CN215360898U - Double-motor hybrid power transmission device of automobile - Google Patents
Double-motor hybrid power transmission device of automobile Download PDFInfo
- Publication number
- CN215360898U CN215360898U CN202120579294.3U CN202120579294U CN215360898U CN 215360898 U CN215360898 U CN 215360898U CN 202120579294 U CN202120579294 U CN 202120579294U CN 215360898 U CN215360898 U CN 215360898U
- Authority
- CN
- China
- Prior art keywords
- gear
- shaft
- transmission
- input
- motor
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Landscapes
- Hybrid Electric Vehicles (AREA)
Abstract
A double-motor hybrid power transmission device of an automobile comprises an engine, a first motor, a second motor, a differential, an input shaft, a transmission shaft, a hollow shaft, a middle shaft and an output shaft, wherein the engine is connected with the input shaft through a clutch, the first input gear is circumferentially fixed on the input shaft, one end of the transmission shaft penetrates through the circumferential fixed transmission gear of the hollow shaft, the second input gear is circumferentially fixed on the hollow shaft, a second gear driving gear and a first gear driving gear are circumferentially fixed on the middle shaft, the first input gear and the first gear driving gear are meshed with the transmission gear together, the output shaft is in clearance fit with a second gear driven gear and a first gear driven gear, the second input gear and the second gear driven gear are meshed with a second gear driving gear, the first gear driven gear is meshed with the first gear driving gear, a synchronizer is arranged between the second gear driven gear and the first gear, the output gear is meshed with a differential gear of the differential, the other end of the transmission shaft penetrates through the hollow shaft to be connected with a rotating shaft of the second motor, and the hollow shaft is connected with a rotating shaft of the first motor.
Description
Technical Field
The utility model relates to the technical field of power transmission of automobiles, in particular to a double-motor hybrid power transmission device of an automobile.
Background
With the increasing energy crisis, people are challenged greatly, the traditional fuel oil automobile mainly uses non-renewable resources such as petroleum and diesel oil as power sources, and the exhaust emission of the traditional fuel oil automobile also causes environmental pollution, so the development of the traditional fuel oil automobile is severely restricted by the shortage of the non-renewable resources and the deterioration of the natural environment, the development of the automobile industry is increasingly prone to low carbon, energy conservation and environmental protection, and various automobile manufacturers begin to research and develop new energy automobiles with low oil consumption and low emission. Hybrid vehicle is as one kind of new energy automobile to engine and power battery are as the power supply, but the hybrid system who has among the current hybrid vehicle keeps off a position quantity too little, can't satisfy the car and go in-process operating mode demand, and some keep off a position quantity too much, can cause to keep off a position redundancy, and the structure is complicated, and the difficulty is arranged to the whole car, and the limitation of popularization is great.
Disclosure of Invention
The utility model aims to overcome the defects of the prior art and provides a double-motor hybrid power transmission device of an automobile, which has two-gear driving, can meet various working condition requirements of the automobile, can perform acceleration assistance when the automobile is accelerated, ensures dynamic property and drivability, can realize various driving modes such as pure electric driving, hybrid driving, energy recovery and the like, can reduce oil consumption of the automobile and reduce pollution emission.
The technical scheme of the utility model is as follows: a double-motor hybrid power transmission device of an automobile comprises an engine, a first motor, a second motor, a differential, an input shaft, a transmission shaft, a hollow shaft, an intermediate shaft and an output shaft, wherein the input shaft, the transmission shaft, the intermediate shaft and the output shaft are arranged in parallel, the engine is connected with the input shaft through a clutch, the first input gear is circumferentially fixed on the input shaft, one end of the transmission shaft extends out of a circumferentially fixed transmission gear of the hollow shaft, the second input gear is circumferentially fixed on the hollow shaft, a second driving gear and a first driving gear are sequentially circumferentially fixed on the intermediate shaft, the first input gear and the first driving gear are jointly meshed with the transmission gear, a second driven gear and a first driven gear are in clearance fit on the output shaft, the second input gear and the second driven gear are jointly meshed with a second driving gear, and the first driven gear is meshed with the first driving gear, a synchronizer is arranged between the two driven gears and the one driven gear, the synchronizer is circumferentially fixed on the output shaft, an output gear is circumferentially fixed on the output shaft, the output gear is meshed with a differential gear of a differential, the other end of the transmission shaft penetrates through the hollow shaft to be fixedly connected with a rotating shaft of the second motor, the hollow shaft is fixedly connected with the rotating shaft of the first motor, and the transmission shaft and the hollow shaft are at the same axial lead.
And the opposite ends of the second gear driven gear and the first gear driven gear are respectively provided with a combination tooth, and the gear ring of the synchronizer is respectively corresponding to the combination teeth of the second gear driven gear and the first gear driven gear.
The clutch is a dry clutch or a wet clutch.
Adopt above-mentioned technical scheme: the engine is connected with the input shaft through a clutch, a first input gear is circumferentially fixed on the input shaft, a transmission gear is circumferentially fixed at one end of the transmission shaft, a second input gear is circumferentially fixed on the hollow shaft, a second driving gear and a first driving gear are sequentially circumferentially fixed on the intermediate shaft, the first input gear and the first driving gear are meshed with the transmission gear together, a second driven gear and a first driven gear are in clearance fit on the output shaft, the second input gear and the second driven gear are meshed with the second driving gear together, the first driven gear is meshed with the first driving gear, and a synchronizer is arranged on the second driven gear, the first driven gear and the second driven gear, And the synchronizer is circumferentially fixed on the output shaft, the output gear is meshed with a differential gear of a differential, the other end of the transmission shaft penetrates through the hollow shaft to be connected and fixed with a rotating shaft of the second motor, the hollow shaft is connected and fixed with a rotating shaft of the first motor, and the transmission shaft and the hollow shaft have the same axial lead. This transmission sets up two sets of fender gears, makes this transmission homoenergetic realize two fender drives under pure electronic, pure engine, the hybrid drive mode, can satisfy the dynamic nature requirement of whole car, compares that one keeps off the fender position oil consumption lower, the economic nature is better, and compares and keep off the position more compact in the structure more than two. Moreover, the engine and the motor of the transmission device share the first gear pair and the second gear pair, and the second motor, the first motor and the transmission shaft are coaxially arranged, so that the axial length of the transmission device can be reduced, the whole device is simple in structure and smaller in size, and the requirement of most engine cabin arrangement is met. In addition, the transmission device can realize acceleration assistance through the motor in the acceleration process, ensures the dynamic property, has multiple efficient driving modes such as pure electric driving, hybrid driving, energy recovery and the like, and can start the engine during the advancing process, so that the engine can be kept to operate in a high-efficiency interval, the fuel economy is good, the fuel consumption of a vehicle can be reduced, and the pollutant emission is reduced.
And the opposite ends of the second-gear driven gear and the first-gear driven gear are respectively provided with a joint tooth, a gear ring of the synchronizer corresponds to the joint teeth of the second-gear driven gear and the first-gear driven gear, and the power transmission of the engine, the first motor and the output shaft is realized through the joint of the synchronizer and the second-gear driven gear or the first-gear driven gear.
The utility model is further described with reference to the drawings and the specific embodiments in the following description.
Drawings
FIG. 1 is a schematic structural diagram of the present invention.
Detailed Description
Referring to fig. 1, a dual-motor hybrid power transmission device for a vehicle includes an engine (1), a first motor 3, a second motor 4, and a differential 19, where the engine 1 may be a four-cylinder engine or a three-cylinder engine, or may be another similar engine, and the first motor 3 and the second motor 4 may share one battery or use different batteries, respectively. The device is characterized by further comprising an input shaft 5, a transmission shaft 6, a hollow shaft 20, an intermediate shaft 7 and an output shaft 8, wherein the input shaft 5, the transmission shaft 6, the intermediate shaft 7 and the output shaft 8 are arranged in parallel. The engine 1 is connected to the input shaft 5 via the clutch 2, and when the clutch 2 is disengaged, the engine 1 and the input shaft 5 are disengaged from each other, and when the clutch 2 is engaged, power transmission is enabled between the engine 1 and the input shaft 5, and the clutch 2 is a dry clutch or a wet clutch. A first input gear 10 is circumferentially fixed on the input shaft 5, one end of a transmission shaft 6 extends out of a hollow shaft 20 and is circumferentially fixed with a transmission gear 11, a second input gear 12 is circumferentially fixed on the hollow shaft 20, a second gear driving gear 14 and a first gear driving gear 13 are sequentially circumferentially fixed on the intermediate shaft 7, the first input gear 10 and the first gear driving gear 13 are jointly meshed with the transmission gear 11, a second gear driven gear 16 and a first gear driven gear 15 are in clearance fit on the output shaft 8, the second input gear 12 and the second gear driven gear 16 are jointly meshed with the second gear driving gear 14, the first gear driven gear 15 is meshed with the first gear driving gear 13, a synchronizer 18 is arranged between the second gear driven gear 16 and the first gear driven gear 15, the synchronizer 18 is circumferentially fixed on the output shaft 8, and the opposite ends of the second gear driven gear 16 and the first gear 15 are respectively provided with a joint tooth, the gear ring of the synchronizer 18 corresponds to the combined teeth of the second-gear driven gear 16 and the first-gear driven gear 15 respectively, and when the synchronizer 18 is engaged with the first-gear driven gear 15, the first input gear 10, the transmission gear 11, the first-gear driving gear 13 and the first-gear driven gear 15 form a first-gear pair, or the second input gear 12, the second-gear driving gear 14, the first-gear driving gear 13 and the first-gear driven gear 15 form a first-gear pair; when the synchronizer 18 is engaged with the second-gear driven gear 16, the first input gear 10, the transmission gear 11, the first-gear driving gear 13, the second-gear driving gear 14 and the second-gear driven gear 16 form a second-gear pair, or the second input gear 12, the second-gear driving gear 14 and the second-gear driven gear 16 form a second-gear pair; the power transmission of the engine 1, the first motor 3, and the output shaft 8 is thereby achieved by the engagement of the synchronizer 18 with the second-gear driven gear 16 or the first-gear driven gear 15. An output gear 17 is circumferentially fixed on the output shaft 8, the output gear 17 is meshed with a differential gear 9 of a differential 19, the other end of the transmission shaft 6 penetrates through a hollow shaft 20 to be connected and fixed with a rotating shaft of the second motor 4, the hollow shaft 20 is connected and fixed with a rotating shaft of the first motor 3, the transmission shaft 6 and the hollow shaft 20 are in the same axial lead, so that the first motor 3, the second motor 4 and the transmission shaft 6 are coaxially arranged, the axial length and the radial size of the transmission device are reduced, and the structure of the whole transmission device is more compact.
When the double-motor hybrid power transmission device works, the double-motor hybrid power transmission device is controlled by a control module of an automobile and has the following working modes:
1. engine only mode, in which the vehicle is operating in the high speed range
The first gear is driven, the clutch 2 is engaged, the engine 1 transmits torque to the input shaft 5, the synchronizer 18 is engaged with the first gear driven gear 15, the torque on the input shaft 5 is transmitted to the output shaft 8 through the first input gear 10, the transmission gear 11, the first gear driving gear 13 and the first gear driven gear 15, then the output shaft 8 is transmitted to the differential 19 through the output gear 17 and the differential gear 9, and the differential 19 outputs power. Meanwhile, the input shaft 5 transmits torque to the transmission shaft 6 through the first input gear 10 and the transmission gear 11, and the transmission shaft 6 drives the second motor 4 to rotate so as to charge the battery.
The second gear is driven, the clutch 2 is engaged, the engine 1 transmits torque to the input shaft 5, the synchronizer 18 is engaged with the second gear driven gear 16, the torque on the input shaft 5 is transmitted to the intermediate shaft 7 through the first input gear 10, the transmission gear 11 and the first gear driving gear 13, then the intermediate shaft 7 transmits the torque to the output shaft 8 through the second gear driving gear 14 and the second gear driven gear 16, the output shaft 8 is transmitted to the differential 19 through the output gear 17 and the differential gear 9, and the differential 19 outputs power. Meanwhile, the input shaft 5 transmits torque to the transmission shaft 6 through the first input gear 10 and the transmission gear 11, and the transmission shaft 6 drives the second motor 4 to rotate so as to charge the battery.
2. In the pure electric mode, the automobile works in a middle and low speed range
The first gear is driven, the clutch 2 is disconnected, the engine 1 and the second motor 4 do not work, the synchronizer 18 is connected with the first gear driven gear 15, the first motor 3 transmits torque to the hollow shaft 20, the hollow shaft 20 transmits the torque to the intermediate shaft 7 through the second input gear 12 and the second gear driving gear 14, then the intermediate shaft 7 transmits the torque to the output shaft 8 through the first gear driving gear 13 and the first gear driven gear 15, the output shaft 8 transmits the torque to the differential 19 through the output gear 17 and the differential gear 9, and the differential 19 outputs power.
The second gear is driven, the clutch 2 is disconnected, the engine 1 and the second motor 4 do not work, the synchronizer 18 is connected with the second gear driven gear 16, the first motor 3 transmits torque to the hollow shaft 20, the hollow shaft 20 transmits the torque to the output shaft 8 through the second input gear 12, the second gear driving gear 14 and the second gear driven gear 16, the output shaft 8 transmits the torque to the differential 19 through the output gear 17 and the differential gear 9, and the differential 19 outputs power.
3. Hybrid drive mode
The first gear drive, the clutch 2 is engaged, the synchronizer 18 is engaged with the first gear driven gear 15, the engine 1 transmits torque to the input shaft 5, the input shaft 5 transmits the torque to the intermediate shaft 7 through the first input gear 10, the transmission gear 11 and the first gear driving gear 13, the first motor 3 transmits the torque to the hollow shaft 20, the hollow shaft 20 transmits the torque to the intermediate shaft 7 through the second input shaft 12 and the second gear driving gear 14, the torque of the engine 1 and the torque of the first motor 3 are coupled on the intermediate shaft 7, the coupled torque is transmitted to the output shaft 8 through the intermediate shaft 7 and the first gear driving gear 13 and the first gear driven gear 15, the output shaft 8 is transmitted to the differential 19 through the output gear 17 and the differential gear 9, and finally the differential 19 outputs mixed power to realize the mixed drive. Meanwhile, the input shaft 5 transmits torque to the transmission shaft 6 through the first input gear 10 and the transmission gear 11, so that the transmission shaft 6 can drive the second motor 4 to rotate to charge the battery.
The two-gear driving, the clutch 2 is connected, the synchronizer 18 is connected with a two-gear driven gear 16, the engine 1 transmits torque to the input shaft 5, the input shaft 5 transmits the torque to the intermediate shaft 7 through the first input gear 10, the transmission gear 11 and the first-gear driving gear 13, the first motor 3 transmits the torque to the hollow shaft 20, the hollow shaft 20 transmits the torque to the intermediate shaft 7 through the second input shaft 12 and the second-gear driving gear 14, the torque of the engine 1 and the torque of the first motor 3 are coupled on the intermediate shaft 7, the coupled torque is transmitted to the output shaft 8 through the intermediate shaft 7 and the two-gear driven gear 14 and the two-gear driven gear 16, the output shaft 8 is transmitted to the differential 19 through the output gear 17 and the differential gear 9, and finally the differential 19 outputs mixed power to realize the mixed driving. Meanwhile, the input shaft 5 transmits torque to the transmission shaft 6 through the first input gear 10 and the transmission gear 11, so that the transmission shaft 6 can drive the second motor 4 to rotate to charge the battery.
4. Energy recovery
When the whole vehicle slides, the clutch 2 is disconnected, the engine 1 and the second motor 4 stop running, at this time, the synchronizer 18 is combined with the first-gear driven gear 15 or the second-gear driven gear 16, the differential 19 transmits torque to the output shaft 8 through the differential gear 9 and the output gear 17, the output shaft 8 transmits the torque to the intermediate shaft 7 through the corresponding first-gear driven gear 15 and the corresponding first-gear driving gear 13 or the corresponding second-gear driven gear 16 and the corresponding second-gear driving gear 14, and then the intermediate shaft 7 transmits the torque to the hollow shaft 20 through the second-gear driving gear 14 and the second input gear 12, so that the hollow shaft 20 drives the first motor 3 to rotate to charge the battery.
When the whole vehicle is braked, the clutch 2 is disconnected, the engine 1 is in a running state, the second motor 4 stops running, at the moment, the synchronizer 18 is combined with the first-gear driven gear 15 or the second-gear driven gear 16, the differential 19 transmits torque to the output shaft 8 through the differential gear 9 and the output gear 17, the output shaft 8 transmits the torque to the intermediate shaft 7 through the corresponding first-gear driven gear 15 and the corresponding first-gear driving gear 13 or the corresponding second-gear driven gear 16 and the corresponding second-gear driving gear 14, and then the intermediate shaft 7 transmits the torque to the hollow shaft 20 through the second-gear driving gear 14 and the second input gear 12, so that the hollow shaft 20 drives the first motor 3 to rotate to charge the battery.
When the whole vehicle idles, the clutch 2 is engaged, the engine 1 is in an idling state, the synchronizer 18 is disconnected, the engine 1 transmits torque to the input shaft 5, and then the input shaft 5 transmits torque to the transmission shaft 6 through the first input gear 10 and the transmission gear 11 via the input shaft 5, so that the transmission shaft 6 can drive the second motor 4 to rotate to charge the battery.
5. Starting an engine
The clutch 2 is engaged, the second electric machine 4 stops operating, and torque can be transmitted to the transmission shaft 6 through the second electric machine 4, and then transmitted to the input shaft 5 through the transmission gear 11 and the first input gear 10 by the transmission shaft 6, thereby starting the engine 1.
6. Acceleration booster
When the torque required by the wheels is larger than the driving force of the engine 1, the first motor 3 can transmit the torque to the output shaft 8 and the differential 19 for driving, so that the acceleration assisting force of the engine 1 is realized.
This bi-motor hybrid transmission sets up two and keeps off the position, makes this transmission homoenergetic realize two fender drives under pure electronic, pure engine, the hybrid drive mode, can satisfy the dynamic nature requirement of whole car, compares that one keeps off the position oil consumption lower, the economic nature is better, and compares and keep off the position more compact in the structure more than two. When the clutch 2 is engaged, the second motor 4 can charge the battery as long as the engine 1 is in a running state, the energy recovery efficiency is improved, the torque power requirement can be reduced by the first motor 3 in the pure electric mode according to the pure electric speed ratio design of two gears, the motor is miniaturized, and the engine 1 in the pure engine mode can better utilize the engine efficiency range to save oil. Moreover, the engine 1 and the motor of the transmission device share the first gear driving gear 13, the first gear driven gear 15, the second gear driving gear 14 and the second gear driven gear 16, and the second motor 4, the first motor 3 and the transmission shaft 6 are coaxially arranged, so that the axial length and the radial size of the transmission device can be reduced, the whole device is simple in structure and smaller in size, and the arrangement requirements of most engine cabins are met. In addition, this transmission can realize accelerating the helping hand at the first motor 3 of acceleration in-process, guarantees dynamic property to can realize reversing gear function through the reversal of first motor 3. The hybrid electric vehicle has multiple efficient driving modes such as pure electric driving, hybrid driving, energy recovery and the like, and can start the engine during traveling, so that the engine can be kept to operate in a high-efficiency region, the fuel economy is good, the fuel consumption of the vehicle can be reduced, and the pollutant emission can be reduced.
Claims (3)
1. The utility model provides a bi-motor hybrid transmission of car, includes engine (1), first motor (3), second motor (4), differential mechanism (19), its characterized in that: the transmission device is characterized by further comprising an input shaft (5), a transmission shaft (6), a hollow shaft (20), an intermediate shaft (7) and an output shaft (8), wherein the input shaft (5), the transmission shaft (6), the intermediate shaft (7) and the output shaft (8) are arranged in parallel, the engine (1) is connected with the input shaft (5) through a clutch (2), a first input gear (10) is circumferentially fixed on the input shaft (5), a transmission gear (11) is circumferentially fixed on the hollow shaft (20) and extends out of one end of the transmission shaft (6), a second input gear (12) is circumferentially fixed on the hollow shaft (20), a second driving gear (14) and a first driving gear (13) are sequentially circumferentially fixed on the intermediate shaft (7), the first input gear (10) and the first driving gear (13) are jointly meshed with the transmission gear (11), and a second driven gear (16) is in clearance fit on the output shaft (8), The transmission device comprises a first-gear driven gear (15), a second input gear (12) and a second-gear driven gear (16) are meshed with a second-gear driving gear (14) together, the first-gear driven gear (15) is meshed with a first-gear driving gear (13), a synchronizer (18) is arranged between the second-gear driven gear (16) and the first-gear driven gear (15), the synchronizer (18) is circumferentially fixed on an output shaft (8), an output gear (17) is circumferentially fixed on the output shaft (8), the output gear (17) is meshed with a differential gear (9) of a differential (19), the other end of a transmission shaft (6) penetrates through a rotating shaft of a hollow shaft (20) and a rotating shaft of a second motor (4) to be connected and fixed, the hollow shaft (20) is connected and fixed with a rotating shaft of a first motor (3), and the transmission shaft (6) and the hollow shaft (20) are at the same axial lead.
2. The dual motor hybrid transmission of an automobile of claim 1, characterized in that: and the opposite ends of the second-gear driven gear (16) and the first-gear driven gear (15) are respectively provided with joint teeth, and the gear ring of the synchronizer (18) is respectively corresponding to the joint teeth of the second-gear driven gear (16) and the first-gear driven gear (15).
3. The dual motor hybrid transmission of an automobile of claim 1, characterized in that: the clutch (2) is a dry clutch or a wet clutch.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120579294.3U CN215360898U (en) | 2021-03-22 | 2021-03-22 | Double-motor hybrid power transmission device of automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120579294.3U CN215360898U (en) | 2021-03-22 | 2021-03-22 | Double-motor hybrid power transmission device of automobile |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN215360898U true CN215360898U (en) | 2021-12-31 |
Family
ID=79624929
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202120579294.3U Active CN215360898U (en) | 2021-03-22 | 2021-03-22 | Double-motor hybrid power transmission device of automobile |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN215360898U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114211949A (en) * | 2022-02-08 | 2022-03-22 | 浙江吉利控股集团有限公司 | Hybrid power transmission system and vehicle |
-
2021
- 2021-03-22 CN CN202120579294.3U patent/CN215360898U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114211949A (en) * | 2022-02-08 | 2022-03-22 | 浙江吉利控股集团有限公司 | Hybrid power transmission system and vehicle |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN107554280B (en) | Multi-mode power transmission system of hybrid electric vehicle | |
| CN206781518U (en) | A kind of planetary multimodal fusion dynamic coupling device | |
| CN105599590A (en) | Three-gear hybrid-power transmission and three-gear combined driving method of hybrid power vehicle | |
| CN108839551B (en) | Hybrid power system and control method | |
| CN112895878A (en) | Longitudinally-arranged double-motor hybrid power transmission device | |
| CN107554274B (en) | Multi-mode power transmission structure of hybrid electric vehicle | |
| CN215360898U (en) | Double-motor hybrid power transmission device of automobile | |
| CN214138222U (en) | Dual-motor hybrid power driving system | |
| CN112373287A (en) | Automobile double-motor hybrid power driving system | |
| CN209096463U (en) | Lateral gear drive system and its vehicle based on hybrid power | |
| CN213799232U (en) | Dual-motor hybrid power system | |
| CN208290958U (en) | A kind of multi-mode hybrid Mechanical & Electrical Combination System | |
| CN107599821B (en) | Dual-mode six-speed-ratio hybrid vehicle driving system | |
| CN113479059B (en) | Hybrid power driving system and hybrid power automobile | |
| CN215705645U (en) | Two-gear hybrid power special transmission | |
| CN112046267B (en) | Input split-flow type two-gear transmission system for hybrid electric vehicle and vehicle | |
| CN111976461B (en) | Differential coupling hybrid power assembly | |
| CN213799230U (en) | Hybrid power transmission device | |
| CN212022306U (en) | Power system for series-parallel hybrid electric vehicle | |
| CN212685223U (en) | Hybrid power box suitable for new forms of energy hybrid vehicle | |
| CN113212143A (en) | Dual-motor hybrid power driving system and automobile | |
| CN210941330U (en) | Four-gear transmission assembly for hybrid electric vehicle | |
| CN110789328B (en) | Hybrid power drive system | |
| CN214564579U (en) | Dual-motor hybrid power driving system | |
| CN109017268B (en) | Hybrid power system and control method |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |