Abstract: This application provides a battery and an electric device. The battery provided in this application is provided with a blocking member between two adjacent rows of battery cells along the length direction of the battery cell. In the process of assembling the battery cells in the box, the adhesive at the bottom of the battery cell, when spreading under compressing from the gap created by the housing chamfers to the end cover, will be blocked by the blocking member, thus preventing the adhesive from overflowing to the end cover, improving the safety performance of the battery.

Abstract: A hybrid driving system and a hybrid electric vehicle. The hybrid driving system includes an engine, an input element (20), an output element (23), a box body (24), a first motor (13), a second motor (14), a first planet row, a second planet row, a third planet row, a first clutch (15) and a first brake (16). According to the hybrid driving system of the present disclosure, a basic three-planet-row planet gear configuration is provided through the planet row mechanical structure and the reasonable layout of multiple operating elements (the clutches and the brakes), which can realize at least two E-CVT working modes to obtain higher transmission efficiency.

Abstract: Some embodiments of the present disclosure provide a hybrid power coupling mechanism and a vehicle. The hybrid power coupling mechanism includes an engine, a first output shaft, a generator, a driving motor, and a differential mechanism, wherein a rotating shaft of the engine is connected to an input shaft of the generator through the first output shaft, and an input shaft of the driving motor is connected to the differential mechanism in a speed-reducing manner through a planetary gear set. The vehicle includes a power storage battery, a motor controller and the foregoing hybrid power coupling mechanism. The problems of power interruption and high cost in mode switching of a hybrid power coupling mechanism of the existing vehicle are solved. The engine and the generator operate in an extended range mode, and the driving motor is decelerated by the planetary gear set and inputs power to the differential mechanism.

Abstract: A hybrid driving system and a hybrid electric vehicle. The hybrid driving system includes an engine, an input element (20), an output element (23), a box body (24), a first motor (13), a second motor (14), a first planet row, a second planet row, a third planet row, a first clutch (15) and a first brake (16). According to the hybrid driving system of the present disclosure, a basic three-planet-row planet gear configuration is provided through the planet row mechanical structure and the reasonable layout of multiple operating elements (the clutches and the brakes), which can realize at least two E-CVT working modes to obtain higher transmission efficiency.

Abstract: A hybrid power driving system includes an engine, a planetary gear device, a first motor, a clutch gear device, a brake device, an engagement device, an intermediate shaft, and a second motor, the engine and the first motor are connected by the planetary gear device which includes first, second and third rotating elements; the clutch gear device is disposed between the first motor and the planetary gear device, the clutch gear device includes a clutch and a clutch gear and an engagement element connected to the clutch, the clutch gear is connected to the intermediate shaft; the engagement device is configured to engage the third rotating element and the engagement element, or engage the third rotating element and the brake device, or only engage the third rotating element; the brake device is configured to brake or unlock the third rotating element; the second motor is connected to the intermediate shaft.

Abstract: Some embodiments of the present disclosure provide a hybrid power coupling mechanism and a vehicle. The hybrid power coupling mechanism includes an engine, a first output shaft, a generator, a driving motor, and a differential mechanism, wherein a rotating shaft of the engine is connected to an input shaft of the generator through the first output shaft, and an input shaft of the driving motor connected to the differential mechanism in a speed-reducing manner through a planetary gear set. The vehicle includes a power storage battery, a motor controller and the foregoing hybrid power coupling mechanism. The problems of power interruption and high cost in mode switching of a hybrid power coupling mechanism of the existing vehicle are solved. The engine and, the generator operate in an extended range mode, and the driving motor is decelerated by the planetary gear set and inputs power to the differential mechanism.

Abstract: A hybrid power driving system includes an engine, a planetary gear device, a first motor, a clutch gear device, a brake device, an engagement device, an intermediate shaft, and a second motor, the engine and the first motor are connected by the planetary gear device which includes first, second and third rotating elements; the clutch gear device is disposed between the first motor and the planetary gear device, the clutch gear device includes a clutch and a clutch gear and an engagement element connected to the clutch, the clutch gear is connected to the intermediate shaft; the engagement device is configured to engage the third rotating element and the engagement element, or engage the third rotating element and the brake device, or only engage the third rotating element; the brake device is configured to brake or unlock the third rotating element; the second motor is connected to the intermediate shaft.

Abstract: An automotive generator control method includes inputting a current vehicle speed, an actual battery level, an actual battery temperature and an engine operating efficiency (S11); calculating an optimal battery level by using a preset first mapping table, on a basis of the actual battery temperature and the current vehicle speed; taking a difference between the actual battery level and the optimal battery level as a target power-generation difference (S12); calculating a target power-generation voltage by using a preset second mapping table, on a basis of the target power-generation difference and the engine operating efficiency (S13); and outputting the target power-generation voltage (S14). The automotive generator control method and control device can precisely control a power-generation voltage of a generator according to a current engine/vehicle working condition and a battery working condition, so as to achieve primary energy recovery of the generator in a highly efficient manner.

Abstract: A gear-shifting control system of an automatic transmission includes a main pump, four gear-shifting cylinders, a gear-shifting control valve, a first gear switching valve, a second gear switching valve, a first gear on-off valve, and a second gear on-off valve. The gear-shifting control valve has an inlet and two outlets, the first gear switching valve has two inlets and four outlets, the second gear switching valve has two inlets and four outlets. The first gear on-off valve is connected between the first gear switching valve and the gear-shifting control valve, to disconnect or connect the gear-shifting control valve and the first gear switching valve. The second gear on-off valve is connected between the second gear switching valve and the gear-shifting control valve, to disconnect or connect the gear-shifting control valve and the second gear switching valve.

Abstract: Disclosed is a shifting execution mechanism for a dual clutch transmission, including a front shell, a rear shell, at least two hydraulic cylinders and at least one connecting sleeve. The at least two hydraulic cylinders are mounted along the same axis, two ends of the hydraulic cylinders are clamped between the front shell and the rear shell. Each hydraulic cylinder is mounted with a shifter, a positioning seat, and two sealing plates. Every two adjacent hydraulic cylinders are connected together through one connecting sleeve. A first hydraulic chamber is defined between the connecting sleeve and the sealing plate located adjacent to the connecting sleeve in each hydraulic cylinder. A second hydraulic chamber is defined between the front shell and the sealing plate located adjacent to the front shell. A third hydraulic chamber is defined between the rear shell and the sealing plate located adjacent to the rear shell.

Abstract: An automotive generator control method includes inputting a current vehicle speed, an actual battery level, an actual battery temperature and an engine operating efficiency (S11); calculating an optimal battery level by using a preset first mapping table, on a basis of the actual battery temperature and the current vehicle speed; taking a difference between the actual battery level and the optimal battery level as a target power-generation difference (S12); calculating a target power-generation voltage by using a preset second mapping table, on a basis of the target power-generation difference and the engine operating efficiency (S13); and outputting the target power-generation voltage (S14). The automotive generator control method and control device can precisely control a power-generation voltage of a generator according to a current engine/vehicle working condition and a battery working condition, so as to achieve primary energy recovery of the generator in a highly efficient manner.

Abstract: A gear-shifting control system of an automatic transmission includes a main pump, four gear-shifting cylinders, a gear-shifting control valve, a first gear switching valve, a second gear switching valve, a first gear on-off valve, and a second gear on-off valve. The gear-shifting control valve has an inlet and two outlets, the first gear switching valve has two inlets and four outlets, the second gear switching valve has two inlets and four outlets. The first gear on-off valve is connected between the first gear switching valve and the gear-shifting control valve, to disconnect or connect the gear-shifting control valve and the first gear switching valve. The second gear on-off valve is connected between the second gear switching valve and the gear-shifting control valve, to disconnect or connect the gear-shifting control valve and the second gear switching valve.

Abstract: Disclosed is a shifting execution mechanism for a dual clutch transmission, including a front shell, a rear shell, at least two hydraulic cylinders and at least one connecting sleeve. The at least two hydraulic cylinders are mounted along the same axis, two ends of the hydraulic cylinders are clamped between the front shell and the rear shell. Each hydraulic cylinder is mounted with a shifter, a positioning seat, and two sealing plates. Every two adjacent hydraulic cylinders are connected together through one connecting sleeve. A first hydraulic chamber is defined between the connecting sleeve and the sealing plate located adjacent to the connecting sleeve in each hydraulic cylinder. A second hydraulic chamber is defined between the front shell and the sealing plate located adjacent to the front shell. A third hydraulic chamber is defined between the rear shell and the sealing plate located adjacent to the rear shell.