machine is in the third gear, the power transmission line of the second electric machine is unchanged, and the gear is also in the third gear, namely the gear 33.
When the first clutch 3 is engaged, the second motor 8 is not operated (stopped or idled), the first motor 2 is not operated (idled), and the engine 1 drives the vehicle, which is in a pure engine driving mode; when the first clutch 3 is engaged and the second motor 8 is not operated (stopped or idled), the engine 1 drives the vehicle, and the first motor 2 selects boosting or power generation according to the load condition, and is in a hybrid driving mode of the engine 1 and the first motor 2. When the second clutch 6 is engaged and the third clutch 5 is disengaged, the synchronizer sleeve 922 on the synchronizer 92 is engaged with the first-gear driven gear 93, and the first gear is the first gear; when the synchronizer sleeve 922 on the synchronizer 92 is engaged with the third driven gear 91, the gear is in the third gear; second clutch 6 is disengaged and third clutch 5 is engaged, synchronizer 92 is in neutral, which is gear two.
When the first clutch 3 is engaged, the engine 1, the first motor 2 and the second motor 8 work simultaneously, and the hybrid driving mode of the engine 1, the first motor 2 and the second motor 8 is set. The power of the first electric machine 2 and the engine 1 is transmitted along the same route, and the power of the second electric machine 8 is transmitted along another route. The second clutch 6 is engaged, the third clutch 5 is disengaged, the power of the engine 1 and the first motor 2 is transmitted to the inner input shaft 7 through the outer input shaft 4 and the second clutch 6, the power of the second motor 8 is transmitted to the inner input shaft 7 through the output gear 81, the idle gear 82 and the third gear driving gear 73, the synchronizer sleeve 922 on the synchronizer 92 is engaged with the first gear driven gear 93, and at this time, the gears of the engine 1, the first motor 2 and the second motor 8 are all in the first gear, namely 11; the power transmission line of the second motor 8 is unchanged, the second clutch 6 is separated, the third clutch 5 is engaged, the power of the engine 1 and the first motor 2 is transmitted through the outer input shaft 4, the third clutch 5, the second gear driving gear 72 and the second gear driven gear 94, and the gear is in the second gear, namely 21; the second clutch 6 and the third clutch 5 are engaged simultaneously, the synchronizer 92 is in a neutral gear, the power of the engine 1 and the first motor 2 is transmitted through the outer input shaft 4, the third clutch 5, the second-gear driving gear 72 and the second-gear driven gear 94, the gear is in a second gear, the power of the second motor 8 is transmitted to the second-gear driving gear 72 and the second-gear driven gear 94 from the inner input shaft 7 through the second clutch 6 and the third clutch 5, and the gear is also in a second gear, namely 22; the second clutch 6 is disengaged, the third clutch 5 is engaged, the synchronizer sleeve 922 of the synchronizer 92 is engaged with the third-gear driven gear 91, the second motor 8 is in the third gear, and the power transmission line of the engine 1 and the first motor 2 is unchanged and is in the second gear, namely 23; the second clutch 6 is engaged, the third clutch 5 is disengaged, the synchronizer sleeve 922 of the synchronizer 92 is engaged with the three-gear driven gear, the gears of the engine 1 and the first motor are in the third gear, the power transmission line of the second motor is unchanged, and the gear is also in the third gear, namely the gear 33.
Therefore, the three power sources, i.e., the engine 1, the first motor 2, and the second motor 8, can form a plurality of driving modes and different gears under the control of the first clutch 3, the second clutch 6, the third clutch 5, and the synchronizer 92:
1) the second motor drives a pure electric mode, and comprises 3 gears of 1, 2 and 3;
2) the engine drives the first motor to generate power, and the second motor drives a series hybrid power mode of the vehicle, wherein the series hybrid power mode comprises 1 gear, 3 gears and 2 gears;
3) the first motor drives a pure electric mode, and comprises 3 gears of 1, 2 and 3;
4) the first motor and the second motor drive a pure electric mode together, and the pure electric mode comprises 5 gears of 11, 21, 22, 23 and 33 gears;
5) pure engine drive mode, which includes 1, 2, 3 gears and 3 gears;
6) the hybrid power driving mode of the engine 1 and the first motor 2 comprises 1, 2 and 3 gears;
7) hybrid drive modes of the engine 1, the first electric machine 2 and the second electric machine 8 include 5 gears 11, 21, 22, 23, 33.
The pure electric mode driven by the second motor is mainly used for starting and low-speed running of the vehicle, so that idling operation of an engine is avoided, and the economy of the whole vehicle is improved. The series hybrid mode is mainly used for long-time low-speed running of the vehicle. When the engine drives the vehicle to run at low speed, the efficiency is lower, the engine drives the motor to generate electricity, the rotating speed (irrelevant to the vehicle speed) and the output torque can be controlled in a high-efficiency working area, and the economical efficiency of the whole vehicle is improved. When the vehicle normally runs, the required power is smaller, the second motor drives a pure electric mode and a series hybrid mode, the requirements on the power and the torque of the second motor are smaller, if the peak power and the torque of the second motor are reduced, the cost can be reduced, meanwhile, the overall dimension of the second motor is reduced, the power assembly structure is more compact, and the hybrid power system is suitable for more vehicle types. However, when the vehicle is in a special working condition, such as hill start, full-throttle acceleration and the like, the motor is required to have large output power and torque, and the first motor and the second motor are driven together to meet the requirement in a pure electric mode. The engine-only drive mode is primarily used for high speed vehicle travel. When the engine drives the vehicle to run at a high speed, the efficiency is higher, the pure engine driving mode avoids the loss in the process of converting mechanical energy into electric energy and then converting the electric energy into the mechanical energy in a series hybrid power mode, and the economical efficiency of the whole vehicle is improved. The engine and the first motor hybrid power driving mode are combined with the pure engine driving mode, so that the engine is always in an efficient operation range, and the economy of the automobile is further improved. The hybrid driving mode of the engine, the first motor and the second motor is used for the power running mode of the vehicle, 3 power sources are driven simultaneously, and the vehicle obtains good dynamic property.
The hybrid driving system can obtain larger output torque and reduce the torque requirement of the second motor due to the use of a plurality of gears when the gear is low and the speed ratio is high (first gear), and reduces the rotating speed of the second motor when the vehicle runs at high speed and the highest rotating speed requirement of the second motor when the gear is high and the speed ratio is low (third gear).
In some embodiments, a differential assembly 10 is also included, with a final drive driven gear 101 on differential assembly 10 meshing with a final drive gear 95 on output shaft 9.
In some embodiments, in order to save assembly space, the first electric machine 2 in the present application is a disc-type electric machine, and the first clutch 3 is disposed in a rotor in the first electric machine 2.
In some embodiments, the first clutch 3, the second clutch 6 and the third clutch 5 are all wet clutches in order to make the cooling oil in the clutches not protect the friction plates and smooth and soft the power transmission.
It should be noted that, the selection of the wet clutch for each of the first clutch 3, the second clutch 6 and the third clutch 5 is only an example, and may be specifically selected according to the requirements of an actual product, and the application does not particularly limit the type of the clutch.
The application also provides a hybrid drive system, which comprises an engine 1 and a hybrid gearbox according to any one of the embodiments described in the application, wherein the engine 1 is connected with a first electric machine 2 in the hybrid gearbox through a first clutch 3.
By adopting the technical scheme, different power combinations and different gears among the engine, the first motor and the second motor can be obtained by controlling the positions of the first clutch, the second clutch, the third clutch and the synchronizer, so that multiple power modes can be realized, and the automobile can obtain the best power under various working conditions.
In some embodiments, in order to provide power to the first motor 2 and the second motor 8, the present application further includes an energy storage unit connected to the first motor 2 and the second motor 8, respectively.
Further, the energy storage unit is a storage battery or a super capacitor, and the storage battery or the super capacitor supplies electric energy to the first motor 2 and the second motor 8, so that the operation of the whole system can be better controlled.
The present application further provides an automobile including an automobile body and a hybrid drive system as described in any one of the embodiments of the present application, the hybrid drive system being mounted on the automobile body.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only represent some embodiments of the present invention, and the description thereof is specific and detailed, but not to be construed as limiting the scope of the present invention. It should be noted that, for those skilled in the art, without departing from the spirit of the present invention, several variations and modifications can be made, which all fall within the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.
Claims (10)
1. A hybrid transmission is characterized by comprising a first motor (2), an outer input shaft assembly, an inner input shaft assembly, a second motor (8) and an output shaft assembly;
the outer input shaft assembly comprises an outer input shaft (4), and a first clutch (3), a third clutch (5) and a second clutch (6) which are sequentially arranged on the outer input shaft (4) along the axial direction; the first motor (2) is connected with the first clutch (3);
the inner input shaft assembly comprises an inner input shaft (7), and a second-gear driving gear (72), a first-gear driving gear (71) and a third-gear driving gear (73) which are sequentially arranged on the inner input shaft (7) along the axial direction; the inner input shaft (7) is connected with the outer input shaft (4) through the second clutch (6), and the second gear driving gear (72) is connected with the outer input shaft (4) through the third clutch (5);
an output gear (81) on the second motor (8) is meshed with the third-gear driving gear (73) through an idler gear (82);
the output shaft assembly comprises an output shaft (9), and a second-gear driven gear (94), a first-gear driven gear (93), a synchronizer (92) and a third-gear driven gear (91) which are sequentially arranged on the output shaft (9) along the axial direction, wherein the second-gear driven gear (94) is meshed with the second-gear driving gear (72), the first-gear driven gear (93) is meshed with the first-gear driving gear (71), and the third-gear driven gear (91) is meshed with the third-gear driving gear (73);
the synchronizer (92) is matched with the first-gear driven gear (93) or the third-gear driven gear (91) under the action of a shifting fork.
2. The hybrid transmission of claim 1, wherein the synchronizer (92) includes a synchronizer hub (921) and a synchronizer sleeve (922) engaged with the synchronizer hub (921), the synchronizer hub (921) being provided on the output shaft (9), the synchronizer sleeve (922) being engaged with the first-speed driven gear (93) or the third-speed driven gear (91) under a shift fork action.
3. The hybrid transmission of claim 1, further comprising a differential assembly (10), a final drive driven gear (101) on said differential assembly (10) meshing with a final drive gear (95) on said output shaft (9).
4. Hybrid gearbox according to claim 1, characterised in that said first electric machine (2) is a disc-type electric machine, said first clutch (3) being placed in the rotor of said first electric machine (2).
5. Hybrid gearbox according to claim 1, characterised in that said first clutch (3), second clutch (6) and third clutch (5) are all wet clutches.
6. Hybrid gearbox according to claim 1, characterised in that said external input shaft (4), internal input shaft (7) and said output shaft (9) are both arranged in parallel.
7. Hybrid drive system, characterized in that it comprises an engine (1) and a hybrid gearbox according to any one of claims 1-6, the engine (1) and the first electric machine (2) in the hybrid gearbox being connected by means of the first clutch (3).
8. Hybrid drive system according to claim 7, characterized in that it further comprises an energy storage unit connected to said first electric machine (2) and to said second electric machine (8), respectively.
9. The hybrid drive system of claim 8, wherein the energy storage unit is a battery or a super capacitor.
10. An automobile comprising an automobile body and the hybrid drive system according to any one of claims 7 to 9, the hybrid drive system being mounted on the automobile body.
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| CN201922389970.6U CN211663047U (en) | 2019-12-26 | 2019-12-26 | Hybrid power gearbox, hybrid power driving system and automobile |
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| CN201922389970.6U CN211663047U (en) | 2019-12-26 | 2019-12-26 | Hybrid power gearbox, hybrid power driving system and automobile |
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| CN110901366A (en) * | 2019-12-26 | 2020-03-24 | 株洲齿轮有限责任公司 | Hybrid power gearbox, hybrid power driving system and automobile |
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| CN110901366A (en) * | 2019-12-26 | 2020-03-24 | 株洲齿轮有限责任公司 | Hybrid power gearbox, hybrid power driving system and automobile |
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