CN108105358B - Transmission for front-drive hybrid vehicle - Google Patents
Transmission for front-drive hybrid vehicle Download PDFInfo
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- CN108105358B CN108105358B CN201810051559.5A CN201810051559A CN108105358B CN 108105358 B CN108105358 B CN 108105358B CN 201810051559 A CN201810051559 A CN 201810051559A CN 108105358 B CN108105358 B CN 108105358B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
- F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2041—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with four engaging means
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention provides a transmission for a front-engine hybrid vehicle, which comprises a small motor, a large motor, an input shaft, an output half shaft, a differential mechanism, a first brake, a first clutch, a second clutch, a planetary gear coupling mechanism, a third single planetary row, an output gear ring, a middle shaft gear and a main reduction gear, wherein the planetary gear coupling mechanism consists of the first single planetary row and the second single planetary row, the small motor and the large motor are respectively coupled with the output gear ring through the planetary gear coupling mechanism, the third single planetary row is connected with the planetary gear coupling mechanism through a gear pair formed by the output gear ring, the middle shaft gear and the main reduction gear, the third single planetary row is integrated on the differential mechanism, and the differential mechanism is connected with the output half shaft. The invention has compact structure, can realize platform application, has the advantage of lower cost and can improve the oil-saving efficiency.
Description
Technical Field
The invention relates to a transmission for an automobile, in particular to a transmission for a front-drive hybrid vehicle.
Background
The development of new energy automobiles is one of important strategic means for realizing energy conservation and emission reduction of automobiles, and in recent years, governments in China and various regions continue to develop a series of encouragement policies to support the development of the new industry. The plug-in hybrid electric vehicle has a wide development prospect at present, and can form a primary-scale market in a short time because the energy storage device can be externally charged and can also be charged by depending on the driving of an engine, so that the dependence on charging facilities is low. Meanwhile, the capacity of the plug-in hybrid power energy storage device is relatively large, so that the electric vehicle can run in an urban area in a pure electric mode, and zero pollution and zero emission of short distance are realized. The transmission is a main component of the hybrid vehicle, and meanwhile, the transmission is also a key component influencing the energy-saving and emission-reducing effects of the hybrid vehicle, so that the layout design of the transmission becomes a current main research subject.
Disclosure of Invention
The invention aims to provide a transmission for a front-engine hybrid vehicle, which has the advantages of compact structure, realization of platform application, lower cost and capability of improving the oil saving efficiency.
The invention is realized by the following scheme:
a transmission for a front-engine hybrid vehicle, comprising a small electric machine E1, a large electric machine E2, an input shaft, an output half shaft, a differential, a first brake B1, a first clutch C0, a second clutch C1 and a planetary gear coupling mechanism, the planetary gear coupling mechanism comprising a first single planetary row PG1 and a second single planetary row PG2, the first single planetary row being placed side by side with the second single planetary row, a first planet carrier PC1 of the first single planetary row being connected with a second ring gear R2 of the second single planetary row, a first ring gear R1 of the first single planetary row being connected with a second planet carrier PC2 of the second single planetary row, a third single planetary row PG3, an output ring gear, an intermediate shaft gear and a main reduction gear, a first sun gear S1 of the first single planetary row being connected with a first rotor shaft of the small electric machine E6345, a second sun gear S8536 of the second single row being connected with a rotor S8236 of the second single planet carrier, the input shaft is connected with the output shaft of the engine, one end of the first clutch C0 is connected to the first planet carrier PC1, and the other end of the first clutch C0 is connected to the input shaft; one end of a second clutch C1 is connected to a second rotor shaft of a large motor E2, the other end of the second clutch C1 is connected to an input shaft, one end of a first brake B1 is connected to a first planet carrier PC1, the other end of the first brake B1 is fixed to a transmission housing, the output gear ring is connected with a second planet carrier PC2, a counter gear is respectively meshed with the output gear ring and a main reduction gear to form a first gear pair and a second gear pair in sequence, the main reduction gear is connected with a third sun gear S3 of a third single planet row PG3, a third gear ring R3 of the third single planet row PG3 is fixed to the transmission housing, a third planet carrier PC3 of the third single planet row PG3 is connected with a housing of a differential, and the differential is connected with an output half shaft. The power of the planetary gear coupling mechanism is subjected to two-stage speed reduction through the first gear pair and the second gear pair, and then is subjected to speed reduction and torque increase through the third single planetary row and the differential mechanism in sequence, and then is transmitted to the output half shaft through the differential mechanism.
Further, the small motor E1 is disposed at the engine-side proximal end, the large motor E2 is disposed at the engine-side distal end, and the planetary gear coupling mechanism is disposed between the small motor E1 and the large motor E2.
Further, the first clutch C0 is disposed inside the planetary gear coupling mechanism and integrated on the first single planetary row PG1, and the second clutch C1 is disposed outside the planetary gear coupling mechanism.
Further, the transmission for the front-drive hybrid vehicle of the invention further comprises a second brake B2, one end of the second brake B2 is connected to the first rotor shaft of the small motor E1, and the other end of the second brake B2 is fixed on the transmission shell.
The third single planetary row PG3 is integrated with a differential in view of layout compactness.
Further, the first brake B1 is a multi-mode one-way clutch, and the first clutch C0 and the second clutch C1 are both multi-plate wet shift elements. The second brake B2 is a multi-plate wet shift element.
As known in the art, a single planetary row generally includes a sun gear, planet gears, a planet carrier, and a ring gear, the planet gears being mounted on the planet carrier, and the planet gears being respectively engaged with the sun gear and the ring gear. Specifically, in the present invention, the first single planetary row PG1 includes a first planet carrier PC1, a first planet wheel P1, a first sun gear S1, and a first ring gear R1, the first planet wheel P1 is mounted on the first planet carrier PC1, and the first planet wheel P1 is meshed with the first sun gear S1 and the first ring gear R1, respectively; the second single planet row PG2 comprises a second planet carrier PC2, second planet wheels P2, a second sun wheel S2 and a second ring gear R2, the second planet wheels P2 are mounted on the second planet carrier PC2, and the second planet wheels P2 are respectively meshed with the second sun wheel S2 and the second ring gear R2; the third single planetary row PG3 includes a third planet carrier PC3, a third planet P3, a third sun gear S3, and a third ring gear R3, the third planet P3 is mounted on the third planet carrier PC3, and the third planet P3 is meshed with the third sun gear S3 and the third ring gear R3, respectively.
According to the transmission for the front-wheel drive hybrid vehicle, the input shaft is not connected with other parts except the engine, the first clutch and the second clutch, namely the other parts are not connected with the transmission, no power transmission route exists, the complete separation and combination functions of the transmission and the engine ICE can be completed through the first clutch C0 and the second clutch C1, the true EV mode is realized when the transmission is completely separated, the limitation of any engine is avoided, and the maximum vehicle speed in the EV mode can be greatly improved. Meanwhile, the engine can be started by closing the first clutch C0 and the second clutch C1 independently or simultaneously, so that the mode can realize the function of starting the engine, thereby achieving the effect of eliminating a starter motor of the engine. The first clutch C0 and the second clutch C1 can reduce the rotation speed fluctuation of the engine under the condition of low rotation speed through self sliding friction function, and the NVH of the whole vehicle is obviously improved.
The first brake B1 and the second brake B2 are arranged, so that the transmission can achieve the transmission of a fixed speed ratio when the transmission runs at a high speed, and the transmission is guaranteed to run at an optimized mechanical point. In the invention, the input shaft is in power connection with the second rotor shaft of the large motor and the planetary gear coupling mechanism through the second clutch C1, and the input shaft is in power connection with the planetary gear coupling mechanism through the first clutch C0, so that the torque increase of the input shaft and the torque increase of the small motor and the large motor can be realized, and the matching of engines with different displacement is realized. By controlling the on and off of the first clutch C0 and the second clutch C1, the balance function of the small motor and the large motor is realized, and the engine is always kept in the most economical rotating speed range, so that the oil consumption is reduced, and the effects of energy conservation and emission reduction are achieved.
The first clutch C0 is provided in the planetary gear coupling mechanism and integrated on the first single planetary row PG1, and the degree of integration is relatively high.
When the transmission for the front-engine hybrid vehicle is used, when the vehicle runs in a pure electric mode, a pure electric drive mode with 3 forward gears and 1 reverse gear can be realized, the requirements of the pure electric drive on the speed and the torque can be met, and simultaneously, the independent optimization control on a small motor and a large motor can be realized.
When the transmission for the front-wheel drive hybrid vehicle is used, the transmission mainly adopts a power split driving mode when the vehicle runs in a hybrid power mode, 6 hybrid power driving modes can be realized through different control combination modes, the transmission has higher adaptability to different environments and different road conditions, and the fuel economy of the whole vehicle is improved while the excellent power performance is ensured. The transmission realizes the E-CVT stepless speed change function of the whole vehicle in a power split driving mode, and meanwhile, the direct relation between the rotating speed of the engine and the running speed of the whole vehicle is not established in the mode, at the moment, the rotating speed of the engine is not influenced by the external running working condition, and the stepless change of the vehicle speed is realized by completely dynamically adjusting the small motor and the large motor, so that the engine always runs in a high-efficiency rotating speed space, the high-efficiency running of the engine is favorably ensured, and the engine is prevented from working in a low-efficiency high-emission running interval.
The transmission for the front-wheel drive hybrid vehicle has the advantages of compact structure and high integration level, is a technical scheme with platformization, generalization and familiarization high-integration drive, has the advantage of lower cost, can improve the oil saving efficiency, and can be widely applied to deep hybrid power systems and plug-in hybrid power systems.
Drawings
Fig. 1 is a schematic structural diagram of a transmission for a front-drive hybrid vehicle according to embodiment 1.
Detailed Description
The invention is further illustrated by the following figures and examples, but the invention is not limited to the examples.
Example 1
A transmission for a front-engine hybrid vehicle, as shown in fig. 1, includes a small electric machine E1, a large electric machine E2, an input shaft 1, an output half shaft 11, a differential 9, a first brake B1, a second brake B2, a first clutch C0, a second clutch C1, a planetary gear coupling mechanism 10, a third single-planetary row PG3, an output ring gear 4, a counter shaft gear 5, and a main reduction gear 6, the planetary gear coupling mechanism 10 includes a first single-planetary row PG1 and a second single-planetary row PG2, the first single-planetary row PG1 is placed side by side with the second single-planetary row PG2, the first single-planetary row PG1 includes a first carrier PC1, a first planet gear P1, a first sun gear S1, and a first ring gear R1, the first planet gear P1 is mounted on the first carrier PC1, and the first planet gear P68642 is meshed with the first sun gear S46r 1; the second single planet row PG2 comprises a second planet carrier PC2, second planet wheels P2, a second sun wheel S2 and a second ring gear R2, the second planet wheels P2 are mounted on the second planet carrier PC2, and the second planet wheels P2 are respectively meshed with the second sun wheel S2 and the second ring gear R2; a first planet carrier PC1 of a first single planet row PG1 is connected with a second ring gear R2 of a second single planet row PG2, a first ring gear R1 of the first single planet row PG1 is connected with a second planet carrier PC2 of a second single planet row PG2, a first sun gear S1 of the first single planet row PG1 is connected with a first rotor shaft 2 of a small motor E1, a second sun gear S2 of the second single planet row PG2 is connected with a second rotor shaft 3 of a large motor E2, an input shaft 1 is connected with an output shaft of an engine ICE, one end of a first clutch C0 is connected with the first planet carrier PC1, and the other end of the first clutch C0 is connected with the input shaft 1; one end of a second clutch C1 is connected to the second rotor shaft 3 of the large motor E2, the other end of the second clutch C1 is connected to the input shaft 1, one end of a first brake B1 is connected to the first planet carrier PC1, the other end of the first brake B1 is fixed to the transmission housing 12, one end of a second brake B2 is connected to the first rotor shaft 2 of the small motor E1, the other end of the second brake B2 is fixed to the transmission housing 12, the output gear ring 4 is connected with the second planet carrier PC2, and the intermediate shaft gear 5 is respectively meshed with the output gear ring 4 and the main reduction gear 6 to sequentially form a first gear pair 7 and a second gear pair 8; the third single-planetary row PG3 comprises a third planet carrier PC3, a third planet wheel P3, a third sun wheel S3 and a third ring gear R3, the third planet wheel P3 is mounted on the third planet carrier PC3, the third planet wheel P3 meshes with the third sun wheel S3 and the third ring gear R3 respectively, the final gear 6 is connected with the third sun wheel S3 of the third single-planetary row PG3, the third ring gear R3 of the third single-planetary row PG3 is fixed on the gearbox housing 12, the third planet carrier PC3 of the third single-planetary row PG3 is connected with the housing of the differential 9, the third single-planetary row PG3 is integrated with the differential 9, and the differential 9 is connected with the output half-shaft 11.
The small motor E1 is arranged at the near end of the engine side, the large motor E2 is arranged at the far end of the engine side, and the planetary gear coupling mechanism is arranged between the small motor E1 and the large motor E2; the first clutch C0 is disposed inside the planetary gear coupling mechanism and integrated on the first single planet row PG1, and the second clutch C1 is disposed outside the planetary gear coupling mechanism.
The first brake B1 is a multi-mode one-way clutch, and the first clutch C0, the second clutch C1 and the second brake B2 are all multi-plate wet shift elements.
The power coupling device adopted by the invention is a planetary gear coupling mechanism consisting of a first single planetary row PG1 and a second single planetary row PG2, the third single planetary row PG3 is only a fixed-speed-ratio coaxial transmission mechanism and has no power coupling function, and torques input by an engine ICE, a small motor E1 and a large motor E2 are coupled by the planetary gear coupling mechanism and then output. During actual driving of the vehicle, the combined use of the power sources and the shifting elements (clutches, brakes) results in a plurality of different operating modes. The operation in the electric-only drive and the hybrid drive will be described below, and the control relationship between the respective operation modes and the shift elements is shown in table 1, where good represents the open state and ● represents the closed state.
TABLE 1 control relationships between the various operating modes of the transmission and the shift elements
| Mode of operation | C0 | C1 | B1 | B2 |
| EV-1 | 〇 | 〇 | ● | 〇 |
| EV-2 | 〇 | 〇 | 〇 | ● |
| EV-3 | 〇 | 〇 | 〇 | 〇 |
| EV-1RD | 〇 | 〇 | ● | 〇 |
| HEV-1 | 〇 | ● | 〇 | 〇 |
| HEV-2 | 〇 | ● | ● | 〇 |
| HEV-3 | 〇 | ● | 〇 | ● |
| HEV-4 | ● | 〇 | 〇 | 〇 |
| HEV-5 | ● | 〇 | 〇 | ● |
| HEV-6 | ● | ● | 〇 | 〇 |
In the pure electric mode, the first brake B1 is independently closed, and the small motor E1 and the large motor E2 are adopted for driving simultaneously, so that the pure electric driving mode of the first gear, namely the pure electric mode EV-1 with fixed transmission ratio, is defined. In this mode, the transmission is able to output a large drive torque, and therefore this mode is also referred to as a large torque output mode which is a purely electric state.
The second brake B2 is closed alone and driven by the large electric motor E2, which is defined as a second gear electric only drive mode EV-2. In this operation mode, the small motor E1 is in an inactive state.
As the vehicle speed increases, the rotation speeds of the small electric motor E1 and the large electric motor E2 may be too high in each gear, the first brake B1, the second brake B2, the first clutch C0 and the second clutch C1 are all controlled to be in an open state, and the small electric motor E1 and the large electric motor E2 are used for driving simultaneously, which is defined as a third gear electric-only driving mode EV-3. When the rotating speeds of the small motor E1 and the large motor E2 are approximately equal, the rotating speeds of all planetary gear elements are also at a similar value, and the vehicle can obtain the highest vehicle speed without causing the rotating speeds of the small motor E1 and the large motor E2 to be too high.
The first brake B1 is closed alone and locked in reverse, and the small motor E1 and the large motor E2 are adopted for driving simultaneously, and the reverse pure electric driving mode, namely the fixed gear ratio pure electric mode EV-1RD is defined, and the mode is used for reversing.
When the vehicle enters the hybrid drive mode, the second clutch C1 is closed, the large electric machine E2 is connected to the engine, and the engine is started in reverse drag, which is defined as the first gear hybrid mode HEV-1, which starts the engine when the transmission is switched to hybrid mode.
The second clutch C1 and the first brake B1 are controlled to be closed, and the engine ICE and the large electric machine E2 are jointly powered, with the small electric machine E1 acting as a balance, in which a larger torque can be output, this mode being defined as the second gear hybrid mode HEV-2, which is a high torque drive mode in hybrid mode, often used for vehicle launch.
The second brake B2 and the second clutch C1 are controlled to be closed, the small electric machine E1 is locked and does not participate in the operation, and the engine can realize coaxial transmission with the large electric machine E2, and the mode is defined as a third gear hybrid drive mode HEV-3 which is used as a hybrid mode during low-speed acceleration.
When the vehicle speed is slightly higher, the first clutch C0 is controlled to be closed, and the small electric machine E1, the large electric machine E2 and the engine are driven together to drive the vehicle under the working condition, and the working condition is defined as a fourth gear hybrid power driving mode HEV-4 which is often used for carrying out the rapid acceleration and high-speed overtaking working conditions of the vehicle.
When the vehicle speed continues to increase, the first clutch C0 and the second brake B2 are controlled to be closed, and the small electric machine E1 is locked under the condition, so that the transmission efficiency of the transmission under the condition is improved.
When the vehicle speed is high and tends to be stable, the first clutch C0 and the second clutch C1 are controlled to be closed, the small electric machine E1, the large electric machine E2 and the engine ICE drive the vehicle together, and the small electric machine E1, the large electric machine E2 and the engine ICE almost realize the same speed movement at the moment, and the mode is defined as a sixth-gear hybrid power driving mode HEV-6 which is usually used as the highest-speed running condition.
Claims (3)
1. A transmission for a front-wheel drive hybrid vehicle, comprising a small electric machine (E1), a large electric machine (E2), an input shaft, an output half shaft, a differential, a first brake (B1), a first clutch (C0), a second clutch (C1) and a planetary gear coupling comprising a first single planetary row (PG1) and a second single planetary row (PG2), said first single planetary row being placed side by side with said second single planetary row, a first planet carrier (PC1) of said first single planetary row being connected to a second ring gear (R2) of said second single planetary row, a first ring gear (R1) of said first single planetary row being connected to a second planet carrier (PC2) of said second single planetary row, characterized in that: the planetary gear set further comprises a third single planet row (PG3), an output gear ring, a middle shaft gear and a main reduction gear, wherein a first sun gear (S1) of the first single planet row is connected with a first rotor shaft of a small motor (E1), a second sun gear (S2) of the second single planet row is connected with a second rotor shaft of a large motor (E2), an input shaft is connected with an output shaft of an engine, one end of a first clutch (C0) is connected to a first planet carrier (PC1), and the other end of the first clutch (C0) is connected to the input shaft; one end of the second clutch (C1) is connected to a second rotor shaft of a large motor (E2), the other end of the second clutch (C1) is connected to an input shaft, one end of a first brake (B1) is connected to a first planet carrier (PC1), the other end of the first brake (B1) is fixed to a transmission housing, the output ring gear is connected with a second planet carrier (PC2), a counter shaft gear is respectively meshed with the output ring gear and a main reduction gear to sequentially form a first gear pair and a second gear pair, the main reduction gear is connected with a third sun gear (S3) of a third single planet row (PG3), a third ring gear (R3) of the third single planet row (PG3) is fixed to the transmission housing, a third planet carrier (3) of the third single planet row (PG3) is connected with the housing of the differential, and the third single planet row (PG3) is integrated with the differential, the differential is connected with an output half shaft;
the small motor (E1) is arranged at the proximal end of the engine side, the large motor (E2) is arranged at the distal end of the engine side, and the planetary gear coupling mechanism is arranged between the small motor (E1) and the large motor (E2); the first clutch (C0) is disposed inside the planetary gear coupling mechanism and integrated on a first single planet row (PG1), the second clutch (C1) is disposed outside the planetary gear coupling mechanism; the small motor, the first single planet row, the first clutch, the second single planet row, the large motor and the second clutch are sequentially and coaxially arranged;
the electric motor further comprises a second brake (B2), one end of the second brake (B2) is connected to the first rotor shaft of the small motor (E1), and the other end of the second brake (B2) is fixed on the gearbox shell.
2. The transmission for a front-drive hybrid vehicle as set forth in claim 1, characterized in that: the first brake (B1) is a multi-mode one-way clutch, and the first clutch (C0) and the second clutch (C1) are both multi-plate wet shifting elements.
3. The transmission for a front-drive hybrid vehicle as set forth in claim 2, characterized in that: the second brake (B2) is a multi-plate wet shift element.
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN110657203B (en) * | 2018-06-29 | 2022-02-08 | 比亚迪股份有限公司 | Transmission, power driving system and vehicle |
| CN108790776A (en) * | 2018-07-20 | 2018-11-13 | 无锡明恒混合动力技术有限公司 | A kind of mixed power automobile driving device |
| CN109552311B (en) * | 2018-11-28 | 2020-08-28 | 科力远混合动力技术有限公司 | Gear shifting control method of hybrid electric vehicle based on multi-mode brake |
| WO2020186399A1 (en) * | 2019-03-15 | 2020-09-24 | 舍弗勒技术股份两合公司 | Power split-type hybrid power system and hybrid power vehicle |
| CN111890915B (en) * | 2019-05-06 | 2022-04-01 | 广州汽车集团股份有限公司 | Hybrid power drive system and method |
| CN110293959B (en) * | 2019-05-23 | 2022-07-08 | 科力远混合动力技术有限公司 | Hybrid power driving mode switching control method of power split type hybrid power vehicle |
| CN110395106A (en) * | 2019-08-15 | 2019-11-01 | 苏州格特钠汽车技术有限公司 | A kind of hybrid gearbox for hybrid vehicle |
| CN110422045A (en) * | 2019-08-22 | 2019-11-08 | 科力远混合动力技术有限公司 | Transmission device for hybrid vehicle |
| CN113442711A (en) * | 2020-03-26 | 2021-09-28 | 上海埃迪特动力技术有限公司 | Automotive transmission system configuration for hybrid vehicle |
| CN111439253B (en) * | 2020-03-31 | 2021-08-31 | 科力远混合动力技术有限公司 | Method for calibrating pure electric drive mode shift point of hybrid electric vehicle |
| CN113085528A (en) * | 2021-04-27 | 2021-07-09 | 浙江吉利控股集团有限公司 | Hybrid power system, hybrid transmission and automobile |
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| EP2593323B1 (en) * | 2010-07-13 | 2015-03-18 | GKN Driveline International GmbH | Electric drive for a motor vehicle |
| US9005071B2 (en) * | 2012-01-27 | 2015-04-14 | Deere & Company | Flexible and scalable multi-ratio planetary transmission |
| CN105774520B (en) * | 2016-03-03 | 2019-01-29 | 科力远混合动力技术有限公司 | A kind of transmission device for rear-guard plug-in hybrid vehicle |
| CN105667302B (en) * | 2016-03-03 | 2018-04-10 | 科力远混合动力技术有限公司 | A kind of deep hybrid power transmission device for precursor vehicle |
| US9809105B1 (en) * | 2016-11-14 | 2017-11-07 | Ford Global Technologies, Llc | Hybrid transaxle |
| CN206537138U (en) * | 2017-03-03 | 2017-10-03 | 吴燕开 | A kind of many gear list transmission gear for electric motor for precursor vehicle |
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