CN100363651C - Dual clutch automatic transmission power coupler - Google Patents
Dual clutch automatic transmission power coupler Download PDFInfo
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- CN100363651C CN100363651C CNB2005100187875A CN200510018787A CN100363651C CN 100363651 C CN100363651 C CN 100363651C CN B2005100187875 A CNB2005100187875 A CN B2005100187875A CN 200510018787 A CN200510018787 A CN 200510018787A CN 100363651 C CN100363651 C CN 100363651C
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- gear
- shaft
- clutch
- electrically controlled
- controlled clutch
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Abstract
本发明涉及一种混合动力装置。双离合自动变速动力耦合器，其特征是它包括第一轴(S1)、第二轴(S2)、第三轴(S3)、第四轴(S4)、第一过渡传动轴(S5)、第二过渡传动轴(S6)、箱体、第一电控离合器(C1)、第二电控离合器(C2)、第三电控离合器(C3)、第一齿轮(Z1)、第二齿轮(Z2)、第三齿轮(Z3)、第四齿轮(Z4)、第五齿轮(Z5)、第六齿轮(Z6)、第七齿轮(Z7)、第八齿轮(Z8)、第九齿轮(Z9)、第十齿轮(Z10)，第一轴(S1)的左端与电动机(M1)相连，第一轴(S1)的右端部固定第一齿轮(Z1)，第二轴(S2)的左端与内燃机(E)相连，第二轴(S2)的右端部固定第四齿轮(Z4)。本发明集离合、动力合成、变速功能于一体。
The invention relates to a hybrid power device. The dual-clutch automatic transmission power coupler is characterized in that it includes a first shaft (S 1 ), a second shaft (S 2 ), a third shaft (S 3 ), a fourth shaft (S 4 ), and a first transition transmission shaft (S 5 ), the second transition transmission shaft (S 6 ), the case, the first electronically controlled clutch (C 1 ), the second electronically controlled clutch (C 2 ), the third electronically controlled clutch (C 3 ), the first Gear (Z 1 ), second gear (Z 2 ), third gear (Z 3 ), fourth gear (Z 4 ), fifth gear (Z 5 ), sixth gear (Z 6 ), seventh gear ( Z 7 ), the eighth gear (Z 8 ), the ninth gear (Z 9 ), the tenth gear (Z 10 ), the left end of the first shaft (S 1 ) is connected with the motor (M 1 ), the first shaft (S The right end of 1 ) is fixed to the first gear (Z 1 ), the left end of the second shaft (S 2 ) is connected to the internal combustion engine (E), and the right end of the second shaft (S 2 ) is fixed to the fourth gear (Z 4 ). The invention integrates the functions of clutch, power synthesis and speed change.
Description
Technical Field
The present invention relates to a hybrid power device.
Background
The existing power assembly of the hybrid electric vehicle taking fuel oil and electricity as energy sources generally comprises an engine, a main clutch, a motor, a power synthesis device, a transmission, a storage battery, a transmission shaft, a rear axle and wheels. In order to implement the clutch, power combining and speed changing functions, the existing devices adopt two technical routes: the clutch, the power synthesis device and the speed changer are separated and have independent structures, and have the defects of more parts of a connecting transmission mechanism, difficult spatial arrangement and system assembly; another is a highly integrated type, typically configured as a planetary gear mechanism, which has the advantages of small space size, compactness, and the disadvantages of requiring redesign of the engine and the motor according to the space size allowed by the mechanism, being unable to select from the existing engine and motor series, and having difficult processing and complex control.
Disclosure of Invention
In view of the above-mentioned shortcomings, the present invention provides a dual clutch automatic transmission power coupler integrating clutch, power combining and transmission functions.
In order to achieve the purpose, the technical scheme of the invention is as follows: the double-clutch automatic speed-changing power coupler is characterized by that it includes first shaft S 1 Second axis S 2 A third axis S 3 Fourth axis S 4 First transition transmission shaft S 5 The second transition transmission shaft S 6 A box body B and a first electric control clutch C 1 And a second electrically controlled clutch C 2 And a third electrically controlled clutch C 3 First gear Z 1 Second gear Z 2 Third gear Z 3 Fourth gear Z 4 Fifth gear Z 5 Sixth gear Z 6 Seventh gear Z 7 Eighth gear Z 8 Ninth gear Z 9 Tenth gear Z 10 . First axis S 1 Left end of and motor M 1 Connected to a first axis S 0 Is fixed with a first gear Z 1 . Second gear Z 2 Third gear Z 3 Are respectively fixed on the first transition transmission shaft S 5 Upper, second gear Z 2 And the first gear Z 1 In the engaged state. Second axis S 2 Is connected to the internal combustion engine E, and a second shaft S 2 Is fixed with a fourth gear Z 4 . Third gear Z 3 And a fourth gear Z 4 In the engaged state. Third axis S 3 And the motor M 2 Connected to a third axis S 3 Left end part of the first gear Z 5 . Sixth gear Z 6 Is fixed on the second transition transmission shaft S 6 The left part of (2). Fifth gear Z 5 And a sixth gear Z 6 In the engaged state.
Seventh gear Z 7 Ninth gear Z 9 Respectively by a second electrically-controlled clutch C 2 And a third electrically controlled clutch C 3 Empty sleeve is at second transition transmission shaft S 6 Left part of (3), seventh gear Z 7 And a second electronically controlled clutch C 2 Rigidly coupled, ninth gear Z 9 And a third electrically controlled clutch C 3 Rigidly connected with the second transition transmission shaft S through an electric control clutch 6 Bonding: when the second electrically controlled clutch C 2 When disengaged, the seventh gear Z 7 Empty sleeve is at second transition transmission shaft S 6 When the second electrically controlled clutch C is used 2 When engaged, the seventh gear Z 7 Through a second electrically controlled clutch C 2 And a second transition transmission shaft S 6 Jointing; when the third electrically controlled clutch C 3 When disengaged, the ninth gear Z 9 Empty sleeve is at second transition transmission shaft S 6 When the third electrically controlled clutch C 3 When engaged, the ninth gear Z 9 By a third electrically-controlled clutch C 3 And a second transition transmission shaft S 6 And (6) jointing.
Fourth axis S 4 Is connected to the drive shaft of the vehicle, fourth axis S 4 Respectively fixed with an eighth gear Z 8 And a tenth gear Z 10 . Seventh gear Z 7 And an eighth gear Z 8 In a meshed state, the ninth gear Z 9 And the tenth gear Z 10 Is also in an engaged state. First transition transmission shaft S 5 Right end of and a second transition transmission shaft S 6 The left end of the clutch is provided with a first electric control clutch C 1 And (4) connecting.
The first gear Z 1 A second gear Z 2 Third gear Z 3 Fourth gear Z 4 Fifth gear Z 5 Sixth gear Z 6 Seventh gear Z 7 Eighth gear Z 8 Ninth gear Z 9 Tenth gear Z 10 Located in the box body B and having a first shaft S 1 The first stepBiaxial S 2 The third axis S 3 Fourth axis S 4 Respectively penetrate through the box body and are fixed with the box body through bearings. According to the torque transmitted by the system and the structural requirements, the first electrically controlled clutch C 1 And a second electrically controlled clutch C 2 And a third electrically controlled clutch C 3 There are three options for the placement position: (1) first electrically controlled clutch C 1 And a second electrically controlled clutch C 2 And a third electrically controlled clutch C 3 All arranged in the box body (as shown in figure 1); (2) first electrically controlled clutch C 1 And a second electrically controlled clutch C 2 And a third electrically controlled clutch C 3 Is totally arranged outside the box body (or the first electric control clutch C) 1 Partially outside the box, as shown in fig. 2); (3) first electric control clutch C 1 A second electrically controlled clutch C arranged in the box body 2 And a third electrically controlled clutch C 3 Is arranged outside the box body.
The invention has the following characteristics:
1. the invention adopts the structure, integrates the functions of clutch, power synthesis and speed change, reduces transitional transmission parts, has compact structure and reduces the overall space size and the overall mass.
2. First axis S 1 Second axis S 2 The third axis S 3 Fourth axis S 4 The shaft may be a torque shaft or a shaft depending on the operation requirements. First axis S 1 And a second axis S 2 Zero input or zero output of the torque can be realized, so that a plurality of working modes can be realized, and the degree of freedom is large.
3. The control actuating mechanism of the invention is a first electric control clutch C 1 And a second electrically controlled clutch C 2 And a third electrically controlled clutch C 3 The control executing mechanism has a single working principle and is easy to realize automatic control.
4. The invention has high transmission efficiency due to mechanism transmission, and the parts of the box body mainly comprise gears and shaft parts, so the processing cost is low.
Drawings
FIG. 1 is a first schematic construction of the present invention (with the clutch fully contained within the housing)
FIG. 2 is a second construction of the invention (with the clutch completely outside the housing)
FIG. 3 is a diagram of the assembly of the present invention in a hybrid electric vehicle
Detailed Description
The invention is suitable for the dual-energy hybrid electric vehicle formed by the internal combustion engine and the storage battery. Its function is the power coupling of internal-combustion engine and motor, and realizes automatic variable speed.
As shown in figures 1, 2 and 3,
a dual clutch automatic transmission power coupler includes a first shaft S 1 Second axis S 2 The third axis S 3 Fourth axis S 4 First transition transmission shaft S 5 The second transition transmission shaft S 6 A box body B and a first electric control clutch C 1 And a second electrically controlled clutch C 2 And a third electrically controlled clutch C 3 First gear Z 1 A second gear Z 2 Third gear Z 3 Fourth gear Z 4 Fifth gear Z 5 Sixth gear Z 6 Seventh gear Z 7 Eighth gear Z 8 Ninth gear Z 9 Tenth gear Z 10 . First axis S 1 Left end of and motor M 1 Connected to a first axis S 1 Is fixed with a first gear Z 1 . Second gear Z 2 Third gear Z 3 Are respectively fixed on the first transition transmission shaft S 5 Upper, second gear Z 2 With a first gear Z 1 In an engaged state. Second axis S 2 Is connected to the internal combustion engine E, and a second shaft S 2 Is fixed with a fourth gear Z 4 . Third gear Z 3 And a fourth gear Z 4 In an engaged state. Third axis S 3 And the motor M 2 Connected to a third axis S 3 Left end of (2) fixed fifth gear Z 5 . Sixth gear Z 6 Is fixed on the second transition transmission shaft S 6 The left part of (2). Fifth gear Z 5 And a sixth gear Z 6 In the engaged state.
Seventh gear Z 7 Ninth gear Z 9 Are respectively provided with a second electrically controlled clutch C 2 And a third electrically controlled clutch C 3 Empty sleeve is at second transition transmission shaft S 6 Left part of (2), seventh gear Z 7 And a second electrically controlled clutch C 2 Rigidly coupled, ninth gear Z 9 And a third electrically controlled clutch C 3 Rigidly connected with the second transition transmission shaft S through an electric control clutch 6 Bonding: when the second electrically controlled clutch C 2 When disengaged, the seventh gear Z 7 Empty sleeve is at second transition transmission shaft S 6 When the second electrically controlled clutch C is used 2 At the time of bonding, seventhGear Z 7 Through a second electrically controlled clutch C 2 And a second transition transmission shaft S 6 Jointing; when the third electrically controlled clutch C 3 When disengaged, the ninth gear Z 9 Empty sleeve is at second transition transmission shaft S 6 When the third electrically controlled clutch C 3 When engaged, the ninth gear Z 9 By a third electrically-controlled clutch C 3 And a second transition transmission shaft S 6 And (4) jointing.
Fourth axis S 4 Is connected to the drive shaft of the vehicle, fourth axis S 4 Is respectively fixed with an eighth gear Z 8 And tenth gear Z 10 . Seventh gear Z 7 And the eighth gear Z 8 In a meshed state, the ninth gear Z 9 And the tenth gear Z 10 Also in the engaged state. First transition transmission shaft S 5 Right end of (2) and second transition transmission shaft S 6 The left end of the clutch is provided with a first electric control clutch C 1 Are connected.
The first gear Z 1 Second gear Z 2 Third gear Z 3 Fourth gear Z 4 Fifth gear Z 5 Sixth gear Z 6 Seventh gear Z 7 Eighth gear Z 8 Ninth gear Z 9 Tenth gear Z 10 Located in the box body B and having a first shaft S 1 Second axis S 2 The third axis S 3 Fourth axis S 4 Respectively penetrate through the box body and are fixed with the box body through bearings. According to the torque transmitted by the system and the structural requirements, the first electrically controlled clutch C 1 And a second electrically controlled clutch C 2 And a third electrically controlled clutch C 3 There are three options for the placement position: (1) first electrically controlled clutch C 1 And a second electrically controlled clutch C 2 And a third electrically controlled clutch C 3 All arranged in the box body (as shown in figure 1); (2) first electrically controlled clutch C 1 And a second electrically controlled clutch C 2 And a third electrically controlled clutch C 3 All arranged outside the box body (or the first electric control clutch C) 1 Partially outside the box, as shown in fig. 2); (3) first electric control clutch C 1 A second electrically controlled clutch C arranged in the box body 2 And a third electrically controlled clutch C 3 Is arranged outside the box body.
The working principle is as follows:
first electrically controlled clutch C 1 Separated due to the first transition transmission shaft S 5 And a second transition drive shaft S 6 Separate, so the first axis S 1 First transition transmission shaft S 5 Second axis S 2 And a third axis S 3 The second transition transmission shaft S 6 Fourth axis S 4 Each working separately. When the first electrically controlled clutch C 1 When engaged, the first shaft S 1 Second axis S 2 The third axis S 3 Is driven by a first transition transmission shaft S 5 And a second transition transmission shaft S 6 And the gear on the shaft being power coupled and then from the fourth shaft S 4 And (6) outputting.
Second electrically controlled clutch C 2 And a third electrically controlled clutch C 3 And seventh gear Z 7 Eighth gear Z 8 Ninth gear Z 9 Tenth gear Z 10 To form a two-gear speed change mechanism. Seventh gear Z 7 Ninth gear Z 9 Empty sleeve is at second transition transmission shaft S 6 Upper, they are in contact with the second transition drive shaft S 6 By a second electrically-controlled clutch C 2 And a third electrically controlled clutch C 3 To be manipulated.
When the second electrically controlled clutch C 2 Engaging, third electrically controlled clutch C 3 When disengaged, the seventh gear Z 7 In second transition transmissionAxle S 6 Combined, ninth gear Z 9 Idle, moved by a seventh gear Z 7 To the eighth gear Z 8 The driving force passing through the fourth axis S 4 Outputting; when the second electrically controlled clutch C 2 Separate, third electrically-controlled clutch C 3 When engaged, the seventh gear Z 7 Idling, ninth gear Z 9 And the fourth axis S 4 Combined, moved by a ninth gear Z 9 To the tenth gear Z 10 The driving force passes through the fourth shaft S 4 And (6) outputting.
As shown in the figure 3 of the drawings,
first axis S 1 And motor M 1 Connected to a second axis S 2 Is connected with an internal combustion engine E. Third axis S 3 And a motor M 2 Connected to each other, the fourth axis S 4 Is connected with the transmission shaft.
Motor M 1 And an electric motor M 2 All are speed regulating motors, and the working states of the speed regulating motors are divided into driving states, power generation states or idling states. The power battery pack of the vehicle provides energy for the motor.
The working state is as follows:
(1) The vehicle works purely electrically:
first electrically controlled clutch C 1 Separate, internal combustion engine E stops, motor M 1 No load, motor M 2 Is in a driving state.
When the second electrically controlled clutch C 2 Engaging, third electrically controlled clutch C 3 Separation:
then:
when the second electrically controlled clutch C 2 Disengaging, third electrically controlled clutch C 3 Bonding:
then:
(2) Starting the engine:
first electrically controlled clutch C 1 Separate, motor M 1 Is in a driving state. By motor M 1 Starting the engine, when the starting speed of the engine is reached, supplying oil to an engine oil supply system, igniting the engine, and then starting the motor M 1 And transitions to an idling state or a power generation state.
(3) The vehicle operates in hybrid series:
first electrically controlled clutch C 1 Separate, internal combustion engine E operating, electric machine M 1 For the generating state, the motor M 2 Is in a driving state.
Fourth axis S 4 The working state of the electric motor is the same as the pure electric working state.
(4) The vehicle operates in hybrid parallel:
the internal combustion engine E is in a working state, and the first electric control clutch C 1 And (6) jointing.
First transition transmission shaft S 5 And a second transition transmission shaft S 6 At the same speed, the speed of rotation of which is governed by a second shaft S associated with the engine 2 And fixing the third gear Z 3 Fourth gear Z 4 Determination, motor M 1 And motor M 2 Through a first axis S 1 A third axis S 3 And a first gear Z 1 A second gear Z 2 Fifth gear Z 5 Sixth gear Z 6 And the first transition transmission shaft S 5 And a second transition transmission shaft S 6 Connected at a rotational speed driven by a first transition drive shaft S 5 And a second transition drive shaft S 6 And (6) determining. The motor M is controlled according to the control strategy 1 And motor M 2 May be in generating, idling or driving modes of operation, respectively.
When the second electrically controlled clutch C 2 Engaging, third electrically controlled clutch C 3 The separation is carried out, and the separation,
then:
when the second electrically controlled clutch C 3 Engaging, third electrically controlled clutch C 2 Separating the mixture to obtain a mixture of the components,
then:
(1) internal combustion engine E operating, electric motor M 1 Motor M 2 Is in an idle state.
(2) Internal combustion engine E operating, electric motor M 1 Motor M 2 And is in a working state.
If the driving torque of the motor is positive torque, and the motor is in a power generation state, the motor is negative torque:
the second transition drive shaft S 6 Has a moment of T 6 Comprises the following steps:
second electrically controlled clutch C 2 Engaging, third electrically controlled clutch C 3 Separation:
third electric control clutch C 3 Engaging, second electrically controlled clutch C 2 Separation:
(5) Back-up
First electrically controlled clutch C 1 Separated and the second electrically controlled clutch C is controlled according to the actual road condition 2 And a third electrically controlled clutchCombiner C 3 Of which one will be engaged and the other will be disengaged, motor M 2 And (4) rotating in the reverse direction.
(6) Braking energy recovery during deceleration
First electrically controlled clutch C 1 Separate, motor M 2 In the power generation state, the second electrically controlled clutch C 2 And a third electrically controlled clutch C 3 Keeping the original working state.
(7) Parking
First electric control clutch C 1 And a second electrically controlled clutch C 2 And a third electrically controlled clutch C 3 Are all separated.
Claims (3)
1. The double-clutch automatic speed-changing power coupler is characterized by that it includes first shaft (S) 1 ) A second axis (S) 2 ) A third shaft (S) 3 ) Fourth axis (S) 4 ) First transition transmission shaft (S) 5 ) A second transition transmission shaft (S) 6 ) A box body (B) and a first electric control clutch (C) 1 ) And a second electrically controlled clutch (C) 2 ) And a third electrically controlled clutch (C) 3 ) First gear (Z) 1 ) A second gear (Z) 2 ) And a third gear (Z) 3 ) Fourth gear (Z) 4 ) Fifth gear (Z) 5 ) Sixth gear (Z) 6 ) Seventh gear (Z) 7 ) Eighth gear (Z) 8 ) Ninth gear (Z) 9 ) Tenth gear (Z) 10 ) First axis (S) 1 ) Left end of (D) and motor (M) 1 ) The connection is carried out in a connecting way,first shaft (S) 1 ) The right end of (Z) is fixed with a first gear (Z) 1 ) Second gear (Z) 2 ) And a third gear (Z) 3 ) Are respectively fixed on the first transition transmission shaft (S) 5 ) Upper, second gear (Z) 2 ) With the first gear (Z) 1 ) In the engaged state, the second shaft (S) 2 ) Is connected to the internal combustion engine (E), a second shaft (S) 2 ) Is fixed with a fourth gear (Z) 4 ) Third gear (Z) 3 ) And the fourth gear (Z) 4 ) In the engaged state, the third shaft (S) 3 ) And the motor (M) 2 ) Connected to a third shaft (S) 3 ) Left end part of (A) fixed fifth gear (Z) 5 ) Sixth gear (Z) 6 ) Is fixed on the second transition transmission shaft (S) 6 ) Left part of (D), seventh gear (Z) 7 ) Ninth gear (Z) 9 ) Respectively by a second electrically-controlled clutch (C) 2 ) And a third electrically controlled clutch (C) 3 ) Hollow sleeve is arranged on the second transition transmission shaft (S) 6 ) The left, fourth axis (S) 4 ) Is connected with a transmission shaft, a fourth shaft (S) 4 ) Is respectively fixed with an eighth gear (Z) 8 ) Tenth gear (Z) 10 ) Fifth gear (Z) 5 ) And sixth gear (Z) 6 ) In a meshed state, a seventh gear (Z) 7 ) And eighth gear (Z) 8 ) In a meshed state, ninth gear (Z) 9 ) And the tenth gear (Z) 10 ) In the engaged state, the first transition transmission shaft (S) 5 ) And the second transition transmission shaft (S) 6 ) Is provided with a first electrically controlled clutch (C) 1 ) Are connected.
2. The dual clutch automatic transmission power coupling of claim 1, wherein: the first gear (Z) 1 ) A second gear (Z) 2 ) And a third gear (Z) 3 ) Fourth gear (Z) 4 ) Fifth gear (Z) 5 ) Sixth gear (Z) 6 ) Seventh gear (Z) 7 ) Eighth gear (Z) 8 ) Ninth gear (Z) 9 ) Tenth gear (Z) 10 ) Located in the box body, a first shaft (S) 1 ) A second shaft(S 2 ) The third shaft (S) 3 ) Fourth axis (S) 4 ) Respectively penetrate through the box body and are fixed with the box body through bearings; first transition drive shaft (S) 5 ) Left end of (S), second transition transmission shaft (S) 6 ) The right ends of the two are respectively fixed with the box body by bearings.
3. The dual clutch automatic transmission power coupling of claim 1, wherein: a first electrically controlled clutch (C) 1 ) A second electric control clutch (C) 2 ) And a third electrically controlled clutch (C) 3 ) Is arranged in the box body.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNB2005100187875A CN100363651C (en) | 2005-05-26 | 2005-05-26 | Dual clutch automatic transmission power coupler |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNB2005100187875A CN100363651C (en) | 2005-05-26 | 2005-05-26 | Dual clutch automatic transmission power coupler |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1702353A CN1702353A (en) | 2005-11-30 |
| CN100363651C true CN100363651C (en) | 2008-01-23 |
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ID=35632255
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNB2005100187875A Expired - Lifetime CN100363651C (en) | 2005-05-26 | 2005-05-26 | Dual clutch automatic transmission power coupler |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN100363651C (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102007049262B4 (en) * | 2007-10-15 | 2017-08-03 | Zf Friedrichshafen Ag | Double clutch |
| CN102275496B (en) * | 2011-05-26 | 2015-07-15 | 浙江吉利汽车研究院有限公司 | Series-parallel connection hybrid power driving system |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2809352A1 (en) * | 2000-05-25 | 2001-11-30 | Renault | Drive unit for a hybrid vehicle, has arrangement which ensures smooth torque during the changeover from series to parallel mode and vice-versa |
| EP1281557A1 (en) * | 2001-07-31 | 2003-02-05 | Renault s.a.s. | Hybrid drivetrain including a lockable planetary gear and one-way clutch |
| JP2003165348A (en) * | 2001-12-03 | 2003-06-10 | Honda Motor Co Ltd | Hybrid vehicle drive system |
| CN1504355A (en) * | 2002-11-21 | 2004-06-16 | �����Զ�����ʽ���� | Hybrid Vehicle Transmission Control System |
| WO2005025911A1 (en) * | 2003-09-11 | 2005-03-24 | Nissan Diesel Motor Co., Ltd. | Gear shift control device of hybrid vehicle |
-
2005
- 2005-05-26 CN CNB2005100187875A patent/CN100363651C/en not_active Expired - Lifetime
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2809352A1 (en) * | 2000-05-25 | 2001-11-30 | Renault | Drive unit for a hybrid vehicle, has arrangement which ensures smooth torque during the changeover from series to parallel mode and vice-versa |
| EP1281557A1 (en) * | 2001-07-31 | 2003-02-05 | Renault s.a.s. | Hybrid drivetrain including a lockable planetary gear and one-way clutch |
| JP2003165348A (en) * | 2001-12-03 | 2003-06-10 | Honda Motor Co Ltd | Hybrid vehicle drive system |
| CN1504355A (en) * | 2002-11-21 | 2004-06-16 | �����Զ�����ʽ���� | Hybrid Vehicle Transmission Control System |
| WO2005025911A1 (en) * | 2003-09-11 | 2005-03-24 | Nissan Diesel Motor Co., Ltd. | Gear shift control device of hybrid vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| CN1702353A (en) | 2005-11-30 |
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Owner name: WUHUAN UNIVERSITY OF TECHNOLOGY TONGYU NEW ENERGY Free format text: FORMER OWNER: TONGYU ZHICAI GROUP CO., LTD.;HENAN PROVINCE Effective date: 20120618 |
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Effective date of registration: 20120618 Address after: 430223 Science Park, Polytechnic Road, University of new technology development zone, Wuhan, Hubei, East Lake Patentee after: Wuhan Polytechnic Tongyu Xinyuan Power Co.,Ltd. Address before: 474500, Nanyang County, Henan province Xixia County Industrial Park Patentee before: HENAN TONGYU METALLURGY MATERIALS GROUP Co.,Ltd. |
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