CN111516481A - Power coupling transmission device, hybrid vehicle and operation method of hybrid vehicle - Google Patents
Power coupling transmission device, hybrid vehicle and operation method of hybrid vehicle Download PDFInfo
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- CN111516481A CN111516481A CN202010113169.3A CN202010113169A CN111516481A CN 111516481 A CN111516481 A CN 111516481A CN 202010113169 A CN202010113169 A CN 202010113169A CN 111516481 A CN111516481 A CN 111516481A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
- B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Power Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention relates to a power coupling transmission device, a hybrid vehicle and an operation method thereof, wherein the power coupling transmission device comprises: the planetary gear set comprises a shell, a first input shaft, a second input shaft, an output shaft, a planetary gear set and a switching element, wherein the first input shaft is used for receiving power from a first power source and a second power source and is connected with a first component of the planetary gear set, the second component of the planetary gear set outputs power from the first power source and/or the second power source, and the third component is connected with the shell; the second input shaft is for receiving power from a third power source; the output shaft is used for outputting power from the first power source, the second power source and the third power source; the number of the switching elements is one. The invention can realize the switching of different working modes by only using one switching element and matching with each power source.
Description
Technical Field
The invention belongs to the field of vehicles, and particularly relates to a power coupling transmission device, a hybrid vehicle and an operation method of the hybrid vehicle.
Background
As fossil fuel energy sources have been increasingly reduced and emissions regulations have become stricter in various countries, technologies for driving automobiles using clean energy have begun to be applied on a large scale. According to the difference of energy sources, new energy vehicles can be classified into pure electric vehicles, hybrid vehicles and fuel cell vehicles in addition to the conventional fuel vehicles. In practical application, pure electric vehicles are promoted in large scale in China, but the pure electric vehicles are limited by factors such as insufficient battery performance, small number of charging stations, low charging speed and the like, and the problems of insufficient endurance mileage, fast battery performance reduction and the like still exist in the pure electric vehicles, so the use scenes of the pure electric vehicles are limited. Some view points suggest that fuel cell vehicles are the ultimate power form of automobiles, and related products are already brought to the market by automobile companies such as toyota, but the fuel cell vehicles still have a lot of problems to be solved on the whole.
As a transition, hybrid vehicles have recently gained further acceptance in the market, and manufacturers typified by yota, honda, and the like have started to introduce a number of hybrid versions. The hybrid electric vehicle has various power mixing schemes, and can be divided into series, parallel, series-parallel and the like according to the traditional classification method. Taking the chinese patent application CN 102874092 a as an example, it discloses an extended range electric vehicle, which includes an internal combustion engine, two electric motors, two double-clutch transmission devices and two sets of speed change gear mechanisms, so as to improve the fuel economy of the whole vehicle. However, this solution uses four clutches, which also increases the complexity of the control in the case of a high number of components.
Chinese utility model patent CN 206765799U discloses an increase form electric automobile transmission, including motor, two planet wheel planet row, two clutches and a stopper, the work through controlling two clutches and a stopper carries out the control of drive mode to improve work efficiency. However, the proposal also has the problems of more clutches and brakes and complicated control.
Disclosure of Invention
Therefore, the invention provides the following technical scheme:
a power coupling transmission, comprising: a shell, a first input shaft, a second input shaft, an output shaft, a planetary gear train and a switching element,
the first input shaft is used for receiving power from a first power source and a second power source, the first input shaft is connected with a first component of the planetary gear train, the second component of the planetary gear train outputs the power from the first power source and/or the second power source, and the third component is connected with the shell;
the second input shaft is for receiving power from a third power source;
the output shaft is used for outputting power from the first power source, the second power source and the third power source;
the number of the switching elements is one.
The following features of the invention may be used alone or in combination in the above solution:
-the first member is a planet carrier, the second member is a sun gear and the third member is a ring gear.
A first transfer gear is also provided, which is connected or disconnected with the second member of the planetary gear set by the switching element.
-the first power source is an internal combustion engine, the second power source is an ISG, and the third power source is a traction motor.
-the second input shaft is connected to the output shaft by a pair of gears.
An intermediate shaft is also provided, the second input shaft being connected to the intermediate shaft by a first gear pair, and the intermediate shaft being connected to the output shaft by a second gear pair.
The third power source and the planetary gear set are located on different sides of the first or second gear pair.
-said output shaft is connected to a differential transmission.
The invention also provides a hybrid vehicle and an operation method of the hybrid vehicle, and the specific technical scheme is as follows:
a hybrid vehicle comprising: the hybrid vehicle further comprises a power coupling transmission device in the scheme.
An operating method of a hybrid vehicle, which puts the hybrid vehicle in the following operating modes:
a) pure electric mode: the first power source and the second power source do not work, the switching element is disconnected, and the third power source works;
b) a range extending mode: the first power source outputs power, the second power source converts the power of the first power source into electric energy, the switching element is disconnected, and the third power source drives the vehicle to run;
c) hybrid mode 1: the first power source outputs power, the second power source converts the power of the first power source into electric energy, the switching elements are combined, and the first power source and the third power source jointly drive the vehicle to run;
d) mixing mode 2: the first power source, the second power source and the third power source all drive the vehicle to run;
e) a braking energy recovery mode: the first power source and the second power source do not work, the switching element is disconnected, and the third power source converts the kinetic energy of the vehicle into electric energy;
f) a parking charging mode: the first power source works to enable the second power source to generate power, and the third power source does not work;
g) fuel mode 1: the first power source works to drive the vehicle to run, and the second power source and the third power source do not work;
h) fuel mode 2: the first power source drives the second power source to generate electricity, the first power source further drives the vehicle to move forward, and the third power source does not work.
According to the technical scheme, the invention only uses one switching element, and can realize the switching of different working modes through the matching with each power source.
Other advantages of the present invention will be more readily understood after reading the detailed description of the technical solutions of the present invention taken in conjunction with the accompanying drawings.
Drawings
FIG. 1 shows a schematic block diagram of a first embodiment of the present invention;
FIG. 2 shows a schematic block diagram of a second embodiment of the present invention;
fig. 3 shows a schematic block diagram of a third embodiment of the present invention.
Detailed Description
It should be noted that, although the drawings and the following description describe the present invention as divided into a plurality of embodiments, those skilled in the art will understand that the features of the embodiments and the embodiments in the present application can be combined with each other without conflict.
Referring to fig. 1, the power coupling apparatus of the present invention is used for a hybrid vehicle, and can perform power coupling of three power sources. In the hybrid vehicle, a conventional internal combustion engine (not shown) is provided as a first power source, and an ISG motor 3 is further provided as a second power source. A traction motor 9 is also provided as the primary source of electric drive power. The ISG motor is directly driven by the internal combustion engine and is capable of operating in generator mode to charge the vehicle's battery.
Furthermore, as a characteristic of the electric machine itself, the traction electric machine can also operate in generator mode when the vehicle is braking, to convert the kinetic energy of the vehicle into electric energy.
The ISG motor and the traction motor each include a stator and a rotor. The rotor shaft is typically rotated by the rotor to output power.
In fig. 1, the flywheel damping device for an internal combustion engine is shown on the left side. In the power coupling device of the present invention, a first input shaft 1, an ISG motor 3, a planetary gear train, a switching element C1, a first transmission gear 7, a second input shaft 8, and a traction motor 9 and an output shaft 10 are provided in a housing 2, and a second transmission gear 11 is provided on the output shaft 10 in constant mesh with the first transmission gear 7.
In the exemplary embodiment shown in fig. 1, an output gear 12 is further provided on the output shaft 10, and the output gear 12 meshes with an input gear 13 of a differential 14, so that the power of the power coupling transmission is output to the differential 14, and the power is finally output from the differential 14 to the wheels. Of course, those skilled in the art will understand that the power can also be directly output by the second transmission gear 11.
The planetary gear train shown in fig. 1 includes three transmission members, respectively, a carrier 4 as an input member, a sun gear 6 as an output member, and a ring gear 5 fixedly connected to a housing 2. Wherein the planet carrier 4 is connected with the first input shaft 1 for receiving power from the internal combustion engine or the ISG motor 3.
A switching element C1 is provided between the planetary gear train and the first transmission gear 7. One side of C1 is connected to sun gear 6 and the other side is connected to first drive gear 7. The switching element C1 has two operating states, which can connect or disconnect the sun gear 6 and the first transmission gear 7. Typically, the switching element C1 takes the form of a clutch. Specifically, the clutch may be a multi-plate clutch or a dry clutch.
The rotor of the traction motor 9 is connected to the second input shaft 8 for outputting power. The second input shaft is connected to the first transmission gear 7. Therefore, by the switching element C1, the coupling of the power from the internal combustion engine, the ISG motor 3, and the power from the traction motor 9 can be achieved. Both the ISG motor 3 and the traction motor 9 may operate as generators or as motors, as desired. In conjunction with the operating states of the three power sources, the hybrid vehicle may operate in a variety of operating modes as will be described in greater detail below.
Fig. 2 shows a second embodiment of the power coupling transmission of the present invention. In particular, the embodiment shown in fig. 2 differs from the embodiment shown in fig. 1 primarily in that the gear on the rotor shaft of the traction motor is not directly connected to the gear on the output shaft, but is connected via an intermediate shaft. As shown in fig. 2, a rotor shaft of the traction motor is provided with a transmission gear, and the transmission gear is connected with a transmission gear of the intermediate shaft and then connected with a transmission gear on the output shaft. The intermediate shaft is connected to the sun gear of the planetary gear set via a shift element C1. Through adding one-level gear drive between traction motor and output shaft, can select for use the traction motor that power is less relatively, also can increase traction motor's operating range.
In addition, as a further improvement to the embodiment shown in fig. 2, as shown in fig. 3, a transmission gear may be additionally arranged on the intermediate shaft shown in fig. 2 to mesh with a transmission gear on a rotor shaft of the traction motor, and the traction motor is arranged on the same side of the ISG and the planetary gear train with respect to the transmission gear pair, so that the size of the power coupling device can be reduced in the axial direction.
The structure of the power coupling transmission device of the present invention has been described above, and the operation mode thereof is described below with reference to table 1.
Referring to table 1, in the power coupling transmission apparatus shown in fig. 1, 8 operation modes can be generated in total according to the operation states of the three power sources and the operation state of the switching element.
TABLE 1 working modes of the extended range power coupling transmission shown in FIG. 1
In the electric-only mode, neither the internal combustion engine nor the ISG3 are active, and clutch C1 is disengaged and the electric traction motor 9 is active. At the moment, the vehicle is driven by only the traction motor 9, the traction motor 9 obtains energy from the power battery to rotate, the rotor drives the second input shaft 8 to rotate, and further drives the transmission gear 7 on the shaft to rotate, and then sequentially drives the transmission gear 11, the output shaft 10, the transmission gear 12 and the input gear 13 of the differential transmission device to rotate, and finally drives the differential 14 to operate, so that the vehicle is driven to run. The vehicle can be made to advance or retreat depending on the rotation direction of the traction motor 9. This mode is particularly suitable for vehicle launch.
In the range extending mode, the internal combustion engine works to drive the rotor shaft of the ISG to rotate, and the ISG is in a power generation state, and the generated electric energy is stored in the power battery. At this point, the switching element C1 is disengaged and power from the internal combustion engine does not drive the wheels, but the traction motor still drives the wheels. This mode is suitable for the case when the SOC of the power battery is lower than a preset value.
Hybrid mode 1 differs from the range extended mode in that switching element C1 is engaged, where the power of the internal combustion engine drives the traction motor to drive the wheels in addition to driving the ISG to charge the battery. This mode is suitable for a state when the required traction power of the vehicle is large and the SOC value is low.
The hybrid mode 2 is different from the hybrid mode 1 in that the ISG also operates in a driving state. Compared with the hybrid mode 1, the mode is suitable for the situation that the required traction power of the vehicle is larger.
When the driver releases the accelerator pedal (coasts) or depresses the brake pedal (brakes) during normal driving of the vehicle, the internal combustion engine and the ISG are not operated, and the switching element C1 is disengaged, while the traction motor is in generator mode, converting the kinetic energy of the vehicle into electrical energy for recovery, i.e. energy recovery mode.
If the vehicle is in a static state, the traction motor does not need to work, and the internal combustion engine can drive the ISG in a generator mode to work to charge the battery.
In addition, a conventional fuel mode may also be employed. In fuel mode 1, the internal combustion engine drives the vehicle forward while the ISG is not active. In fuel mode 2, the internal combustion engine charges the battery through the ISG in addition to driving the vehicle forward. In both fuel mode 1 and fuel mode 2, switching element C1 is engaged to transfer power from the first and second power sources through transfer gear 7.
The control parameters upon which the switching between modes is based may include vehicle speed, SOC value, and accelerator pedal depth, among others. And according to the preset reference value, enabling the vehicle to be in a corresponding working mode when each parameter is in the corresponding reference value range.
The structure of each embodiment of the invention has been described in detail above, while the operation mode of the power coupling transmission device of the invention has been described. Those skilled in the art can make numerous possible variations and modifications to the described embodiments, or modify equivalent embodiments, without departing from the scope of the invention. Therefore, any modification, equivalent change and modification made to the above embodiments according to the technology of the present invention are within the protection scope of the present invention, unless the content of the technical solution of the present invention is departed from.
Claims (10)
1. A power coupling transmission, comprising: casing, first input shaft, second input shaft, output shaft, planetary gear train and switching element, its characterized in that:
the first input shaft is used for receiving power from a first power source and a second power source, the first input shaft is connected with a first component of the planetary gear train, the second component of the planetary gear train outputs the power from the first power source and/or the second power source, and the third component is connected with the shell;
the second input shaft is for receiving power from a third power source;
the output shaft is used for outputting power from the first power source, the second power source and the third power source;
the number of the switching elements is one.
2. A power coupling transmission as defined in claim 1, wherein:
the first member is a carrier, the second member is a sun gear, and the third member is a ring gear.
3. A power coupling transmission as defined in claim 2, wherein:
a first transfer gear is also provided, which is connected or disconnected with the second member of the planetary gear train via the switching element.
4. A power coupling transmission according to any one of claims 1-3, wherein:
the first power source is an internal combustion engine, the second power source is an ISG, and the third power source is a traction motor.
5. A power coupling transmission according to any one of claims 1-3, wherein:
the second input shaft is connected with the output shaft through a pair of gears.
6. A power coupling transmission according to any one of claims 1-3, wherein:
the second input shaft is connected with the intermediate shaft through a first gear pair, and the intermediate shaft is connected with the output shaft through a second gear pair.
7. The power coupling transmission device according to claim 6, wherein:
the third power source and the planetary gear train are positioned on different sides of the first gear pair or the second gear pair.
8. A power coupling transmission according to any one of claims 1-3, wherein:
the output shaft is connected with the differential transmission device.
9. A hybrid vehicle comprising: a first power source, a second power source, and a third power source, wherein the hybrid vehicle further comprises the power coupling transmission according to any one of claims 1-8.
10. An operating method for a hybrid vehicle as claimed in claim 9, characterized in that the operating method puts the hybrid vehicle in the following operating mode:
a) pure electric mode: the first power source and the second power source do not work, the switching element is disconnected, and the third power source works;
b) a range extending mode: the first power source outputs power, the second power source converts the power of the first power source into electric energy, the switching element is disconnected, and the third power source drives the vehicle to run;
c) hybrid mode 1: the first power source outputs power, the second power source converts the power of the first power source into electric energy, the switching elements are combined, and the first power source and the third power source jointly drive the vehicle to run;
d) mixing mode 2: the first power source, the second power source and the third power source all drive the vehicle to run;
e) a braking energy recovery mode: the first power source and the second power source do not work, the switching element is disconnected, and the third power source converts the kinetic energy of the vehicle into electric energy;
f) a parking charging mode: the first power source works to enable the second power source to generate power, and the third power source does not work;
g) fuel mode 1: the first power source works to drive the vehicle to run, and the second power source and the third power source do not work;
h) fuel mode 2: the first power source drives the second power source to generate electricity, the first power source further drives the vehicle to move forward, and the third power source does not work.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202010113169.3A CN111516481A (en) | 2020-02-24 | 2020-02-24 | Power coupling transmission device, hybrid vehicle and operation method of hybrid vehicle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202010113169.3A CN111516481A (en) | 2020-02-24 | 2020-02-24 | Power coupling transmission device, hybrid vehicle and operation method of hybrid vehicle |
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| CN111516481A true CN111516481A (en) | 2020-08-11 |
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Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102011085110A1 (en) * | 2011-10-24 | 2013-04-25 | Zf Friedrichshafen Ag | Hybrid drive for motor vehicle e.g. electric car, has planet gears connected with generator engine, and sun gear designed as output element, which is connected with or disconnected from drive machine by decoupling device |
| CN106347097A (en) * | 2016-09-22 | 2017-01-25 | 西华大学 | Power transmission device of hybrid vehicle |
| CN108394266A (en) * | 2018-02-09 | 2018-08-14 | 重庆大学 | Double planet wheel rows of mixing multimodal fusion power vehicle power-driven system |
| CN109203963A (en) * | 2017-06-29 | 2019-01-15 | 广州汽车集团股份有限公司 | Automobile hybrid power coupled system and its control method |
| CN212796516U (en) * | 2020-02-24 | 2021-03-26 | 绿传(北京)汽车科技股份有限公司 | Power coupling transmission device and hybrid vehicle |
-
2020
- 2020-02-24 CN CN202010113169.3A patent/CN111516481A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102011085110A1 (en) * | 2011-10-24 | 2013-04-25 | Zf Friedrichshafen Ag | Hybrid drive for motor vehicle e.g. electric car, has planet gears connected with generator engine, and sun gear designed as output element, which is connected with or disconnected from drive machine by decoupling device |
| CN106347097A (en) * | 2016-09-22 | 2017-01-25 | 西华大学 | Power transmission device of hybrid vehicle |
| CN109203963A (en) * | 2017-06-29 | 2019-01-15 | 广州汽车集团股份有限公司 | Automobile hybrid power coupled system and its control method |
| CN108394266A (en) * | 2018-02-09 | 2018-08-14 | 重庆大学 | Double planet wheel rows of mixing multimodal fusion power vehicle power-driven system |
| CN212796516U (en) * | 2020-02-24 | 2021-03-26 | 绿传(北京)汽车科技股份有限公司 | Power coupling transmission device and hybrid vehicle |
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