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WO2019191859A1 - Transmission hybride, système d'entraînement hybride et véhicule - Google Patents

Transmission hybride, système d'entraînement hybride et véhicule Download PDF

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Publication number
WO2019191859A1
WO2019191859A1 PCT/CN2018/081530 CN2018081530W WO2019191859A1 WO 2019191859 A1 WO2019191859 A1 WO 2019191859A1 CN 2018081530 W CN2018081530 W CN 2018081530W WO 2019191859 A1 WO2019191859 A1 WO 2019191859A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
transmission
output shaft
synchronizer
hybrid
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.)
Ceased
Application number
PCT/CN2018/081530
Other languages
English (en)
Chinese (zh)
Inventor
李至浩
陈振辉
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Priority to DE112018007424.2T priority Critical patent/DE112018007424T5/de
Priority to PCT/CN2018/081530 priority patent/WO2019191859A1/fr
Priority to CN201880089595.9A priority patent/CN111742162A/zh
Publication of WO2019191859A1 publication Critical patent/WO2019191859A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • 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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—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 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 driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • 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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • 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
    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • 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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • 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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • B60K2006/4841—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range the gear provides shifting between multiple ratios
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
    • 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

Definitions

  • the invention relates to the field of hybrid vehicles.
  • the present invention relates to a hybrid transmission, a hybrid drive system including the hybrid transmission, and a vehicle including the hybrid drive system.
  • a hybrid vehicle is a vehicle that uses two or more sources of power.
  • the most common hybrid electric vehicles use a conventional internal combustion engine (diesel or gasoline engine) and an electric motor as a power source.
  • a commonly used additional arrangement is to additionally add a hybrid module between an internal combustion engine and a transmission of a conventional internal combustion engine drive system, wherein the hybrid module includes a clutch, motor for coupling or shutting off power transmission between the internal combustion engine and the electric machine. , for the housing of the hybrid module, and the like.
  • the hybrid module is additionally increased between the internal combustion engine and the transmission, the axial length of the drive system is increased, which adds difficulty to the layout and packaging of some compact vehicles.
  • the design of the hybrid module is complicated. For example, for a hybrid module used with a dual clutch transmission, it may be necessary to provide three clutches in the rotor space of the motor, which is difficult to integrate.
  • hybrid drive systems in the prior art in which an electric machine is integrated into a transmission to form a hybrid dedicated transmission (DHT).
  • DHT hybrid dedicated transmission
  • existing hybrid-dedicated transmissions typically specifically set the gear set from the motor output shaft to the transmission output shaft and provide a dedicated reverse gear set for the pure internal combustion engine drive mode. This increases the footprint of the transmission and increases manufacturing costs while also detracting from the reliability and efficiency of the overall drive system.
  • One aspect of the present invention provides a hybrid transmission for a hybrid drive system of a vehicle, the hybrid drive system including an internal combustion engine, an electric motor, and a power coupling unit including a transmission input shaft and a transmission output shaft And an intermediate shaft, the transmission input shaft is dynamically coupled or disconnected from an output shaft of the internal combustion engine via the power coupling unit, the hybrid transmission further comprising: a first gear and a second gear, both of which are idled a first synchronizer disposed on the transmission input shaft and between the first gear and the second gear, the first synchronizer being capable of interacting with the first gear or a second gear engagement; a third gear and a fourth gear, both disposed on the transmission output shaft and meshing with the first gear and the second gear, respectively; and a fifth gear and a sixth gear, Arranging on the intermediate shaft and meshing with the first gear and the second gear, respectively, wherein the power of the motor is via the above Any one of the input gear to the transmission.
  • the present invention also provides a hybrid drive system including an internal combustion engine, an electric motor, a power coupling unit, and a hybrid transmission as described above, wherein an output shaft of the internal combustion engine is coupled to the hybrid transmission via the power coupling unit
  • the transmission input shaft is dynamically coupled or disconnected, and power of the electric machine is input to the transmission via any one of the first to sixth gears in the hybrid transmission.
  • the present invention also provides a hybrid vehicle comprising a hybrid drive system as described above.
  • FIG. 1 shows a schematic diagram of a hybrid transmission and a hybrid drive system in accordance with one embodiment of the present invention.
  • FIG. 2 shows a schematic diagram of a hybrid transmission and a hybrid drive system in accordance with another embodiment of the present invention.
  • 3A-3C illustrate a hybrid transmission in accordance with other embodiments of the present invention.
  • 4A-4D illustrate the power transmission path of the pure motor drive mode of the hybrid drive system shown in Fig. 2.
  • 5A-5F show the power transmission path of the pure internal combustion engine driving mode of the hybrid drive system shown in Fig. 2.
  • 6A-6I illustrate the power transmission path of the hybrid drive mode of the hybrid drive system shown in Fig. 2.
  • FIG. 7A-7B show the power transmission path of the internal combustion engine starting mode in the motor-driven running state of the hybrid drive system shown in Fig. 2.
  • FIG. 8 shows a power transmission path of the parking charging mode of the hybrid drive system shown in FIG. 2.
  • 9A-9F illustrate a hybrid transmission and a hybrid drive system in which motor power is input to a transmission from other components, in accordance with an embodiment of the present invention.
  • the hybrid drive system includes an internal combustion engine ICE, an electric motor EM, and a hybrid transmission, wherein the internal combustion engine ICE and the electric motor EM are used as power sources, and the power outputted by both is transmitted to the wheels of the vehicle via the hybrid transmission.
  • the internal combustion engine ICE in the present invention generally refers to a conventional diesel internal combustion engine or a gasoline internal combustion engine, and may of course be an internal combustion engine using other alternative fuels such as compressed natural gas, propane and ethanol fuel. Further, the internal combustion engine ICE may be a four-cylinder engine or an engine of other cylinder numbers.
  • the motor EM can also be used as a generator to convert the power output from the internal combustion engine ICE into electrical energy stored in a battery electrically connected to the motor.
  • the specific implementation of the motor EM to convert the power output from the internal combustion engine ICE into electrical energy will be described in detail below when the operating mode of the hybrid drive system is described.
  • FIG. 1 illustrates a hybrid drive system in accordance with one embodiment of the present invention.
  • the hybrid drive system includes a clutch K0 in addition to the internal combustion engine ICE, the electric motor EM, and the hybrid transmission T.
  • the clutch K0 is used for power coupling or disconnection between the internal combustion engine ICE and the hybrid transmission T.
  • Fig. 1 also shows in particular the arrangement of a hybrid transmission T according to the invention.
  • the transmission T includes a transmission input shaft 1, a transmission output shaft 2, and an intermediate shaft 3.
  • the transmission input shaft 1 is dynamically coupled or disconnected from the internal combustion engine ICE output shaft via a clutch K0.
  • the transmission input shaft 1 can be arranged coaxially with the output shaft of the internal combustion engine ICE and the clutch K0.
  • the transmission input shaft 1 is sleeved with a first gear Z11 and a second gear Z12, and is also provided with a first synchronizer A.
  • the first synchronizer A is disposed between the first gear Z11 and the second gear Z12 and is engageable or disengageable with the first gear Z11 or the second gear Z12. When the first synchronizer A is engaged with the gear Z11 or Z12, the power of the motor EM and the power of the internal combustion engine ICE can be coupled.
  • a third gear Z21 and a fourth gear Z22 are coupled to the transmission output shaft 2 in a rotationally fixed manner, and a second synchronizer B is also disposed.
  • the third gear Z21 and the fourth gear Z22 mesh with the first gear Z11 and the second gear Z12, respectively.
  • the second synchronizer B is located between the third gear Z21 and the fourth gear Z22 and is engageable with the third gear Z21 or the fourth gear Z22.
  • the intermediate shaft 4 is connected to the fifth gear Z31 and the sixth gear Z32 in a rotationally fixed manner, and the two meshes with the first gear Z11 and the second gear Z12, respectively.
  • the power of the motor EM or the internal combustion engine ICE can be transmitted directly to the transmission output shaft 2 via the gear pairs Z11-Z21, Z12-Z22, and also via the gear pair Z11.
  • -Z31, Z12-Z32 are transmitted to the transmission output shaft 2.
  • the power of the electric machine EM is input to the transmission T via the first gear Z11.
  • the first gear Z11 can be arranged coaxially with the output shaft 4 of the electric machine EM and connected in a rotationally fixed manner.
  • the motor EM includes a stator S, a rotor R, and a rotor hub H for supporting the rotor.
  • the rotor hub H is formed integrally with the motor output shaft 4 or is connected in a rotationally fixed manner.
  • the first gear Z11 may be integrally formed or fixedly mounted on the outer peripheral surface of the motor output shaft 4.
  • the rotor hub H can also be used as the output shaft 4 of the electric machine EM, and the first gear Z11 can be connected in a rotationally fixed manner to the rotor hub H.
  • the electric machine (EM) is axially disposed between the internal combustion engine (ICE) and the transmission (T), and the power coupling unit (K0) is disposed in an inner space of the rotor (R), and The transmission input shaft (1) is disposed coaxially with the rotor hub (H).
  • the electric machine EM can be arranged axially between the internal combustion engine ICE and the transmission T, the clutch K0 being integrated in the inner space of the rotor R of the electric machine EM to make full use of the axial space, the transmission input shaft 1 and the output shaft of the electric machine EM 4 (rotor hub H) is coaxially arranged.
  • the output shaft 4 of the motor EM may be formed as a hollow shaft
  • the transmission input shaft 1 may be formed as a solid shaft
  • the transmission input shaft 1 is coaxially sleeved inside the motor output shaft 4
  • the transmission of the shaft 4 is output from the motor EM
  • the end extends a portion for arranging components such as synchronizers and gears.
  • the transmission input shaft 1, the transmission output shaft 2 and the intermediate shaft 3 can be arranged parallel to each other.
  • the power of the motor EM is transmitted from the first gear Z11 to the transmission T.
  • the present invention is not limited thereto, and the power of the motor EM may be transmitted from the arbitrary gears disposed on the transmission input shaft 1, the transmission output shaft 2, and the intermediate shaft 3 to the transmission T (the position of the motor EM is changed correspondingly), and the specific implementation Examples will be described in detail later.
  • the arrangement of the transmission according to the above embodiment can transmit the power of the electric motor and the power of the internal combustion engine to the transmission output shaft through the shared gear set, and therefore, it is not necessary to provide a separate gear set from the motor output shaft to the transmission output shaft, and the transmission can be reduced.
  • the number of parts is beneficial to reduce manufacturing costs and compress space.
  • the intermediate shaft and the gears disposed on the intermediate shaft are provided to transfer the power of the electric machine and the internal combustion engine to the transmission output shaft, which is advantageous in reducing the axial size of the transmission and, in turn, reducing the axial size of the hybrid drive system.
  • the hybrid transmission of the embodiment shown in Figure 1 includes only two synchronizers and four gear pairs. According to other embodiments of the invention, the hybrid transmission may also include more other gear pairs and other synchronizers to increase gear change.
  • the hybrid transmission may additionally include at least one other gear pair disposed between the transmission input shaft 1 and the transmission output shaft 2, and at least one other synchronizer disposed on the transmission input shaft 1 or the transmission output shaft 2, the at least one Other synchronizers are used to select one of the at least one other gear pair to transfer power between the transmission input shaft 1 and the output shaft 2.
  • the two gears of each of the other gear pairs are disposed on the transmission input shaft 1 and the transmission output shaft 2 in a torsionally and idling manner, respectively, and at least one other synchronizer and at least The gears of one of the other gear pairs are cooperatively arranged on the transmission input shaft 1 or the gears on the transmission output shaft 2 such that each of the other synchronizers can be coupled to one of the transmission input shaft 1 or the transmission output shaft 2
  • the two gears are engaged.
  • the hybrid transmission shown in FIG. 2 additionally includes a gear pair Z13-Z23, a ninth gear Z14, and a third gear Z13 and an eighth gear Z23, as compared with the hybrid transmission shown in FIG.
  • the gear Z14-Z24 and the third synchronizer C are composed of ten gears Z24, wherein the seventh gear Z13 and the ninth gear Z14 are connected to the transmission input shaft 1 in a rotationally fixed manner, and the eighth gear Z23 and the tenth gear Z24 are sleeved on the transmission output.
  • a third synchronizer C is arranged on the transmission output shaft 2.
  • the third synchronizer C is located between the eighth gear Z23 and the tenth gear Z24 and is engageable with the eighth gear Z23 or the tenth gear Z24.
  • the eighth gear Z23 is synchronously rotated with the output shaft 2
  • the tenth gear Z24 is synchronously rotated with the output shaft 2
  • FIG. 3A-3C illustrate other embodiments of a hybrid transmission in accordance with the present invention.
  • the hybrid transmission of the embodiment shown in FIG. 3A additionally includes a gear pair Z13-Z23 and a third synchronizer C composed of a seventh gear Z13 and an eighth gear Z23, as compared with the embodiment shown in FIG.
  • the seventh gear Z13 is connected to the transmission input shaft 1 in a rotationally fixed manner
  • the eighth gear Z23 is sleeved on the transmission output shaft 2
  • the third synchronizer C is disposed on the transmission output shaft 2 in the axial direction of the eighth gear Z23.
  • the side is engageable with the gear Z23.
  • the gear pair Z13-Z23 can transmit power between the transmission input shaft 1 and the transmission output shaft 2.
  • the hybrid transmission of the embodiment shown in FIG. 3B additionally includes a gear pair Z13-Z23 composed of a seventh gear Z13 and an eighth gear Z23, and a ninth gear Z14 and a comparison with the embodiment shown in FIG. a gear pair Z14-Z24 composed of a tenth gear Z24, a gear pair Z15-Z25 composed of an eleventh gear Z15 and a twelfth gear Z25, and a third synchronizer C and a fourth synchronizer D, wherein: the seventh gear Z13, the ninth gear Z14 is connected to the transmission input shaft 1 in a rotationally fixed manner, and the eleventh gear Z15 is sleeved on the transmission input shaft 1; the eighth gear Z23 and the tenth gear Z24 are sleeved on the transmission output shaft 2, and the tenth The second gear Z25 is rotationally coupled to the transmission output shaft 2; the third synchronizer C is disposed on the transmission output shaft 2 between the eighth gear Z23 and the tenth Z24 and is engageable with the
  • the hybrid transmission of the embodiment shown in FIG. 3C additionally includes a gear pair Z13-Z23 composed of a seventh gear Z13 and an eighth gear Z23, and a ninth gear Z14 and the embodiment shown in FIG.
  • a gear pair Z14-Z24 composed of the tenth gear Z24, a gear pair Z15-Z25 composed of the eleventh gear Z15 and the twelfth gear Z25, and a gear pair Z16- constituted by the thirteenth gear Z16 and the fourteenth gear Z26 Z26 and the third synchronizer C and the fourth synchronizer D, wherein: the seventh gear Z13 and the ninth gear Z14 are connected to the transmission input shaft 1 in a rotationally fixed manner, and the eleventh gear Z15 and the thirteenth gear Z16 are sleeved in the transmission The input shaft 1; the eighth gear Z23 and the tenth gear Z24 are sleeved on the transmission output shaft 2, and the twelfth gear Z25 and the thirteenth gear Z26 are connected to the transmission output shaft 2 in a
  • the hybrid transmission according to the present invention may also include more other gear pairs and more other synchronizers.
  • the arrangement of the gears and other synchronizers of the other gear pairs on the transmission input shaft and the transmission output shaft is not limited to the above embodiment.
  • the seventh gear Z13 may be disposed to be sleeved on the transmission input shaft 1 and the third synchronizer C may be disposed on the transmission input shaft 1 on the axial side of the seventh gear Z13.
  • Upper, and the eighth gear Z23 can be connected to the transmission output shaft 2 in a rotationally fixed manner.
  • the hybrid drive system of the present invention is capable of switching operations between various operating modes to accommodate the drive of the vehicle under different operating conditions.
  • a plurality of operation modes of the hybrid drive system of the embodiment shown in FIG. 2 will be described below. According to the description of the plurality of operation modes of the hybrid drive system shown in FIG. 2, those skilled in the art can understand the present invention according to the working principle thereof. The operating principles of the hybrid clutch and hybrid drive system of other embodiments.
  • the pure electric drive mode of the hybrid drive system shown in FIG. 2 specifically includes a forward gear mode and a reverse gear mode.
  • the vehicle In the forward gear mode, the vehicle can be advanced at a speed corresponding to a different gear, the motor EM is rotating forward in the motor mode, the internal combustion engine ICE is not operating (ie, the internal combustion engine ICE is not outputting torque), and the clutch K0 is open.
  • the hybrid drive system shown in Fig. 2 includes four forward gears, and the synchronizer operating state and power transmission path (see Figs. 4A-4D) in each forward gear are as follows.
  • the first synchronizer A is in the disengaged state
  • the second synchronizer B is engaged with the third gear Z21
  • the third synchronizer C is in the disengaged state.
  • the power of the motor EM is transmitted to the transmission output shaft 2 via the motor output shaft 4, the first gear Z11, and the gear pair Z11-Z21 in order to drive the wheel to rotate.
  • the first synchronizer A is in the disengaged state
  • the second synchronizer B is engaged with the fourth gear Z22
  • the third synchronizer C is in the disengaged state.
  • the power of the motor EM is transmitted to the transmission output shaft 2 via the motor output shaft 4, the first gear Z11, and the gear pair Z11-Z31-Z32-Z12-Z32 in order to drive the wheel to rotate.
  • the first synchronizer A is engaged with the first gear Z11
  • the second synchronizer B is in the disengaged state
  • the third synchronizer C is engaged with the tenth gear Z24.
  • the power of the motor EM is transmitted to the transmission output shaft 2 via the motor output shaft 4, the first gear Z11, the first synchronizer A, the transmission input shaft 1 and the gear pair Z14-Z24 in order to drive the wheel to rotate.
  • the first synchronizer A is engaged with the first gear Z11
  • the second synchronizer B is in the disengaged state
  • the third synchronizer C is engaged with the eighth gear Z23.
  • the power of the motor EM is transmitted to the transmission output shaft 2 via the motor output shaft 4, the first gear Z11, the first synchronizer A, the transmission input shaft 1 and the gear pair Z13-Z23 in order to drive the wheel to rotate.
  • the operating states of the internal combustion engine ICE and the clutch K0 are the same as the forward gear mode.
  • the motor EM is reversed in the motor mode.
  • the reverse gear mode has four gear positions corresponding to the forward gear mode. Under each reverse gear, the operating state of the synchronizer and the power transmission path are the same as the corresponding forward gear.
  • the EM1 gear is selected for reversing.
  • the power transmission path in the gearbox is short, which reduces energy loss and is highly reliable.
  • the hybrid transmission and the hybrid drive system according to the present embodiment can realize driving of a plurality of gears in the pure motor drive mode.
  • the appropriate gear can be selected according to different loads to drive the vehicle, and the power usage of the vehicle in the pure motor drive mode can be optimized.
  • the internal combustion engine ICE acts as the sole source of power for driving the vehicle.
  • the drive system can be controlled to operate in the pure internal combustion engine drive mode.
  • the pure internal combustion engine drive mode In the pure internal combustion engine drive mode, the internal combustion engine ICE operates, the clutch K0 is engaged, and the output torque of the internal combustion engine ICE is transmitted from the internal combustion engine output shaft to the transmission input shaft 1 via the clutch K0.
  • the pure internal combustion engine drive mode has only the forward gear mode, and the reverse gear mode is not set.
  • the pure internal combustion engine drive mode has six forward gears, and the synchronizer operating state and power transmission path (shown in FIGS. 5A-5F) in each forward gear are as follows.
  • ICE1 The first synchronizer A is engaged with the second gear Z12, the second synchronizer B is engaged with the third gear Z21, and the third synchronizer C is in the disengaged state.
  • the power of the internal combustion engine ICE is transmitted to the transmission output shaft 2 via the transmission input shaft 1, the first synchronizer A, and the gear pair Z12-Z32-Z31-Z11-Z21 in order to drive the wheels to rotate.
  • ICE2 The first synchronizer A is engaged with the first gear Z11, the second synchronizer B is engaged with the third gear Z21, and the third synchronizer C is in the disengaged state.
  • the power of the internal combustion engine ICE is transmitted to the transmission output shaft 2 via the transmission input shaft 1, the first synchronizer A, and the gear pair Z11-Z21 in order to drive the wheels to rotate.
  • ICE3 The first synchronizer A is in the disengaged state, the second synchronizer B is in the disengaged state, and the third synchronizer C is engaged with the tenth gear Z24.
  • the power of the internal combustion engine ICE is transmitted to the transmission output shaft 2 via the transmission input shaft 1 and the gear pair Z14-Z24 in sequence, thereby driving the wheels to rotate.
  • ICE4 The first synchronizer A is engaged with the second gear Z12, the second synchronizer B is engaged with the fourth gear Z22, and the third synchronizer C is in the disengaged state.
  • the power of the internal combustion engine ICE is transmitted to the transmission output shaft 2 via the transmission input shaft 1, the first synchronizer A, and the gear pair Z12-Z22 in order to drive the wheels to rotate.
  • ICE5 The first synchronizer A is engaged with the first gear Z11, the second synchronizer B is engaged with the fourth gear Z22, and the third synchronizer C is in the disengaged state.
  • the power of the internal combustion engine ICE is transmitted to the transmission output shaft 2 via the transmission input shaft 1, the first synchronizer A, and the gear pair Z11-Z31-Z32-Z12-Z22 in order to drive the wheels to rotate.
  • ICE6 The first synchronizer A is in the disengaged state, the second synchronizer B is in the disengaged state, and the third synchronizer C is engaged with the eighth gear Z23.
  • the power of the internal combustion engine ICE is transmitted to the transmission output shaft 2 via the transmission input shaft 1 and the gear pair Z13-Z23 in order to drive the wheel to rotate.
  • the reverse gear set for the reverse mode of the pure internal combustion engine drive mode and the corresponding synchronizer are not provided.
  • the reverse of the vehicle is achieved by controlling the state of the internal combustion engine ICE, the electric motor EM, the clutch K0, and the synchronizers A, B, and C by the pure motor-driven reverse gear mode. Therefore, the hybrid transmission and the hybrid drive system according to the present embodiment can omit the reverse gear set and the synchronizer dedicated to the pure internal combustion engine drive mode, while achieving the same number of gears with fewer gear sets and synchronizers, The complexity and manufacturing cost of the transmission can be reduced, and the space occupied by the transmission can be compressed.
  • the internal combustion engine ICE can intervene, and the electric motor EM acts as a power source for driving the vehicle together, and the hybrid drive system drives the vehicle to travel in the hybrid drive mode.
  • the hybrid drive system shown in Fig. 2 it is possible to operate in the following nine hybrid modes.
  • the internal combustion engine ICE operates, the clutch K0 is engaged, and the power of the internal combustion engine ICE is transmitted from the internal combustion engine output shaft to the transmission input shaft 1 via the clutch K0; the motor EM operates in the motor mode, and the motor EM is output from the motor output.
  • the shaft is transmitted to the first gear Z11.
  • the synchronizer state and power transmission path in the nine hybrid modes (shown in Figures 6A-6I) are as follows.
  • Hybrid drive mode 1 (EM1+ICE1): first synchronizer A is engaged with second gear Z12, second synchronizer B is engaged with third gear Z21, and third synchronizer C is in an unengaged state; power transmission of motor EM To the first gear Z11, the power of the internal combustion engine ICE is transmitted to the first gear Z11 via the transmission input shaft 1, the first synchronizer A and the gear pair Z12-Z32-Z31-Z11, and the power coupling of the electric machine EM and the internal combustion engine ICE is via the gear pair Z11 -Z21 is transmitted to the transmission output shaft 2.
  • Hybrid drive mode 2 (EM1+ICE2): the first synchronizer A is engaged with the first gear Z11, the second synchronizer B is engaged with the third gear Z21, and the third synchronizer C is in the disengaged state; the power of the internal combustion engine ICE is via The transmission input shaft 1 and the first synchronizer A are transmitted to the first gear Z11, and the power coupling of the internal combustion engine ICE and the electric machine EM is transmitted from the first gear Z11 to the transmission output shaft 2 via the gear pair Z11-Z21.
  • Hybrid drive mode 3 (EM1+ICE3): the first synchronizer A is in the disengaged state, the second synchronizer B is engaged with the third gear Z21, and the third synchronizer C is engaged with the tenth gear Z24; the power of the electric motor EM is via The gear pair Z11-Z21 is transmitted to the transmission output shaft 2, and the power of the internal combustion engine ICE is transmitted from the transmission input shaft 1 to the transmission output shaft 2 via the gear pair Z14-Z24, and the power coupling of the motor EM and the internal combustion engine ICE drives the transmission output shaft 2 to rotate.
  • Hybrid drive mode 4 (EM2+ICE3): the first synchronizer A is in the disengaged state, the second synchronizer B is engaged with the fourth gear Z22, and the third synchronizer C is engaged with the tenth gear Z24; the power of the electric motor EM is via The gear pair Z11-Z31-Z32-Z12-Z22 is transmitted to the transmission output shaft 2, and the power of the internal combustion engine ICE is transmitted to the transmission output shaft 2 via the transmission input shaft 1 and the gear pair Z14-Z24, and the power coupling of the motor EM and the internal combustion engine ICE drives the transmission The output shaft 2 rotates.
  • Hybrid drive mode 5 (EM2+ICE4): the first synchronizer A is engaged with the second gear Z12, the second synchronizer B is engaged with the fourth gear Z22, and the third synchronizer C is in the disengaged state; the power of the motor EM is via The gear pair Z11-Z31-Z32-Z12 and the first synchronizer A are transmitted to the transmission input shaft 1, and the power coupling of the motor EM and the internal combustion engine ICE is transmitted from the transmission input shaft 1 to the transmission output shaft 2 via the gear pair Z12-Z22.
  • Hybrid drive mode 6 (EM2+ICE5): the first synchronizer A is engaged with the first gear Z11, the second synchronizer B is engaged with the fourth gear Z22, and the third synchronizer C is in the disengaged state; the power of the internal combustion engine ICE is via The transmission input shaft 1, the first synchronizer A is transmitted to the first gear Z11, and the power coupling of the electric machine EM and the internal combustion engine ICE is transmitted from the first gear Z11 to the transmission output shaft 2 via the gear pair Z11-Z31-Z32-Z12-Z22.
  • Hybrid drive mode 7 (EM2+ICE6): the first synchronizer A is in the disengaged state, the second synchronizer B is engaged with the fourth gear Z22, and the third synchronizer C is engaged with the eighth gear Z23; the power of the electric motor EM is via The gear pair Z11-Z31-Z32-Z12-Z22 is transmitted to the transmission output shaft 2, and the power of the internal combustion engine ICE is transmitted from the transmission input shaft 1 to the transmission output shaft 2 via the gear pair Z13-Z33, and the power coupling of the motor EM and the internal combustion engine ICE drives the transmission The output shaft 2 rotates.
  • Hybrid drive mode 8 (EM3+ICE3): the first synchronizer A is engaged with the first gear Z11, the second synchronizer B is in the disengaged state, and the third synchronizer C is engaged with the tenth gear Z24; the power of the motor EM is from The first gear Z11 is transmitted via the first synchronizer A to the transmission input shaft 1 and the power coupling of the electric machine EM and the internal combustion engine ICE is transmitted from the transmission input shaft 1 via the gear pair Z14-Z24 to the transmission output shaft 2.
  • Hybrid drive mode 9 (EM4 + ICE6): the first synchronizer A is engaged with the first gear Z11, the second synchronizer B is in the disengaged state, and the third synchronizer C is engaged with the eighth gear Z23; The first gear Z11 is transmitted via the first synchronizer A to the transmission input shaft 1 and the power coupling of the electric machine EM and the internal combustion engine ICE is transmitted from the transmission input shaft 1 via the gear pair Z13-Z23 to the transmission output shaft 2.
  • the internal combustion engine ICE and the motor EM can simultaneously output torque to drive the wheel to rotate.
  • a torque compensation function can be provided to provide torque compensation when one of the internal combustion engine ICE and the electric motor EM is shifted, avoiding a sudden change in torque on the output shaft of the transmission when shifting, so that the vehicle is shifting Driving is more stable.
  • the hybrid drive system switches from the ICE1 range to the ICE2 range, the torque transmitted from the internal combustion engine ICE to the transmission output shaft is interrupted due to the need to switch the operating state of the first synchronizer A, resulting in torque on the output shaft of the transmission. A change has occurred.
  • the motor EM drives the vehicle in the EM1 gear at this time, the torque output of the motor EM to the transmission output shaft will not be interrupted, and the output shaft of the transmission can be torque compensated by increasing the output torque of the motor EM; if the motor EM is not In the operating state (for example, shifting in the pure internal combustion engine drive mode), the motor EM can be activated to torque compensate the transmission output shaft. On the contrary, when the hybrid drive system switches the motor drive gear, the output torque of the internal combustion engine ICE can be appropriately increased for torque compensation.
  • the above torque compensation is limited by the gears driven by the motor and the internal combustion engine, that is, the torque compensation can be realized on the premise that when switching the gear of either the motor and the internal combustion engine, the other is to the output shaft of the transmission. Torque transmission will not be affected.
  • the motor EM operates in the motor mode, a part of the power output by the motor EM is used to drive the vehicle, and another part of the power is used to start the internal combustion engine ICE, so that the internal combustion engine ICE is involved in providing the vehicle. Required power.
  • the motor EM When the internal combustion engine ICE is started in the motor-driven running state, the motor EM operates in the motor mode and engages the clutch K0.
  • the motor EM starts the power transmission path of the internal combustion engine ICE (as shown in FIGS. 7A-7B) when the EM1 and EM2 gears drive the vehicle to travel as follows.
  • ICE start mode of the EM1 gear the first synchronizer A is engaged with the first gear Z11, the second synchronizer B is engaged with the third gear Z21, and the third synchronizer C is in the disengaged state.
  • the output torque of the motor EM is partially transmitted to the transmission output shaft 2 via the gear pair Z11-Z21 to drive the wheel to rotate, and the other portion is transmitted to the output shaft of the internal combustion engine via the first gear Z11, the first synchronizer A, the transmission input shaft 1, and the clutch K0.
  • the internal combustion engine ICE is thus started.
  • ICE start mode of the EM2 gear the first synchronizer A is engaged with the second gear Z12, the second synchronizer B is engaged with the fourth gear Z22, and the third synchronizer C is in the disengaged state.
  • the output torque of the motor EM is transmitted to the second gear Z12 via the gear pair Z11-Z31-Z32-Z12, and the torque transmitted to the second gear Z12 is partially transmitted to the internal combustion engine ICE through the first synchronizer A, the transmission input shaft 1, and the clutch K0.
  • the output shaft, thereby starting the internal combustion engine ICE is also partially transmitted through the gear pair Z12-Z22 to the transmission output shaft 2 to drive the wheel to rotate.
  • the motor EM is also capable of starting the internal combustion engine ICE while driving the vehicle in the EM3 and EM4 gears.
  • Those skilled in the art can understand the working state and power of the motor EM, the clutch K0, the synchronizers A, B, and C in the internal combustion engine ICE starting mode of the EM3 and EM4 gears according to the internal combustion engine ICE starting mode of the motor EM1 and EM2 gears. Transmission path.
  • the internal combustion engine ICE can be started on any internal combustion engine ICE gear of the transmission.
  • the internal combustion engine ICE can be started in the ICE1-ICE3 gear.
  • the internal combustion engine ICE is started in the ICE3-ICE6 gear, as long as the internal combustion engine ICE Starting the gear does not interrupt the normal torque transmission of the gear in the motor EM.
  • the vehicle In the parking charging mode, the vehicle is stationary, and the internal combustion engine ICE drives the motor EM to generate electricity to charge the battery.
  • the internal combustion engine ICE operates, the electric motor EM functions as a generator, the first synchronizer A engages with the first gear Z11, the second synchronizer B does not engage, and the third synchronizer C does not engage.
  • the power of the internal combustion engine ICE is transmitted to the output shaft of the motor EM via the transmission input shaft 1, the first synchronizer A, and the first gear Z11, thereby driving the rotor of the motor EM to rotate, so that the motor EM generates electricity to charge the battery (see the power transmission path Figure 8).
  • the motor EM operates in the generator mode, and the kinetic energy in the drive system is converted into electrical energy for energy recovery to improve the energy utilization of the drive system.
  • the vehicle is in the taxiing condition, that is, both the accelerator pedal and the brake pedal are released, and any power source in the drive system does not provide the power required for the vehicle to travel; 2) the vehicle is at Brake condition.
  • the wheel When the vehicle is in the taxiing condition (the vehicle will drive, called the rolling) and the braking condition, the wheel will drive the transmission output shaft 2 to rotate under the action of the drive train, and the rotating output shaft 2 can drive the motor EM to generate electricity.
  • the battery is charged to achieve energy recovery.
  • the clutch K0 In the energy recovery mode, the clutch K0 is in the disengaged state, the motor EM is operating in the generator mode, the internal combustion engine ICE is not working; the first synchronizer A, the third synchronizer C are in the disengaged state, the second synchronizer B and the third The gear Z21 is engaged, and the torque of the transmission output shaft 2 is transmitted to the output shaft 4 of the motor EM via the gear pair Z21-Z11, thereby causing the motor EM to generate electricity.
  • the torque of the transmission output shaft is transmitted to the motor EM via the gear pair Z21-Z11, so that the energy of the wheel is transmitted to the motor EM in the shortest transmission path, which can improve energy recovery efficiency.
  • the power of the motor EM is input to the transmission T from the first gear Z11, but the embodiment of the present invention is not limited thereto.
  • the power of the motor EM can also be input from other components of the transmission T, as shown in Figures 9A-9F.
  • the motor output shaft 4 can be arranged coaxially with the intermediate shaft 3 and connected in a rotationally fixed manner.
  • the power of the electric machine EM is transmitted to the transmission via the intermediate shaft 3 and then transmitted to the transmission output shaft 2 via the gear pair Z31-Z11 or Z32-Z12.
  • the motor output shaft 4 is connected to the motor gear Z51 in a rotationally fixed manner, and the intermediate shaft 3 can be arranged in parallel with the motor output shaft 4 and is mechanically coupled to the motor output shaft 4 via a gear mesh.
  • the motor gear Z51 meshes with any of the fifth gear Z31 and the sixth gear Z32 on the intermediate shaft 3 to transmit power from the motor output shaft 4 to the intermediate shaft 3.
  • an input dedicated gear Z33 may be additionally provided on the intermediate shaft 3, and the power of the motor EM is transmitted to the intermediate shaft 3 via the gear pair Z51-Z33.
  • the motor gear Z51 on the motor output shaft 4 can also mesh with the third gear Z21 or the fourth gear Z22 to drive power from the motor output shaft via the gear pair Z51-Z21 or the gear pair Z51-Z22. 4 is transmitted to the transmission.

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  • 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)

Abstract

L'invention concerne une transmission hybride (T) utilisée pour un système d'entraînement hybride d'un véhicule, et un véhicule comprenant le système d'entraînement hybride ; la transmission (T) comprend un arbre d'entrée de transmission (1), un arbre de sortie de transmission (2) et un arbre intermédiaire (3), l'arbre d'entrée de transmission (1) étant couplé dynamiquement à un arbre de sortie d'un moteur à combustion interne (ICE) ou désaccouplé dynamiquement de celui-ci au moyen d'une unité de couplage de puissance (K0) ; la transmission (T) comprend en outre un premier engrenage (Z11) et un deuxième engrenage (Z12) qui sont tous deux emmanchés sur l'arbre d'entrée de transmission (1) ; un premier synchroniseur (A), qui est placé sur l'arbre d'entrée de transmission (1) et se situe entre le premier engrenage (Z11) et le deuxième engrenage (Z12), le premier synchroniseur (A) pouvant entrer en prise avec le premier engrenage (Z11) ou le deuxième engrenage (Z12) ; un troisième engrenage (Z21) et un quatrième engrenage (Z22) installés sur l'arbre de sortie de transmission (2) et qui s'engrènent avec le premier engrenage (Z11) et le deuxième engrenage (Z12), respectivement ; et un cinquième engrenage (Z31) et un sixième engrenage (Z32) installés sur l'arbre intermédiaire (3) et qui s'engrènent avec le premier engrenage (Z11) et le deuxième engrenage (Z12), respectivement ; la puissance d'un moteur électrique (EM) est appliquée à la transmission (T) au moyen de l'un quelconque des six engrenages (Z11, Z12, Z21, Z22, Z31, Z32).
PCT/CN2018/081530 2018-04-02 2018-04-02 Transmission hybride, système d'entraînement hybride et véhicule Ceased WO2019191859A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE112018007424.2T DE112018007424T5 (de) 2018-04-02 2018-04-02 Hybridgetriebe, Hybridantriebssystem und Fahrzeug
PCT/CN2018/081530 WO2019191859A1 (fr) 2018-04-02 2018-04-02 Transmission hybride, système d'entraînement hybride et véhicule
CN201880089595.9A CN111742162A (zh) 2018-04-02 2018-04-02 混合动力变速器、混合动力驱动系统及车辆

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PCT/CN2018/081530 WO2019191859A1 (fr) 2018-04-02 2018-04-02 Transmission hybride, système d'entraînement hybride et véhicule

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CN113212147A (zh) * 2021-05-31 2021-08-06 重庆青山工业有限责任公司 用于混合动力汽车的动力传动系统
CN113415149A (zh) * 2021-06-30 2021-09-21 湖南海博瑞德电智控制技术有限公司 一种适用于四驱汽车混合动力系统
CN116587836A (zh) * 2023-07-07 2023-08-15 安徽江淮汽车集团股份有限公司 一种多挡混动驱动系统及驱动控制方法
CN117889195A (zh) * 2023-12-25 2024-04-16 中国第一汽车股份有限公司 多挡位变速器、机电混合系统及车辆
CN118478669A (zh) * 2024-05-22 2024-08-13 中国第一汽车股份有限公司 纵置双电机混合动力系统及车辆

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CN113415149A (zh) * 2021-06-30 2021-09-21 湖南海博瑞德电智控制技术有限公司 一种适用于四驱汽车混合动力系统
CN116587836A (zh) * 2023-07-07 2023-08-15 安徽江淮汽车集团股份有限公司 一种多挡混动驱动系统及驱动控制方法
CN117889195A (zh) * 2023-12-25 2024-04-16 中国第一汽车股份有限公司 多挡位变速器、机电混合系统及车辆
CN118478669A (zh) * 2024-05-22 2024-08-13 中国第一汽车股份有限公司 纵置双电机混合动力系统及车辆

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