CN215172160U - Gearbox hydraulic system for hybrid power - Google Patents
Gearbox hydraulic system for hybrid power Download PDFInfo
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- CN215172160U CN215172160U CN202120812038.4U CN202120812038U CN215172160U CN 215172160 U CN215172160 U CN 215172160U CN 202120812038 U CN202120812038 U CN 202120812038U CN 215172160 U CN215172160 U CN 215172160U
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Abstract
The utility model discloses a gearbox hydraulic system for hybrid, including fuel feeding subsystem, main oil pressure control subsystem, clutch control subsystem, shift control subsystem and lubricated cooling subsystem, the fuel feeding subsystem intercommunication lubricated cooling subsystem and/or main oil pressure control subsystem, main oil pressure control subsystem includes the main oil circuit, be provided with a pressure control valve on the main oil circuit, the output parallel connection of pressure control valve has clutch control subsystem and shift control subsystem. The beneficial effects of the utility model are mainly embodied in that: the structure setting of clutch control subsystem has been optimized, with the parallelly connected setting of clutch control subsystem and shift control subsystem for pressure control valve can adjust the oil pressure difference between main oil circuit and shift control subsystem, the clutch control subsystem simultaneously, makes the oil pressure that gets into clutch control subsystem less, makes clutch control valve control oil pressure and oil mass that can be more accurate, practices thrift the energy consumption.
Description
Technical Field
The utility model relates to a motor transmission technical field specifically relates to a gearbox hydraulic system for hybrid.
Background
The hybrid system is a hybrid system. The transmission system which can couple the power of the engine and the driving motor together in a certain mode and can realize speed change and torque change is a hybrid gearbox. Hybrid transmissions can generally be divided into dedicated hybrid transmissions and improved hybrid transmissions based on a conventional transmission integrated hybrid unit (drive motor and corresponding control system).
In the hybrid system, the working mode of the driving motor is very flexible: the vehicle can be driven independently, and pure electric driving is realized; the device can be used as a starting device of the engine to assist the engine to start; the power assisting device can provide power for the engine and improve the acceleration capability of the vehicle; the fuel economy of the engine can be improved by adjusting the torque load of the engine when the vehicle is driven together with the engine; the device can also be used as an energy feedback device to recover braking energy in vehicle deceleration and the like.
However, with the increasing of the oil consumption and emission of automobiles, the national regulations and regulations of the automobile are increased day by day, the hybrid power special gearbox faces higher energy consumption requirements, the oil supply system in the prior art is not reasonable in design, the oil pump of the cooling and lubricating oil way and the oil pump of the main oil way of the gearbox can generate an oil robbing phenomenon during working, and the filtering load of an oil outlet filter screen is increased; the unreasonable arrangement of the structural design of the hydraulic system among the system functions causes the oil pump to work excessively, unnecessary energy consumption is generated, and excessive emission finally influences the use effect of the gearbox, and influences the use performance and service life of each component in the gearbox.
Therefore, a hydraulic system which is reasonable in structural design and suitable for a hybrid power transmission is a problem which needs to be solved urgently at present.
SUMMERY OF THE UTILITY MODEL
The utility model aims at overcoming the not enough of prior art existence, provide a gearbox hydraulic system for hybrid.
The purpose of the utility model is realized through the following technical scheme:
the utility model provides a gearbox hydraulic system for hybrid, includes fuel feeding subsystem, main oil pressure control subsystem, clutch control subsystem, shift control subsystem and lubricated cooling subsystem, the fuel feeding subsystem intercommunication lubricated cooling subsystem and/or main oil pressure control subsystem, main oil pressure control subsystem includes the main oil circuit, be provided with a pressure control valve on the main oil circuit, the output of pressure control valve is parallelly connected with clutch control subsystem and shift control subsystem.
Preferably, the clutch control subsystem comprises a clutch control valve and a clutch which are sequentially communicated with the pressure control valve, and a spring end of the clutch control valve is provided with a feedback oil path.
Preferably, an oil drainage end of the clutch control valve, which is communicated with an oil tank in the oil supply subsystem, is provided with a second one-way valve.
Preferably, an oil path between the clutch control valve and the clutch is provided with a filter screen, and a second energy accumulator is connected in parallel between the filter screen and the clutch.
Preferably, an oil circuit control valve and a gear shifting piston which are communicated with the pressure control valve are further arranged in the gear shifting control subsystem, a three-gear oil circuit is arranged in the oil circuit control valve, and the gear shifting piston is communicated with different gear oil circuits through movement of the oil circuit control valve to shift gears.
Preferably, an oil drainage end of the oil way control valve, which is communicated with an oil tank in the oil supply subsystem, is provided with a third one-way valve.
Preferably, the input end and the output end of the pressure control valve and the two sides of the gear shifting piston are respectively provided with a filter screen.
Preferably, a first electronic pump and a second electronic pump which are connected are arranged in the oil supply subsystem, the input ends of the first electronic pump and the second electronic pump are communicated with the oil tank, and a filter is arranged between the first electronic pump and the oil tank; the first electronic pump is communicated with a lubricating oil path, the second electronic pump is communicated with a switch control valve in the main oil pressure control subsystem and is switched and communicated with the lubricating oil path or the main oil path through the switch control valve, and when the second electronic pump is communicated with the main oil path, the second electronic pump supplies oil to the first energy accumulator.
Preferably, a safety valve, a first one-way valve, a pressure sensor and a high-pressure filter which are communicated with a main oil path are further arranged in the main oil pressure control subsystem, the high-pressure filter and the first one-way valve are sequentially arranged between the switch control valve and the first energy accumulator, and the first one-way valve controls hydraulic oil to flow into the first energy accumulator from the switch control valve in a one-way mode; the pressure sensor is disposed proximate the clutch control subsystem.
Preferably, the lubrication cooling subsystem comprises a temperature sensor, an oil cooler, a bypass valve and a group of throttling holes which are communicated with each other, the temperature sensor is arranged at the input ends of the oil cooler and the bypass valve, the bypass valve is connected with the oil cooler in parallel, and hydraulic oil is output from the output end of the oil cooler or the bypass valve and is output through the throttling holes.
The beneficial effects of the utility model are mainly embodied in that:
1. the structure arrangement of the clutch control subsystem is optimized, the clutch control subsystem and the gear shifting control subsystem are arranged in parallel, so that the pressure control valve can simultaneously adjust the oil pressure difference between the main oil way and the gear shifting control subsystem as well as between the main oil way and the clutch control subsystem, the oil pressure entering the clutch control subsystem is small, the clutch control valve can control the oil pressure and the oil quantity more accurately, and the energy consumption is saved;
2. the spring end of the clutch control valve is provided with a feedback oil path to enable the spring force, the feedback pressure and the electromagnetic force to form dynamic balance, the control on the clutch pressure can realize smooth curve linear control, and the spring end of the electromagnetic valve is provided with a feedback oil path to improve the control accuracy of the electromagnetic valve;
3. the oil way control valve is arranged to improve accurate control over oil quantity, reduce unnecessary oil quantity loss and save oil quantity consumption, and the oil way control valve can reduce gear shifting impact and NVH (noise, vibration and harshness) problem by controlling the flow area and perform smooth gear shifting;
4. the oil supply subsystem supplies oil by adopting a duplex electronic pump, the switch control valve is arranged for switching high and low pressure oil paths, the use of the first energy accumulator is matched, when the oil storage of the energy accumulator meets the system requirement, the switch control valve is utilized for switching to a lubricating oil path, and the electronic pump switches the working mode, so that the electronic pump can discontinuously work in a high pressure area, the working time of the electronic pump in the high pressure area is reduced, the service life of the electronic pump is prolonged, the efficiency of the whole hydraulic system is improved, and meanwhile, the energy consumption is saved;
5. be provided with filter, high pressure filter and filter screen and come to filter hydraulic oil layer by layer, guaranteed the cleanness of hydraulic oil product.
Drawings
The technical scheme of the utility model is further explained by combining the attached drawings as follows:
FIG. 1: the hydraulic schematic diagram of the gearbox hydraulic control system of the utility model;
FIG. 2: the utility model discloses shift control subsystem and clutch control subsystem's hydraulic pressure schematic diagram.
Detailed Description
The present invention will be described in detail below with reference to specific embodiments shown in the drawings. However, these embodiments are not limited to the present invention, and structural, method, or functional changes made by those skilled in the art according to these embodiments are all included in the scope of the present invention.
In the description of the embodiments, it should be noted that the terms "center", "upper", "lower", "left", "right", "front", "rear", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the devices or elements referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. In the description of the embodiment, the operator is used as a reference, and the direction close to the operator is a proximal end, and the direction away from the operator is a distal end.
As shown in fig. 1, the utility model discloses a gearbox hydraulic system for hybrid, including fuel feeding subsystem 1, main oil pressure control subsystem 2, clutch control subsystem 3, shift control subsystem 4 and lubricated cooling subsystem 5, fuel feeding subsystem 1 intercommunication lubricated cooling subsystem 5 and/or main oil pressure control subsystem 2, main oil pressure control subsystem 2 includes main oil circuit 7, be provided with a pressure control valve 401 on the main oil circuit 7, pressure control valve 401's output has clutch control subsystem 3 and shift control subsystem 4 in parallel.
The pressure control valve 401 is preferably a VFS solenoid valve for controlling the oil pressure entering the clutch control subsystem 3 and the shift control subsystem 4 from the main oil line 7. The pressure control valve 401 is controlled by a TCU, the TCU improves and controls the current of the pressure control valve 401 to control the electromagnetic force, and then controls the flow area formed by the valve core and the valve hole, and the pressure entering the piston cylinder is controlled by adjusting the current according to the balance relation formed by the electromagnetic force, the spring force and the feedback pressure. A feedback oil path 10 is provided at a spring end of the pressure control valve 401, and the feedback oil path 10 can improve the control accuracy of the pressure control valve 401 when the pressure control valve is controlled.
As shown in fig. 1 and fig. 2, the clutch control subsystem 3 and the shift control subsystem 4 are arranged in parallel, so that the pressure control valve 401 can simultaneously adjust the oil pressure difference between the main oil path 7 and the oil pressure difference between the shift control subsystem 4 and the clutch control subsystem 3, and reduce the oil pressure entering the clutch control subsystem 3, so that the clutch control valve 3 can control the oil pressure and the oil quantity more accurately, and the energy consumption is saved.
Specifically, the clutch control subsystem 3 includes in proper order with clutch control valve 301 and clutch 302 of pressure control valve 401 intercommunication, clutch control valve 301 is the VFS solenoid valve control clutch for clutch control valve 301 accomplishes accurate control to the pressure and the flow of the hydraulic oil that passes through. The size of the area of the matching opening of the valve core and the valve body of the clutch control valve 301 and the amount of hydraulic oil in the piston cavity of the clutch 302 are controlled by controlling the current of the clutch control valve 301, so that the pressure of the hydraulic oil in the piston cavity of the clutch 302 is adjusted, and the torque transmitted by the clutch 302 is adjusted.
Further, the spring end of the clutch control valve 301 has a feedback oil path 10. The feedback oil path 10 makes the spring force, the feedback pressure and the electromagnetic force form dynamic balance, and the control of the pressure of the clutch 302 can realize smooth curve linear control, thereby improving the accuracy of controlling the combination and the separation of the clutch 302.
In order to improve the cleanliness of the hydraulic oil entering and exiting the cavity of the clutch 302 and avoid the blockage of the slide valve caused by impurities, filter screens 8 are arranged in front of the input ends of the clutch control valve 301 and the clutch 302. And a second one-way valve 303 is arranged at the oil drainage end of the clutch control valve 301 communicated with the oil tank 100 to avoid the backflow of hydraulic oil.
The output end of the clutch control valve 301 is provided with a second energy accumulator 305 connected with the clutch 302 in parallel, and the filter screen 8 is arranged between the second energy accumulator 305 and the clutch control valve 301. The second accumulator 3 can absorb oil vibration and hydraulic impact caused by fluctuation of the main oil passage 7, so that the two states of connection and disconnection of the clutch 302 are more stable.
The oil supply subsystem 1 comprises an oil tank 100 for supplying hydraulic oil, and a first electronic pump 101 and a second electronic pump 102 for outputting the hydraulic oil from the oil tank 100, wherein the first electronic pump 101 and the second electronic pump 102 are connected and controlled by the same motor, so that oil supply of a duplex electronic pump is realized. Specifically, the first electronic pump 101 is communicated with the lubrication cooling subsystem 5 through a lubrication oil path 6, the second electronic pump 102 is communicated with a main oil path 7 through a switch control valve 201, and the main oil pressure control subsystem 2 is communicated with the shift control subsystem 4 and the lubrication cooling subsystem 5 through the main oil path 7. The utility model provides a first electronic pump 101 and second electronic pump 102 with be provided with filter 103 between the oil tank 100, come the filtration follow hydraulic oil in the oil tank 100 guarantees the cleanness of oil.
The primary oil pressure control subsystem 2 includes an on-off control valve 201, a first accumulator 202, a relief valve 203, a pressure sensor 204, a first check valve 205, and a high pressure filter 206.
The first accumulator 202 is provided between the first check valve 204 and the pressure sensor 205 and communicates with the main oil passage 7. In a first state, the first accumulator 202 is filled with oil for energy storage; in the second state, the first accumulator 202 supplies oil to the clutch control subsystem 3 and the shift control subsystem 4. Further, the first accumulator 202 has an air bag therein, and the air bag has a pre-charging pressure therein, so that it can meet the pressure requirement of the system. In a preferred embodiment, the gas filled in the air bag is nitrogen. The arrangement of the first accumulator 202 can provide stable flow and pressure for the clutch control subsystem 3 and the gear shifting control subsystem 4, and before the pressure of the first accumulator 202 is reduced to a set minimum value, the first accumulator 202 continuously provides stable pressure for the whole main oil pressure control subsystem 2, so that the accuracy, smoothness and stability of control are guaranteed. The relief valve 203 communicates with the main oil passage 7, and can limit the maximum pressure of the entire system to protect the safety of the main oil pressure control sub-system 2.
The first check valve 204 is arranged close to the on-off control valve 201 and controls one-way inflow of hydraulic oil from the oil supply subsystem 1 to the main oil pressure control subsystem 2, and the pressure sensor 205 is arranged close to the clutch control subsystem 3. The pressure sensor 205 is in communication with the main oil passage 7 to monitor the pressure of the entire main oil pressure control subsystem 2 in real time, and the on-off control valve 201 is enabled to switch the communication of the lubricating oil passage 6 or the main oil passage 7 according to the measured pressure value. Meanwhile, the pressure sensor 205 is arranged close to the clutch control subsystem 3, so that the pressure value measured by the pressure sensor 205 is closer to the actual value of the clutch pressure, and more accurate data support is provided for the control of the TCU.
The high-pressure filter 206 is disposed between the on-off control valve 201 and the input end of the first check valve 204 to ensure the cleanness of the oil in the main oil path 7.
An oil path control valve 402 and a gear shifting piston 403 which are communicated with the pressure control valve 401 are further arranged in the gear shifting control subsystem 4, a three-gear oil path is arranged in the oil path control valve 402, and the gear shifting piston 403 is communicated with different gear oil paths through the movement of the oil path control valve 402 to shift gears. Specifically, a 1-gear oil path 4021, an N-gear oil path 4023 and a 2-gear oil path 4022 are sequentially arranged in the oil path control valve 402 from left to right, the oil path control valve 402 switches the 1-gear oil path 4021, the 2-gear oil path 4022 and the N-gear oil path 4023 through movement to communicate with the shift piston 403 and the pressure control valve 401, hydraulic oil in the pressure control valve 401 is input to the left side or the right side of the shift piston 403 through the 1-gear oil path 4021 or the 2-gear oil path 4022, and differential control is performed on a shift fork 405 in the shift piston 403. When the pressure control valve 401 communicates with the 1-gear oil passage 4021, the hydraulic oil is input to the left side of the shift piston 403 to form a 1-gear; when the pressure control valve 401 communicates with the 2-gear oil passage 4022, the hydraulic oil is input to the right side of the shift piston 403 to form a 2-gear; when the pressure control valve 401 communicates with the N-stop oil passage 4023, the hydraulic oil is not input to the oil passage control valve 402. The N-gear oil passage 4023 can control the shifting piston 403 not to flow hydraulic oil when the shifting is not performed, so that the oil quantity is saved, and the purposes of energy conservation and emission reduction are achieved.
In order to avoid backflow between the oil control valve 402 and the oil drain end communicated with the oil tank 100 in the oil supply subsystem 1, a third check valve 404 is further disposed at the oil drain end of the oil control valve 402.
The oil path control valve 402 is further connected with a displacement sensor (not shown in the figure), the oil path control valve 402 reasonably controls the current of the oil path control valve 402 according to the signal judgment of the displacement sensor when the gear shifting is finished, controls the flow area to a preset value, reduces the passing hydraulic oil, achieves the purpose of smooth gear shifting, and effectively controls the used oil amount.
In order to guarantee the inside oil cleanness of shift control subsystem 4, pressure control valve 401's input and output the both sides of shifting piston 403 are equallyd divide and are provided with filter screen 8 respectively, filter screen 8 filters layer upon layer the hydraulic oil that passes through.
The lubrication cooling subsystem 5 includes temperature sensor 501, oil cooler 502, bypass valve 503 and a set of orifice 504 that are linked together, temperature sensor 501 set up in the input of oil cooler 502 and bypass valve 503, detect promptly and get into the temperature of the hydraulic oil of lubrication cooling subsystem 5, because hydraulic oil lasts the fuel feeding at the gearbox course of operation, set up the oil temperature that can real-time supervision whole gearbox like this, for the solenoid valve 401 in the whole gearbox, the temperature compensation coefficient of clutch control valve 301 provides real-time data, has guaranteed the control of whole gearbox.
The hydraulic oil is output after passing through the oil cooler 502, and is lubricated and cooled for the parts of the gearbox, so that the lubricating and cooling effects are improved, and the parts of the whole gearbox can normally work in a reasonable temperature range.
The bypass valve 503 is connected in parallel with the oil cooler 502, and hydraulic oil is output from the output end of the oil cooler 502 or the bypass valve 503 and is output through the throttle hole 504. The bypass valve 503 is arranged to open the oil body input when the oil cooler 502 is blocked, so as to ensure that the lubrication subsystem has enough lubricating oil to supply to the parts to be lubricated.
In the preferred embodiment, each lubrication point has an orifice 504 to control flow, further reducing cost. Specifically, the utility model discloses in, first electronic pump 101 and second electronic pump 102 are lubricated refrigerated flow source, the rotational speed of first electronic pump 101 and/or second electronic pump 102 is according to lubricated cooling subsystem 5's demand is adjusted, by the orifice 504 control flow of each lubrication point, adjusts the size of lubricated cooling oil circuit pressure, when carrying out lubricated cooling, reduces unnecessary energy consumption, practices thrift the cost.
As shown in fig. 1, the utility model discloses in still be provided with parking subsystem 9, parking subsystem 9 be provided with control valve 901 and hydraulic pressure parking mechanism 902 of main oil circuit 7 intercommunication, parking subsystem 9 also by first energy storage ware 202 fuel feeding, this system is not the utility model discloses a key, the No. repeated description is done here.
It should be understood that although the present description refers to embodiments, not every embodiment contains only a single technical solution, and such description is for clarity only, and those skilled in the art should make the description as a whole, and the technical solutions in the embodiments can also be combined appropriately to form other embodiments understood by those skilled in the art.
The above list of details is only for the practical implementation of the present invention, and they are not intended to limit the scope of the present invention, and all equivalent implementations or modifications that do not depart from the technical spirit of the present invention should be included in the scope of the present invention.
Claims (10)
1. The utility model provides a gearbox hydraulic system for hybrid, includes fuel feeding subsystem (1), main oil pressure control subsystem (2), clutch control subsystem (3), gear shift control subsystem (4) and lubricated cooling subsystem (5), fuel feeding subsystem (1) intercommunication lubricated cooling subsystem (5) and/or main oil pressure control subsystem (2), its characterized in that: the main oil pressure control subsystem (2) comprises a main oil way (7), a pressure control valve (401) is arranged on the main oil way (7), and the output end of the pressure control valve (401) is connected with a clutch control subsystem (3) and a gear shifting control subsystem (4) in parallel.
2. A hybrid transmission hydraulic system as defined in claim 1, wherein: the clutch control subsystem (3) comprises a clutch control valve (301) and a clutch (302) which are sequentially communicated with the pressure control valve (401), and a feedback oil path (10) is arranged at the spring end of the clutch control valve (301).
3. A hybrid transmission hydraulic system as defined in claim 2, wherein: and a second one-way valve (303) is arranged at an oil drainage end of the clutch control valve (301) communicated with an oil tank (100) in the oil supply subsystem (1).
4. A hybrid transmission hydraulic system as defined in claim 3, wherein: an oil circuit between the clutch control valve (301) and the clutch (302) is provided with a filter screen (8), and a second energy accumulator (305) is connected in parallel between the filter screen (8) and the clutch (302).
5. The transmission hydraulic system for a hybrid according to claim 4, characterized in that: an oil circuit control valve (402) and a gear shifting piston (403) which are communicated with the pressure control valve (401) are further arranged in the gear shifting control subsystem (4), a three-gear oil circuit is arranged in the oil circuit control valve (402), and the gear shifting piston (403) is communicated with different gear oil circuits through movement of the oil circuit control valve (402) to shift gears.
6. The transmission hydraulic system for a hybrid according to claim 5, characterized in that: and a third one-way valve (404) is arranged at an oil drainage end of the oil way control valve (402) communicated with an oil tank (100) in the oil supply subsystem (1).
7. A hybrid transmission hydraulic system as defined in claim 6, wherein: the input end and the output end of the pressure control valve (401) and the two sides of the gear shifting piston (403) are respectively provided with a filter screen (8).
8. A hybrid transmission hydraulic system according to any one of claims 1 to 7, characterized in that: a first electronic pump (101) and a second electronic pump (102) which are connected are arranged in the oil supply subsystem (1), the input ends of the first electronic pump (101) and the second electronic pump (102) are communicated with the oil tank (100), and a filter (103) is arranged between the first electronic pump and the oil tank; the first electronic pump (101) is communicated with a lubricating oil path (6), the second electronic pump (102) is communicated with a switch control valve (201) in the main oil pressure control subsystem (2), the lubricating oil path (6) or the main oil path (7) is switched and communicated through the switch control valve (201), and when the second electronic pump (102) is communicated with the main oil path (7), the second electronic pump (102) supplies oil to the first accumulator (202).
9. A hybrid transmission hydraulic system as defined in claim 8, wherein: a safety valve (203), a first one-way valve (204), a pressure sensor (205) and a high-pressure filter (206) which are communicated with a main oil way (7) are further arranged in the main oil pressure control subsystem (2), the high-pressure filter (206) and the first one-way valve (204) are sequentially arranged between the switch control valve (201) and the first energy accumulator (202), and the first one-way valve (204) controls hydraulic oil to flow into the first energy accumulator (202) from the switch control valve (201) in a one-way mode; the pressure sensor (205) is disposed proximate to the clutch control subsystem (3).
10. A hybrid transmission hydraulic system according to any one of claims 1 to 7, characterized in that: the lubrication cooling subsystem (5) comprises a temperature sensor (501), an oil cooler (502), a bypass valve (503) and a group of throttling holes (504) which are communicated with each other, the temperature sensor (501) is arranged at the input ends of the oil cooler (502) and the bypass valve (503), the bypass valve (503) is connected with the oil cooler (502) in parallel, and hydraulic oil is output from the output end of the oil cooler (502) or the bypass valve (503) and is output through the throttling holes (504).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120812038.4U CN215172160U (en) | 2021-04-20 | 2021-04-20 | Gearbox hydraulic system for hybrid power |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120812038.4U CN215172160U (en) | 2021-04-20 | 2021-04-20 | Gearbox hydraulic system for hybrid power |
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| CN215172160U true CN215172160U (en) | 2021-12-14 |
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| CN202120812038.4U Active CN215172160U (en) | 2021-04-20 | 2021-04-20 | Gearbox hydraulic system for hybrid power |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113124153A (en) * | 2021-04-20 | 2021-07-16 | 坤泰车辆系统（常州）有限公司 | Gearbox hydraulic system for hybrid power |
| CN114370501A (en) * | 2021-12-28 | 2022-04-19 | 贵州凯星液力传动机械有限公司 | Hydraulic transmission control system |
-
2021
- 2021-04-20 CN CN202120812038.4U patent/CN215172160U/en active Active
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113124153A (en) * | 2021-04-20 | 2021-07-16 | 坤泰车辆系统（常州）有限公司 | Gearbox hydraulic system for hybrid power |
| CN113124153B (en) * | 2021-04-20 | 2024-08-09 | 安徽坤泰车辆动力科技有限公司 | Gearbox hydraulic system for hybrid power |
| CN114370501A (en) * | 2021-12-28 | 2022-04-19 | 贵州凯星液力传动机械有限公司 | Hydraulic transmission control system |
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Address after: No.368 Longjin Road, Changzhou City, Jiangsu Province 213000 Patentee after: Kuntai vehicle system (Changzhou) Co.,Ltd. Address before: No.368 Longjin Road, Changzhou City, Jiangsu Province 213000 Patentee before: KUNTYE VEHICLE SYSTEM (CHANGZHOU) Co.,Ltd. |
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