CN213676360U - Hybrid vehicle driving system - Google Patents
Hybrid vehicle driving system Download PDFInfo
- Publication number
- CN213676360U CN213676360U CN202022120031.4U CN202022120031U CN213676360U CN 213676360 U CN213676360 U CN 213676360U CN 202022120031 U CN202022120031 U CN 202022120031U CN 213676360 U CN213676360 U CN 213676360U
- Authority
- CN
- China
- Prior art keywords
- gear
- power
- transmission
- output shaft
- hybrid vehicle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- 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
Landscapes
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
A hybrid vehicle driving system comprises an engine for outputting power to driving wheels of a hybrid vehicle, a motor for outputting driving force to the driving wheels of the hybrid vehicle, and a power battery for supplying power to the motor, wherein the engine and the motor realize power synthesis through a power coupler, the power coupler distributes the synthesized power to a double clutch, the double clutch controls the connection or disconnection of the power and transmits the power to a transmission, and a main speed reducer is respectively connected with a differential and the transmission and realizes the transmission of the driving wheels; the power coupler comprises a planet carrier, a driving bevel gear, a driven bevel gear, a transmission gear A and a transmission gear C which are symmetrically arranged, and a transmission gear B and a transmission gear D which are symmetrically arranged. The utility model discloses compact structure, practicality are strong, control is accurate, and the travelling comfort is good, can effectively solve current hybrid drive system and hybrid vehicle structure complicacy, problem with high costs.
Description
Technical Field
The utility model relates to a hybrid vehicle technical field, more specifically say, relate to a hybrid vehicle actuating system.
Background
Generally, the hybrid power refers to oil-electricity hybrid power, i.e. the mixture of fuel gasoline, diesel oil and the like and electric energy, the hybrid vehicle is driven by an engine and a motor, the two modes can be used independently or together, and with increasingly strict environmental requirements and increasingly exhausted petroleum resources, the vehicle industry starts to change from a traditional mode of pursuing high power and high energy consumption to a mode of low energy consumption and high cleanness. In recent years, new energy vehicles are gradually replacing traditional fuel vehicles, but pure electric vehicles still have the problems of low battery density, short endurance mileage and insufficient safety, so the current output and sales volume is still not high. At the moment, the hybrid electric vehicle is improved on the traditional fuel electric vehicle, so that the energy consumption is saved, the power is improved, and the problems of the hybrid electric vehicle and the traditional fuel electric vehicle are effectively solved to a certain extent.
The differential mechanism as one kind of driving mechanism for vehicle to rotate in different rotation speeds is composed of left and right half-axle gears, two planetary gears and gear carrier. The double-clutch transmission DCT has the flexibility of a manual transmission and the comfort of an automatic transmission, can provide almost uninterrupted power output, shifts quickly and smoothly, the control unit can accurately operate the double clutch and each gear combination sleeve in the shifting process, the clutch can run dry or in an oil pool, power is alternately transmitted to a second shaft by odd and even gears in turn, and as a result, the power interruption in the shifting process is very small, the comfort degree can be comparable to that of the automatic transmission, but the oil consumption is the same as that of the manual transmission. The utility model discloses combine above-mentioned technique and be used for solving current hybrid power system structure complicacy, the immature problem of technique.
SUMMERY OF THE UTILITY MODEL
In view of this, for solving above-mentioned prior art not enough, the utility model aims at providing a hybrid vehicle actuating system, this system compact structure, practicality are strong, control is accurate, and the travelling comfort is good, can effectively solve current hybrid actuating system and hybrid vehicle structure complicacy, problem with high costs.
In order to achieve the above object, the utility model adopts the following technical scheme: a hybrid vehicle driving system comprises an engine for outputting power to driving wheels of a hybrid vehicle, a motor for outputting driving force to the driving wheels of the hybrid vehicle, and a power battery for supplying power to the motor, wherein the engine and the motor realize power synthesis through a power coupler, the power coupler distributes the synthesized power to a double clutch, the double clutch controls the connection or disconnection of the power and transmits the power to a transmission, and a main speed reducer is respectively connected with a differential and the transmission and realizes the transmission of the driving wheels.
Furthermore, the power coupler comprises a planet carrier, a driving bevel gear, a driven bevel gear, a transmission gear A and a transmission gear C which are symmetrically arranged, and a transmission gear B and a transmission gear D which are symmetrically arranged, wherein the driving bevel gear and the driven bevel gear are arranged on the planet carrier; the transmission gear A is connected with a motor output shaft, a first brake is arranged on the motor output shaft, the transmission gear C is connected with an engine output shaft, and a second brake and a single clutch are arranged on the engine output shaft.
Furthermore, the transmission comprises transmission gears of all gears, a synchronizer, a first input shaft, a second input shaft, a first output shaft, a second output shaft and a power output shaft.
Further, the double clutch comprises a clutch C1And a clutch C2Said clutch C1The power coupler and the first input shaft are connected and realize power connection or disconnection of the power coupler and the first input shaft, and the clutch C2And connecting the power coupler and the second input shaft, and realizing power connection or disconnection of the power coupler and the second input shaft.
Furthermore, the transmission is a seven-gear double-clutch transmission structure, and each gear transmission gear comprises a first gear driving gear and a first gear driven gear, a second/reverse gear driving gear and a second gear driven gear, a reverse gear, a third gear driving gear and a third gear driven gear, a fourth/sixth gear driving gear and a fourth gear driven gear, a sixth gear driven gear, a fifth gear driving gear and a fifth gear driven gear, and a seventh gear driving gear and a seventh gear driven gear.
Furthermore, the second input shaft is sleeved on the first input shaft in an idle mode, and each odd-gear driving gear is arranged on the first input shaft and comprises a first-gear driving gear, a third-gear driving gear, a fifth-gear driving gear and a seventh-gear driving gear; and each even-numbered gear driving gear is arranged on the second input shaft and comprises the two/reverse gear driving gear and a four/sixth gear driving gear.
Furthermore, each gear driven gear and each reverse gear are sleeved on the first output shaft and the second output shaft in an idle mode, and power is transmitted to the corresponding output shafts through the synchronizers: the first output shaft is provided with the first-gear driven gear, the reverse gear, the fourth-gear driven gear and the fifth-gear driven gear, the second output shaft is provided with the second-gear driven gear, the third-gear driven gear, the sixth-gear driven gear and the seventh-gear driven gear, the synchronizer comprises a first/fifth-gear synchronizer, a second/sixth-gear synchronizer, a third/seventh-gear synchronizer and a fourth/reverse-gear synchronizer, each synchronizer is fixedly connected with the corresponding output shaft through splines, and the power output shaft is fixedly provided with an output gear.
The utility model has the advantages that:
the driving system of the utility model uses the power coupler based on the structural design of the common differential mechanism, adopts the double clutch transmission, has smooth transmission, can transmit larger torque and has reliable work; the utility model discloses a driving system is applied to hybrid vehicle, through the mode of control engine, motor, carries out power distribution through the power coupler, and multiple mode can be realized to the corresponding clutch of joint, including engine drive mode, hybrid drive mode, motor drive mode, parking charge mode, energy recuperation mode and driving charge mode, during the low or middle load, uses engine or motor individual drive mode; at high load, the hybrid drive mode is used; the reverse charging can be selectively carried out while the work is carried out, and the energy utilization rate is high; through the regulation and control of the energy management system, the transmission efficiency and the dynamic property can be effectively improved, the energy consumption is reduced, the cost is reduced, and the purposes of energy conservation and emission reduction are achieved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a drive system of a hybrid vehicle according to the present invention;
fig. 2 is a schematic structural diagram of the power coupler of the present invention;
FIG. 3 is a schematic structural diagram of the transmission of the present invention;
reference numerals: 1. power battery, 2, motor, 3, first brake4, a power coupler 401, a motor output shaft 402, a driving bevel gear 403, a driven bevel gear 404, an engine output shaft 405, a planet carrier 406, a transmission gear A407, a transmission gear C408, a transmission gear B409, a transmission gear D5, a second brake 6, a single clutch 7, an engine 8, a double clutch 801 and a clutch C1802, clutch C29, transmission, 901, first input shaft, 902, second input shaft, 903, second/reverse drive gear, 904, reverse gear, 905, fourth/reverse synchronizer, 906, fourth gear driven gear, 907, fourth/sixth gear drive gear, 908, fifth gear driven gear, 909, first/fifth synchronizer, 910, first gear driven gear, 911, seventh gear drive gear, 912, drive gear a, 913, first output shaft, 914, power output shaft, 915, second output shaft, 916, output gear, 917, drive gear B, 918, seventh gear driven gear, 919, first gear drive gear, 920, third/seventh gear synchronizer, 921, third gear driven gear, 922, third gear drive gear, 924, fifth gear drive gear, sixth gear driven gear, 925, second/sixth gear synchronizer, 926, second gear driven gear, 10, main reducer, 11. differential 12, drive wheels.
Detailed Description
The following provides specific embodiments, which will further clearly, completely and specifically explain the technical solutions of the present invention. The present embodiment is the best embodiment based on the technical solution of the present invention, but the scope of the present invention is not limited to the following embodiments.
A hybrid vehicle driving system, as shown in FIG. 1, includes an engine 7 outputting power to driving wheels 12 of a hybrid vehicle, a motor 2 outputting driving force to the driving wheels 12 of the hybrid vehicle, and a power battery 1 for supplying power to the motor 2, wherein the engine 7 and the motor 2 realize power combination through a power coupler 4, the power coupler 4 distributes the combined power to a double clutch 8, the double clutch 8 controls the connection or disconnection of the power and transmits the power to a transmission 9, a main reducer 10 connects a differential 11 and the transmission 9 respectively and realizes transmission of the driving wheels 12.
Further, as shown in fig. 2, the dynamic coupler 4 uses a differential structure, and satisfies the kinematic and dynamic characteristics of a common differential, and the kinematic equation:
in the formula
In order to the rotational speed of the engine output shaft 44,
for the rotational speed of the output shaft 41 of the motor,
is the drive bevel gear 42 speed. Kinetic equation:
in the formula (I), wherein,
is the torque of the output shaft 44 of the engine,
is the torque of the output shaft of the motor,
is the drive bevel gear torque; the power coupler 4 comprises a planet carrier 405, a driving bevel gear 402, a driven bevel gear 403, a transmission gear A406 and a transmission gear C407 which are symmetrically arranged, a transmission gear B408 and a transmission gear D409 which are symmetrically arranged, wherein the four gears are meshed with each other, for example, the transmission gear A406 is meshed with the transmission gear B408 and the transmission gear D409, the power coupler 4 performs power synthesis and distribution, the motor 2 starts the engine 7 through the power coupler 4, the engine 7 can reversely drive the motor 2 to charge the power battery 1 through the power coupler 4, and particularly, the power coupler 4 can realize the function of energy recovery during braking and deceleration;
the transmission gear A406 is connected with a motor output shaft 401, a first brake 3 is arranged on the motor output shaft 401, when the first brake 3 is braked, power cannot be transmitted to the power coupler 4, the transmission gear C407 is connected with an engine output shaft 404, a second brake 5 is arranged on the engine output shaft 404, when the second brake 5 is braked, power cannot be transmitted to the power coupler 4, and the single clutch 6 is positioned between the engine 7 and the power coupler 4 and controls the power transmitted by the engine 7 to be connected or disconnected.
Further, the double clutch 8 includes a clutch C 1801 and Clutch C2802, said clutch C 1801 connecting the power coupling 4 and the first input shaft 901, and realizing power connection or disconnection of the two, and the clutch C2802 connect the power coupling 4 and the second input shaft 902 and enable the power engagement or disengagement of the two.
Further, as shown in fig. 3, the transmission 9 includes gear transmission gears, a synchronizer, a first input shaft 901, a second input shaft 902, a first output shaft 913, a second output shaft 915 and a power output shaft 914;
the transmission 9 is a seven-gear double-clutch transmission structure, and each gear transmission gear comprises a first-gear driving gear 919 and a first-gear driven gear 910, a second/reverse-gear driving gear 903 and a second-gear driven gear 926, a reverse-gear 904, a third-gear driving gear 922 and a third-gear driven gear 921, a fourth/sixth-gear driving gear 907 and a fourth-gear driven gear 906, a sixth-gear driven gear 924, a fifth-gear driving gear 923 and a fifth-gear driven gear 908, and a seventh-gear driving gear 911 and a seventh-gear driven gear 918;
the second input shaft 902 is freely sleeved on the first input shaft 901, and each odd-numbered gear driving gear is arranged on the first input shaft 901 and comprises a first-gear driving gear 919, a third-gear driving gear 922, a fifth-gear driving gear 923 and a seventh-gear driving gear 911; the second input shaft 902 is provided with even-numbered gear driving gears, including the second/reverse gear driving gear 903 and the fourth/sixth gear driving gear 907.
Further, each gear driven gear and the reverse gear are idly sleeved on the first output shaft 913 and the second output shaft 915, and power transmission to the corresponding output shafts is realized through a synchronizer: the first output shaft 913 is provided with the first-gear driven gear 910, the reverse gear 904, the fourth-gear driven gear 906 and the fifth-gear driven gear 908, the second output shaft 915 is provided with the second-gear driven gear 926, the third-gear driven gear 921, the sixth-gear driven gear 924 and the seventh-gear driven gear 918, the synchronizers include a first/fifth-gear synchronizer 909, a second/sixth-gear synchronizer 925, a third/seventh-gear synchronizer 920 and a fourth/reverse-gear synchronizer 905, each synchronizer is fixedly connected with the corresponding output shaft through a spline, and the power output shaft 914 is fixedly provided with an output gear 916.
The utility model discloses a driving system's control method as follows:
(1) engine start mode: the motor 2 works, the first brake 3 and the second brake 5 are braked and released, the single clutch 6 is engaged, power is transmitted to the engine 7 through the motor 2 and the power coupler 4, and the engine 7 is started; the power transmission route in the power coupler 4 is as follows: a motor output shaft 401, a transmission gear A406, a transmission gear B408, a transmission gear D409, a transmission gear C407 and an engine output shaft 404;
(2) a motor driving mode: when the load is medium or low, the motor 2 works, the engine 7 does not work, the first brake 3 is released, the single clutch 6 is disconnected, and power is transmitted to the double clutch 8 through the motor 2 and the power coupler 4; the power transmission route in the power coupler 4 is as follows: a motor output shaft 401, a transmission gear A406, a transmission gear B408, a transmission gear D409, a planet carrier 405, a driving bevel gear 402 and a driven bevel gear 403;
(3) an engine drive mode: when the load is medium, the engine 7 works, the motor 2 stops working, the first brake 3 and the second brake 5 are released, the single clutch 6 is engaged, and power is transmitted to the double clutch 8 through the engine 7 and the power coupler 4; the power transmission route in the power coupler 4 is as follows: an engine output shaft 404, a transmission gear C407, a transmission gear B408, a transmission gear D409, a planet carrier 405, a driving bevel gear 402 and a driven bevel gear 403;
(4) hybrid drive mode: at high load, the engine 7 and the motor 2 work simultaneously, the first brake 3 and the second brake 5 are released, the single clutch 6 is engaged, and power is transmitted to the double clutch 8 through the engine 7, the motor 2 and the power coupler 4; two power transmission routes in the power coupler 4 are provided, one is as follows: an engine output shaft 404, a transmission gear C407, a transmission gear B408, a transmission gear D409, a planet carrier 405, a driving bevel gear 402 and a driven bevel gear 403; the other one is as follows: a motor output shaft 401, a transmission gear A406, a transmission gear B408, a transmission gear D409, a planet carrier 405, a driving bevel gear 402 and a driven bevel gear 403; the two power transmission routes are output after completing power coupling in the power coupler 4;
(5) parking charging mode: when the electric quantity of the power battery 1 is insufficient, the motor 2 is reversely charged by the engine 7, the engine 7 works, the first brake 3 and the second brake 5 are released, the single clutch 6 is engaged, and the power is transmitted to the motor 2 through the engine 7 and the power coupler 4; the power transmission route in the power coupler 4 is as follows: an engine output shaft 404, a transmission gear C407, a transmission gear B408, a transmission gear D409, a transmission gear A406 and a motor output shaft 401;
(6) the driving charging mode is as follows: when the electric quantity of the power battery 1 is insufficient in the driving process, part of the power of the engine 7 drives the vehicle to continue driving, and part of the power reversely charges the motor 2 through the power coupler 4; at the moment, the engine 7 works, the first brake 3 and the second brake 5 are released, the single clutch 6 is engaged, and power is transmitted to the motor 2 through the engine 7 and the power coupler 4; the power transmission route in the power coupler 4 is as follows: an engine output shaft 404, a transmission gear C407, a transmission gear B408, a transmission gear D409, a transmission gear A406 and a motor output shaft 401;
(7) a braking energy recovery mode: when braking and decelerating, the kinetic energy can be recovered by braking, the power is transmitted to the motor 2 through the driving wheel 12, the differential 11, the main reducer 10, the speed changer 9, the double clutch 8 and the power coupler 4, and the motor 2 reversely charges the power battery 1; the power transmission route in the power coupler 4 is as follows: and a driven bevel gear 403, a driving bevel gear 402, a planet carrier 405, a transmission gear B408, a transmission gear D409 and a transmission gear A406 to the motor output shaft 401 to complete the recovery of braking energy.
The driving system of the utility model uses the power coupler based on the structural design of the common differential mechanism, adopts the double clutch transmission, has smooth transmission, can transmit larger torque and has reliable work; the utility model discloses a driving system is applied to hybrid vehicle, through the mode of control engine, motor, carries out power distribution through the power coupler, and multiple mode can be realized to the corresponding clutch of joint, including engine drive mode, hybrid drive mode, motor drive mode, parking charge mode, energy recuperation mode and driving charge mode, during the low or middle load, uses engine or motor individual drive mode; at high load, the hybrid drive mode is used; the reverse charging can be selectively carried out while the work is carried out, and the energy utilization rate is high; through the regulation and control of the energy management system, the transmission efficiency and the dynamic property can be effectively improved, the energy consumption is reduced, the cost is reduced, and the purposes of energy conservation and emission reduction are achieved.
The essential features, the basic principle and the advantages of the invention have been shown and described above. It should be understood by those skilled in the art that the present invention is not limited to the above embodiments, and the above embodiments and descriptions are only illustrative of the principles of the present invention, and that the present invention can be modified in various ways according to the actual situation without departing from the spirit and scope of the present invention, and these modifications and improvements are all within the scope of the present invention as claimed. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (7)
1. A hybrid vehicle drive system characterized by comprising an engine (7) outputting power to drive wheels (12) of a hybrid vehicle, a motor (2) outputting drive force to the drive wheels (12) of the hybrid vehicle, and a power battery (1) for supplying power to the motor (2), the engine (7) and the motor (2) achieving power integration through a power coupler (4), the power coupler (4) distributing the integrated power to a double clutch (8), the double clutch (8) controlling power engagement or disengagement and transmitting power to a transmission (9), and a final drive (10) connecting a differential (11) and the transmission (9), respectively, and achieving transmission of the drive wheels (12).
2. A hybrid vehicle drive system according to claim 1, wherein said power coupling (4) comprises a planetary carrier (405), a drive bevel gear (402), a driven bevel gear (403), a symmetrically arranged drive gear a (406) and a drive gear C (407), a symmetrically arranged drive gear B (408) and a drive gear D (409) provided on said planetary carrier (405); the transmission gear A (406) is connected with a motor output shaft (401), a first brake (3) is arranged on the motor output shaft (401), the transmission gear C (407) is connected with an engine output shaft (404), and a second brake (5) and a single clutch (6) are arranged on the engine output shaft (404).
3. A hybrid vehicle drive system according to claim 2, characterized in that the transmission (9) comprises gear transmission gears, a synchronizer, a first input shaft (901), a second input shaft (902), a first output shaft (913), a second output shaft (915) and a power output shaft (914).
4. A hybrid vehicle drive system as claimed in claim 3, characterized in that said double clutch (8) comprises a clutch C1(801) And a clutch C2(802) Said clutch C1(801) The power coupling (4) is connected with the first input shaft (901) and realizes the power connection or disconnection of the power coupling and the first input shaft, and the clutch C2(802) And connecting the power coupler (4) and the second input shaft (902) and realizing power connection or disconnection of the power coupler and the second input shaft.
5. A hybrid vehicle drive system according to claim 4, wherein the transmission (9) is a seven-speed dual clutch transmission configuration, and each of the gear transmission gears includes a first-gear drive gear (919) and a first-gear driven gear (910), a second/reverse-gear drive gear (903) and a second-gear driven gear (926), a reverse-gear (904), a third-gear drive gear (922) and a third-gear driven gear (921), a fourth/sixth-gear drive gear (907) and a fourth-gear driven gear (906), a sixth-gear driven gear (924), a fifth-gear drive gear (923) and a fifth-gear driven gear (908), a seventh-gear drive gear (911) and a seventh-gear driven gear (918).
6. A hybrid vehicle drive system as set forth in claim 5, characterized in that said second input shaft (902) is freely sleeved on said first input shaft (901), and each odd-numbered stage driving gear is disposed on said first input shaft (901) and includes said first stage driving gear (919), said third stage driving gear (922), said fifth stage driving gear (923) and said seventh stage driving gear (911); and each even-numbered gear driving gear is arranged on the second input shaft (902) and comprises the two/reverse gear driving gear (903) and a four/sixth gear driving gear (907).
7. A hybrid vehicle drive system according to claim 6, characterized in that each gear driven gear and the reverse gear are idle on said first output shaft (913) and second output shaft (915), power transmission to the respective output shafts being achieved by synchronizers: the first-gear driven gear (910), the reverse gear (904), the fourth-gear driven gear (906) and the fifth-gear driven gear (908) are arranged on the first output shaft (913), the second-gear driven gear (926), the third-gear driven gear (921), the sixth-gear driven gear (924) and the seventh-gear driven gear (918) are arranged on the second output shaft (915), the synchronizer comprises a first-fifth-gear synchronizer (909), a second-sixth-gear synchronizer (925), a third-seventh-gear synchronizer (920) and a fourth-reverse-gear synchronizer (905), each synchronizer is fixedly connected with the corresponding output shaft through a spline, and an output gear (916) is fixedly mounted on the power output shaft (914).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022120031.4U CN213676360U (en) | 2020-09-24 | 2020-09-24 | Hybrid vehicle driving system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022120031.4U CN213676360U (en) | 2020-09-24 | 2020-09-24 | Hybrid vehicle driving system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN213676360U true CN213676360U (en) | 2021-07-13 |
Family
ID=76750487
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202022120031.4U Active CN213676360U (en) | 2020-09-24 | 2020-09-24 | Hybrid vehicle driving system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN213676360U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112092603A (en) * | 2020-09-24 | 2020-12-18 | 河南科技大学 | Control method of hybrid power vehicle driving system |
-
2020
- 2020-09-24 CN CN202022120031.4U patent/CN213676360U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112092603A (en) * | 2020-09-24 | 2020-12-18 | 河南科技大学 | Control method of hybrid power vehicle driving system |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN101096990B (en) | Output reduction dual clutch transmission with clutch coupler | |
| CN104972890A (en) | Dual-motor hybrid power automatic transmission | |
| CN204845514U (en) | Bi -motor hybrid automatic gearbox | |
| JP2020506341A (en) | Drive assembly for horizontal vehicle | |
| CN107160994B (en) | Hybrid electronic stepless driving system and automobile | |
| US11951821B2 (en) | Gearbox for an electric powertrain | |
| CN217022174U (en) | Power transmission system for vehicle and vehicle | |
| CN211106931U (en) | Three-clutch hybrid power system | |
| CN109278533B (en) | Hybrid-based transmission drive system | |
| CN213676360U (en) | Hybrid vehicle driving system | |
| CN210617837U (en) | Power driving system for hybrid electric vehicle | |
| CN112776585B (en) | Three-clutch hybrid power system | |
| CN210566061U (en) | Hybrid automatic transmission | |
| CN212400886U (en) | Six-speed hybrid transmission and vehicle | |
| CN108001201B (en) | Power transmission system of vehicle and vehicle with same | |
| CN215244313U (en) | Hybrid electric driving device | |
| CN114454706B (en) | Dual-motor hybrid power speed change system and vehicle | |
| CN216861169U (en) | Dual-motor hybrid power system | |
| CN217124543U (en) | Dual-motor hybrid power transmission system and vehicle | |
| CN115199710B (en) | Automatic transmission for vehicle | |
| CN113669418B (en) | Eight-speed automatic transmission and vehicle | |
| CN213108992U (en) | Multi-gear double-motor driving system and vehicle | |
| CN220447640U (en) | Hybrid power device and vehicle | |
| CN212195066U (en) | Electromechanical coupling structure | |
| CN220220380U (en) | Hybrid system and vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| TR01 | Transfer of patent right | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20221025 Address after: No.39 Xiyuan Road, Jianxi District, Luoyang City, Henan Province Patentee after: LUOYANG TRACTOR RESEARCH INSTITUTE Co.,Ltd. Address before: 471000 No. 48, Xiyuan Road, Jianxi District, Henan, Luoyang Patentee before: HENAN University OF SCIENCE AND TECHNOLOGY |