CN112208321A - Dual-motor hybrid transmission and control method thereof - Google Patents
Dual-motor hybrid transmission and control method thereof Download PDFInfo
- Publication number
- CN112208321A CN112208321A CN201910619554.2A CN201910619554A CN112208321A CN 112208321 A CN112208321 A CN 112208321A CN 201910619554 A CN201910619554 A CN 201910619554A CN 112208321 A CN112208321 A CN 112208321A
- Authority
- CN
- China
- Prior art keywords
- gear
- driving
- driving motor
- assembly
- mode
- 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.)
- Pending
Links
Images
Classifications
-
- 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
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
-
- 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
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
- B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
A dual-motor hybrid transmission and a control method thereof, comprising: the invention utilizes the multi-gear ingenious layout of two driving motors to realize the power gear shifting under the pure electric driving of the whole vehicle; the series driving of the whole vehicle is realized, and the hybrid parallel driving of a single motor or double motors can be realized; the transmission keeps efficient energy transmission, and selects different driving modes according to different working conditions, so that the energy utilization of the whole vehicle is maximized; and the size of the speed changer is optimized through reasonable gear shaft layout.
Description
Technical Field
The invention relates to the technology in the field of automobile transmissions, in particular to a dual-motor hybrid power transmission and a control method thereof.
Background
The design principle, the production process and the technology of the mechanical automatic transmission are mature and stable after long-term development, but the power loss of an engine exists in the gear shifting process, the defect of the mechanical automatic transmission can be well overcome by adding a driving motor, and meanwhile, the high-efficiency and low-cost advantages of the mechanical transmission can be fully utilized, so that the mechanical automatic transmission is a selected scheme of a plurality of hybrid vehicle types. The existing hybrid power transmissions improved on the basis of the mechanical automatic transmission all have the following defects: 1) the single motor structure cannot realize series driving; 2) the gears are few, and the working range of the engine cannot be adjusted better; 3) the pure electric drive has only one gear or has a plurality of gears, but the power of shifting is interrupted; 4) the structure is complex, and the transmission efficiency of the transmission is low; 5) the axial size is large, and the whole vehicle is difficult to arrange.
Disclosure of Invention
The invention provides a transmission for dual-motor hybrid power and a control method thereof, aiming at the defects in the prior art, the transmission is provided with two driving motors, a clutch, three synchronizers, a gear shaft/bearing and a plurality of accessories, wherein the first driving motor drives a vehicle through four gears or one clutch is connected with an engine, the second driving motor drives the vehicle through two gears, and the control method of the transmission can be explained by controlling the clutch and the synchronizers, so that the vehicle can be driven by three power sources of the engine, the first driving motor and the second driving motor independently, two-by-two combined driving vehicles, a common driving vehicle or a series mode driving vehicle.
The invention is realized by the following technical scheme:
the invention comprises the following steps: first driving motor assembly, second driving motor assembly, first input shaft assembly, second input shaft assembly, jackshaft assembly, differential mechanism assembly, drive shaft assembly, idler shaft assembly, engine and the clutch that is parallel to each other, wherein: the engine is connected with the first driving motor assembly through the clutch, the first input shaft assembly is connected with the first driving motor assembly, and the driving shaft assembly is connected with the second driving motor assembly.
The first input shaft assembly includes: first input shaft with set up on it keep off the driving gear, first synchronizer with one, wherein: the first input shaft is connected with the first driving motor assembly through a clutch.
The intermediate shaft assembly comprises: the countershaft and the main speed reduction driving gear, the first gear driven gear, the fourth gear driven gear, the EV second gear driven gear, the EV first gear driven gear and the second synchronizer which are arranged on the countershaft.
The second input shaft assembly includes: the second input shaft is provided with a transition driven gear, an EV two-gear driving gear, an EV one-gear driving gear and a third synchronizer.
The idler shaft assembly comprises: the idler shaft and the transition driving gear arranged on the idler shaft.
The drive shaft assembly includes: a drive shaft and a drive gear disposed thereon, wherein: the driving shaft is connected with the second driving motor assembly.
The differential mechanism assembly comprises: a differential and a main reduction driven gear disposed thereon.
The first-gear driven gear is meshed with the first-gear driving gear, the fourth-gear driven gear is meshed with the fourth-gear driving gear, the EV second-gear driven gear is respectively meshed with the EV second-gear driving gear and the third-gear driving gear, the EV first-gear driven gear is respectively meshed with the EV first-gear driving gear and the EV second-gear driving gear, and the main speed reduction driving gear is meshed with the main speed reduction driven gear.
The transition driven gear is respectively meshed with the transition driving gear and the driving gear.
The invention relates to a control method based on the transmission, which judges the operable mode of the whole vehicle after collecting the state information of the whole vehicle, correspondingly selects a target gear according to the judgment result, and realizes the target power output of the whole vehicle through the target gear and the execution of a clutch.
Technical effects
Compared with the prior art, the multi-gear ingenious layout of the two driving motors is utilized, and power gear shifting under pure electric driving of the whole vehicle is realized; after the power of the engine is connected through the clutch, the serial driving of the whole vehicle is realized, and the hybrid parallel driving of a single motor or double motors can be realized; the four engine driving gears, the six pure electric driving gears and the multiple hybrid driving gears are freely selected, so that the transmission can maintain high-efficiency transmission energy, and simultaneously select different driving modes aiming at different working conditions, thereby achieving the maximization of the energy utilization of the whole vehicle; and the size of the speed changer is optimized through reasonable gear shaft layout.
Drawings
FIG. 1 is a schematic view of the structure of the present invention.
FIG. 2 is a schematic flow chart of an embodiment.
FIG. 3 is a schematic diagram of another similar structure in which the present invention may be implemented;
in the figure: a first driving motor assembly 1, a second driving motor assembly 2, a first input shaft assembly 3, a second input shaft assembly 4, a middle shaft assembly 5, a differential mechanism assembly 6, a driving shaft assembly 7, a first idler shaft assembly 8, a clutch 9, a first input shaft 10, a first engine gear driving gear 11, a second engine gear driving gear 12, a third engine gear driving gear 13, a fourth engine gear driving gear 14, a first synchronizer 15, a middle shaft 16, a main speed reduction driving gear 17, a first engine gear driven gear 18, a fourth engine gear driven gear 19, a first EV gear driven gear 20, a second EV gear driven gear 21, a second synchronizer 22, a second input shaft 23, a transition driven gear 24, a second EV gear driving gear 25, a first EV gear driving gear 26, a third synchronizer 27, a first idler shaft 28, a first transition driving gear 29, a first driving shaft 30, a first driving gear 31, a differential mechanism 32, The main speed reduction driven gear 33, the engine 34, the parking gear 35, the second idler shaft assembly 36, the second idler shaft 37, the second transition driving gear 38, the second driving shaft 39, the second driving gear 40 and the third driving motor assembly 41.
Detailed Description
As shown in fig. 1, a transmission for a dual motor hybrid according to the present embodiment includes: the driving mechanism comprises a first driving motor assembly 1, a second driving motor assembly 2, a first input shaft assembly 3, a second input shaft assembly 4, an intermediate shaft assembly 5, a differential mechanism assembly 6, a driving shaft assembly 7, a first idle wheel shaft assembly 8, an engine 34 and a clutch 9 which are parallel to each other, wherein: the engine 34 is connected with the first driving motor assembly 1 through the clutch 9, the first input shaft assembly 3 is connected with the first driving motor assembly 1 through a spline, and the driving shaft assembly 7 is connected with the second driving motor assembly 2.
The first input shaft assembly 3 includes: first input shaft 10 and set up engine first gear driving gear 11, engine second gear driving gear 12, third gear driving gear 13, fourth gear driving gear 14, first synchronous ware 15 on it, wherein: the first input shaft 10 is connected with the first driving motor assembly 1 through the clutch 9; the first-gear driving gear 11, the fourth-gear driving gear 14 and the first synchronizer 15 of the engine from left to right are fixedly arranged on the first input shaft 10, and the third-gear driving gear 13 is sleeved on the first input shaft 10 in a free mode; the first synchronizer 15 is fixedly arranged on the first input shaft 10; the second gear driving gear 12 of the engine is sleeved on the first input shaft 10.
The intermediate shaft assembly 5 comprises: the counter shaft 16 and the main reduction driving gear 17, the engine first-gear driven gear 18, the fourth-gear driven gear 19, the EV first-gear driven gear 20, the EV second-gear driven gear 21, and the second synchronizer 22 that are provided thereon, wherein: the main speed reduction driving gear 17 from left to right is fixedly arranged on the intermediate shaft 16; the first-gear driven gear 18 of the engine is sleeved on the intermediate shaft 16 in a hollow way; the second synchronizer 22 is fixedly arranged on the intermediate shaft 16; the four-gear driven gear 19 is sleeved on the intermediate shaft 16 in a hollow manner; the EV first-gear driven gear 20 and the EV second-gear driven gear 21 are fixedly provided on the intermediate shaft 16.
The second input shaft assembly 4 includes: the second input shaft 23 and the transition driven gear 24, the EV two gear driving gear 25, the EV one gear driving gear 26, the third synchronizer 27 provided thereon, wherein: the left-to-right transition driven gear 24 is fixedly arranged on the second input shaft 23; the EV second-gear driving gear 25 is sleeved on the second input shaft 23 in a hollow mode; the third synchronizer 27 is fixedly arranged on the second input shaft 23; the EV first-gear drive gear 26 is idly sleeved on the second input shaft 23.
The first idler shaft assembly 8 comprises: a first idler shaft 28 and a first transition drive gear 29 fixedly disposed thereon.
The drive shaft assembly 7 includes: a first drive shaft 30 and a first drive gear 31 fixedly disposed thereon, wherein: the first drive shaft 30 is connected to the second drive motor assembly 2 by a spline.
The differential mechanism assembly 6 comprises: a differential 32 and a main reduction driven gear 33 provided thereon, wherein: the final drive gear 33 is fixedly provided to the differential gear 32.
The first-gear engine driven gear 18 is meshed with the first-gear engine driving gear 11, the fourth-gear driven gear 19 is meshed with the fourth-gear driving gear 14, the second-gear EV driven gear 21 is respectively meshed with the second-gear EV driving gear 25 and the third-gear EV driving gear 13, the first-gear EV driven gear 20 is respectively meshed with the first-gear EV driving gear 26 and the second-gear engine driving gear 12, and the main reduction driving gear 17 is meshed with the main reduction driven gear 33.
The first transition driving gear 29 is engaged with the transition driven gear 24 and the first driving gear 31, respectively.
The first synchronizer 15, the second synchronizer 22 and the third synchronizer 27 are controlled by a hydraulic shifting system or an electric shifting system, the first synchronizer 15 and the second synchronizer 22 control four gears of the first driving motor assembly 1, and the third synchronizer 27 controls two gears of the second driving motor assembly 2.
As shown in fig. 3, a parking gear 35 is further provided between the main reduction drive gear 17 and the second synchronizer 22.
As shown in fig. 3, a second idler shaft assembly 36, a second idler shaft 37, a second transition driving gear 38, a second driving shaft 39, a second driving gear 40 and a third driving motor assembly 41 are further disposed between the first-gear driving gear 11 of the engine and the first driving motor assembly 1.
As shown in fig. 2, the vehicle runnable mode is judged after vehicle state information is collected, the target gear is selected according to the judgment result, and the target power output of the vehicle is realized through the target gear and the clutch, so that the common optimization of the vehicle dynamic property and the economy is achieved.
The whole vehicle state information collection comprises the following steps: the method comprises the following steps of determining the operable working mode according to the collected vehicle information, such as the percentage of the remaining battery capacity (battery SOC), the vehicle speed, the depth of an accelerator pedal and the like of the hybrid vehicle; the working modes comprise: the hybrid electric vehicle comprises a pure electric economic mode driven by a first driving motor or a second driving motor independently, a pure electric motion mode driven by the first driving motor and the second driving motor together, a hybrid economic mode driven by a series connection drive or a pure engine drive, and a hybrid motion mode driven by an engine, the first driving motor and the second driving motor together.
The determined operable working mode can be one of the modes or a plurality of the modes coexist.
The whole vehicle running mode is judged as follows: and if the determined vehicle running modes include the driving mode selected by the driver, defining the driving mode selected by the driver as an actual running mode, and if the driving mode selected by the driver is not included, changing the pure electric economy mode selected by the driver into the hybrid economy mode as the actual running mode, or changing the pure electric motion mode selected by the driver into the hybrid motion mode as the actual running mode.
The target gear selection is as follows: and matching the vehicle speed with the rotating speed of the power source according to the determined actual running mode, and selecting a proper target gear.
The synchronizer executing and the clutch closing means that: the selected target gear, the clutch state and the current gear and the clutch state are compared, when the selected target gear, the current gear and the clutch state are kept when the selected target gear, the clutch state and the current gear and the clutch state are the same, otherwise, the switching of the gear and the clutch state is carried out, in the switching process, the continuous power output is required to be ensured, namely, when the first gear and the second gear are switched, the second driving motor continuously drives the whole automobile through the first gear of the EV, when the second gear, the third gear and the fourth gear are switched mutually, the second driving motor continuously drives the whole automobile through the second gear of the EV, and when the first gear of the EV is switched with the second gear of the EV, the engine, the first driving motor.
The vehicle target power output is as follows: and controlling the power source to output power according to the actual requirement of the whole vehicle.
When the SOC of the battery is less than 50% or the current mode cannot meet the power requirement of the whole vehicle, the judgment of the operable mode needs to be carried out again, otherwise, the whole vehicle maintains the current mode to continuously output power.
In the process of driving the whole vehicle in the pure electric economic mode or the hybrid economic mode as the actual operation mode, the transmission efficiencies of the three power sources are compared, and an optimal path is selected for power output, wherein the fixed force of the transmission efficiency respectively refers to effective driving energy transmitted to a wheel end of the whole vehicle after energy output by a battery passes through a first driving motor and a gear of the first driving motor during pure electric driving, the energy output by the battery during pure electric driving passes through a second driving motor and a gear of the second driving motor during pure electric driving, the energy output by an engine during pure engine driving passes through the gear of the engine and is transmitted to the wheel end of the whole vehicle, and the energy output by the engine during series driving passes through the first driving motor for power generation, the second driving motor and the gear of the second driving motor and is transmitted to the wheel end of the whole vehicle.
When the SOC of the battery is less than 50%, the whole vehicle can only be driven by a pure engine, or the engine drives a first driving motor to generate power, and a second driving motor drives the whole vehicle; when the SOC of the battery is more than or equal to 50%, the engine, the first driving motor and the second driving motor can independently drive the whole vehicle, any two power sources can be combined, or the three power sources drive the whole vehicle together; when the SOC of the battery is less than 95%, the residual energy of the engine can be generated through the first driving motor and stored in the battery, and meanwhile, the energy of the braking of the whole vehicle can be generated through the first driving motor or the second driving motor and stored in the battery; when the SOC of the battery is 95% or more, the charging operation of the battery is not performed.
The driving mode selected by the driver also comprises the following steps: the hybrid electric vehicle comprises a pure electric economy mode, a pure electric motion mode, a hybrid economy mode and a hybrid motion mode, wherein in the pure electric economy mode, a power source in a first driving motor and a second driving motor is selected to drive the whole vehicle under the judgment condition of higher efficiency, in the pure electric motion mode, the first driving motor and the second driving motor drive the whole vehicle together, in the hybrid economy mode, the higher efficiency is selected as the judgment condition, one mode of a series mode and a pure engine drive is selected to drive the whole vehicle, in the pure engine drive, the higher efficiency is selected as the judgment condition, the first driving motor can be selected to assist, and in the hybrid motion mode, the engine, the first driving motor and the second driving motor drive the whole vehicle together as the power source.
The vehicle speed and the accelerator pedal depth control the three power sources of the engine, the first driving motor and the second driving motor to be switched among four driving modes according to different values of the vehicle speed and the accelerator pedal depth.
The gear and the power source refer to that: the first gear of the EV and the second gear of the EV control the power output of the second driving motor, and the first gear to the fourth gear control the power output of the engine, the first driving motor or the power output of the first driving motor and the second driving motor.
The series driving is carried out, all gears from one to four are disengaged, the clutch is closed, the energy output by the engine in the high-efficiency area is converted into electric energy through the first driving motor, then the electric energy is converted into mechanical energy through the second driving motor, the mechanical energy is transmitted to wheels through the EV first gear or the EV second gear, the whole vehicle is driven to move forwards through forward rotation of the second driving motor, and the whole vehicle is driven to move backwards through reverse rotation of the second driving motor.
In this embodiment, by controlling the position of the synchronizer and the opening and closing of the clutch, the following driving modes can be realized:
one-electric drive mode
In the pure electric driving process, when the first driving motor and the second driving motor rotate forwards, the whole vehicle is driven to move forwards, and when the first driving motor and the second driving motor rotate backwards, the whole vehicle is driven to move backwards.
Two, pure engine drive mode
Three, mixed-action parallel driving mode
Four, mixed-action series driving mode
In the hybrid-driven series driving process, the energy output by the engine in the high-efficiency area is converted into electric energy through the first driving motor, then the electric energy is converted into mechanical energy through the second driving motor, and the mechanical energy is transmitted to wheels through the first gear of the EV or the second gear of the EV to drive the whole vehicle, the second driving motor is driven to rotate forwards to drive the whole vehicle to move forwards, and the second driving motor rotates backwards to drive the whole vehicle to reverse.
Fifth, parking charging mode
The braking energy of the whole vehicle is recovered, and the mechanical energy in the braking process of the wheels can be converted into electric energy through the driving motor which is in the current gear and stored in the battery.
The foregoing embodiments may be modified in many different ways by those skilled in the art without departing from the spirit and scope of the invention, which is defined by the appended claims and all changes that come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein.
Claims (6)
1. A dual motor hybrid transmission, comprising: first driving motor assembly, second driving motor assembly, first input shaft assembly, second input shaft assembly, jackshaft assembly, differential mechanism assembly, drive shaft assembly, idler shaft assembly, engine and clutch that are parallel to each other, the engine passes through the clutch and links to each other with first driving motor assembly, and first input shaft assembly links to each other with first driving motor assembly, and the drive shaft assembly links to each other with second driving motor assembly, wherein: the first input shaft assembly includes: first input shaft with set up on it keep off the driving gear, first synchronizer with one, wherein: the first input shaft is connected with the first driving motor assembly through a clutch; the jackshaft assembly includes: the device comprises an intermediate shaft, and a main speed reduction driving gear, a first-gear driven gear, a fourth-gear driven gear, an EV second-gear driven gear, an EV first-gear driven gear and a second synchronizer which are arranged on the intermediate shaft; the second input shaft assembly includes: the second input shaft is provided with a transition driven gear, an EV two-gear driving gear, an EV one-gear driving gear and a third synchronizer; the idler shaft assembly includes: the idler shaft and a transition driving gear are arranged on the idler shaft; the drive shaft assembly includes: a drive shaft and a drive gear disposed thereon, wherein: the driving shaft is connected with the second driving motor assembly; the differential mechanism assembly includes: a differential and a main reduction driven gear disposed thereon.
2. The dual-motor hybrid transmission of claim 1, wherein the first-speed driven gear is engaged with the first-speed driving gear, the fourth-speed driven gear is engaged with the fourth-speed driving gear, the EV second-speed driven gear is engaged with the EV second-speed driving gear and the third-speed driving gear, the EV first-speed driven gear is engaged with the EV first-speed driving gear and the EV second-speed driving gear, and the main speed reduction driving gear is engaged with the main speed reduction driven gear.
3. The transmission for a two-motor hybrid according to claim 1, wherein the transition driven gear is engaged with the transition driving gear and the driving gear, respectively.
4. The transmission of claim 1 or 2, wherein a parking gear is further provided between the main reduction drive gear and the second synchronizer.
5. The dual-motor hybrid transmission as defined in claim 1, wherein a second idler shaft assembly, a second idler shaft, a second transition driving gear, a second driving shaft, a second driving gear and a third driving motor assembly are further disposed between said first gear driving gear and said first driving motor assembly.
6. A control method of the transmission according to any one of the preceding claims, characterized in that the vehicle runnable mode is judged after collecting vehicle state information, and the target gear is selected according to the judgment result, and the target power output of the vehicle is realized through the target gear and the clutch execution;
the whole vehicle state information collection comprises the following steps: the hybrid power whole vehicle battery SOC, the vehicle speed, the accelerator pedal depth and the like, and determining an operable working mode according to the collected whole vehicle information; the working modes comprise: the hybrid electric vehicle comprises a pure electric economic mode driven by a first driving motor or a second driving motor independently, a pure electric motion mode driven by the first driving motor and the second driving motor together, a hybrid economic mode driven by a series connection drive or a pure engine drive, and a hybrid motion mode driven by an engine, the first driving motor and the second driving motor together;
the whole vehicle running mode is judged as follows: and if the determined vehicle running modes include the driving mode selected by the driver, defining the driving mode selected by the driver as an actual running mode, and if the driving mode selected by the driver is not included, changing the pure electric economy mode selected by the driver into the hybrid economy mode and the actual running mode, or changing the pure electric motion mode selected by the driver into the hybrid motion mode and the actual running mode.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910619554.2A CN112208321A (en) | 2019-07-10 | 2019-07-10 | Dual-motor hybrid transmission and control method thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910619554.2A CN112208321A (en) | 2019-07-10 | 2019-07-10 | Dual-motor hybrid transmission and control method thereof |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN112208321A true CN112208321A (en) | 2021-01-12 |
Family
ID=74048066
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910619554.2A Pending CN112208321A (en) | 2019-07-10 | 2019-07-10 | Dual-motor hybrid transmission and control method thereof |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112208321A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113027998A (en) * | 2021-02-25 | 2021-06-25 | 凯博易控车辆科技(苏州)股份有限公司 | Variable-speed driving system with multiple driving motors and gear shifting control method thereof |
-
2019
- 2019-07-10 CN CN201910619554.2A patent/CN112208321A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113027998A (en) * | 2021-02-25 | 2021-06-25 | 凯博易控车辆科技(苏州)股份有限公司 | Variable-speed driving system with multiple driving motors and gear shifting control method thereof |
| CN113027998B (en) * | 2021-02-25 | 2022-08-19 | 凯博易控车辆科技(苏州)股份有限公司 | Variable-speed driving system with multiple driving motors and gear shifting control method thereof |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108909426B (en) | Double-motor coupling planetary gear type two-gear variable speed drive axle | |
| JP5646608B2 (en) | Transmission control device and transmission control method | |
| CN101713448A (en) | Double clutch type automatic gearbox | |
| CN111976463A (en) | Hybrid power vehicle driving system capable of realizing single-motor two-gear driving | |
| CN111497590A (en) | Two-gear variable-speed driving system of plug-in hybrid electric vehicle | |
| CN110667366A (en) | Speed change transmission system special for hybrid electric vehicle | |
| CN111469651A (en) | Hybrid power driving system, control method and vehicle | |
| CN109866599B (en) | Front-rear drive continuous variable speed hybrid power assembly | |
| CN111703292A (en) | Hybrid power driving system and vehicle | |
| CN211106931U (en) | Three-clutch hybrid power system | |
| CN212400884U (en) | Hybrid power driving system and automobile | |
| CN210212009U (en) | Transmission for dual-motor hybrid power | |
| CN112248790A (en) | Multi-mode hybrid power transmission device and control method thereof | |
| CN219236751U (en) | Hybrid power speed change system and vehicle | |
| CN106926681B (en) | Hybrid power device | |
| CN112208321A (en) | Dual-motor hybrid transmission and control method thereof | |
| CN112776585A (en) | Three-clutch hybrid power system | |
| CN113147355B (en) | Hybrid power system, control method and vehicle | |
| CN113335056B (en) | Hybrid electric vehicle speed change system and method and vehicle | |
| CN115503459A (en) | Multi-gear variable speed hybrid power system with double motors and double middle shafts with power take-off modules | |
| CN212708919U (en) | Hybrid power driving system and vehicle | |
| CN110712515A (en) | Hybrid transmission | |
| CN116852972A (en) | Single-clutch double-motor multi-gear hybrid power driving system, method and vehicle | |
| JPH11198671A (en) | Automobile drive system | |
| CN115246312A (en) | Multi-gear hybrid power system |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |