Dual-motor hybrid power framework and vehicle

Abstract

The utility model relates to a dual-motor hybrid power framework and a vehicle. The dual-motor hybrid power framework comprises an engine, a first motor, a second motor, an intermediate shaft, a planet wheel mechanism, double clutches and a differential mechanism. The double clutch comprises a first clutch unit and a second clutch unit; the device further comprises a first input shaft, a second input shaft and a third input shaft. The first input shaft is selectively jointed with the first clutch unit and is connected to an engine; the second input shaft is selectively connected with the second clutch unit and is in transmission connection with the intermediate shaft; the third input shaft is selectively connected with the first clutch unit and / or the second clutch unit and connected with the planet wheel mechanism, and the first motor is connected with the third input shaft through the planet wheel mechanism. The second motor is in transmission connection with the intermediate shaft which is in transmission connection with the differential mechanism. According to the scheme, pure electric driving of the first motor and the second motor can be achieved, the dynamic property of the vehicle is improved, first-stage gear transmission is reduced, the size of a power system is reduced, and the volume power density and the structural compactness of the power system are improved.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to a dual-motor hybrid architecture and vehicle. Background Technology

[0002] Currently, the common dual-motor hybrid P1+P3 architecture typically adopts the following layout: the P1 motor is arranged parallel to the engine and connected to the engine output shaft via gear transmission, mainly used for starting the engine, assisting drive, and recovering braking energy. The P3 motor is arranged parallel to the P1 motor and is mainly responsible for providing additional driving force and drive in pure electric mode. This traditional architecture relies on gear transmission to achieve power transmission between the P1 motor and the engine. Although it can meet the basic hybrid requirements, it has some obvious disadvantages in practical applications.

[0003] In the traditional architecture, the P1 motor and the engine are connected by gear transmission, which increases the complexity and length of the mechanical transmission chain. This not only leads to additional energy loss but also reduces the overall transmission efficiency of the system. In addition, friction and wear are inevitable during gear transmission, further reducing transmission efficiency and increasing maintenance costs. The gear transmission mechanism requires additional space to be arranged, which increases the size of the entire system, which is not conducive to the design of compact vehicles. It also increases the total weight of the system, affecting the fuel economy and handling performance of the vehicle. Furthermore, there is a problem of weak power in pure electric mode during start-up, hill climbing, and acceleration. Utility Model Content

[0004] Based on this, the present invention provides a dual-motor hybrid power architecture and vehicle to solve the problems of low transmission efficiency, large space requirements, and weak power in pure electric mode of existing power architectures.

[0005] On the one hand, this utility model provides a dual-motor hybrid power architecture, including an engine, a first motor, a second motor, an intermediate shaft, a planetary gear mechanism, a dual clutch, and a differential;

[0006] The dual clutch includes a first clutch unit and a second clutch unit;

[0007] The dual-motor hybrid power architecture also includes a first input shaft, a second input shaft, and a third input shaft arranged coaxially;

[0008] One end of the first input shaft can selectively engage the first clutch unit, and the other end is connected to the engine;

[0009] One end of the second input shaft can be selectively engaged with the second clutch unit, and the other end is drive-connected to the intermediate shaft;

[0010] One end of the third input shaft is selectively connected with the first clutch unit and / or the second clutch unit, and the other end is connected with the planetary gear mechanism, and the first motor is coaxially connected with the third input shaft through the planetary gear mechanism.

[0011] The second motor is drivingly connected with the intermediate shaft, and the intermediate shaft is drivingly connected with the differential.

[0012] In one embodiment, the dual clutch includes a primary driven plate, a secondary driven plate and a clutch outer hub.

[0013] The primary driven plate is connected with the first input shaft, the secondary driven plate is connected with the second input shaft, and the third input shaft is connected with the clutch outer hub.

[0014] In one embodiment, the second input shaft is a hollow shaft, and the second input shaft is sleeved on the third input shaft.

[0015] In one embodiment, the planetary gear mechanism includes a sun gear, a planet gear, a planet carrier and a ring gear, the ring gear is fixedly arranged, the output shaft of the first motor is connected with the sun gear, and the planet carrier is connected with the third input shaft.

[0016] In one embodiment, the second input shaft and the intermediate shaft are drivingly connected through a first gear transmission mechanism.

[0017] The first gear transmission mechanism includes a first transmission gear and a first intermediate shaft gear, the first transmission gear is fixed to the second input shaft, the first intermediate shaft gear is fixed to the intermediate shaft, and the first transmission gear and the first intermediate shaft gear are engaged.

[0018] In one embodiment, the second motor and the intermediate shaft are drivingly connected through a second gear transmission mechanism.

[0019] The second gear transmission mechanism includes a second transmission gear, a third transmission gear and a first intermediate shaft gear, the second transmission gear is connected to the output shaft of the second motor, the third transmission gear is engaged between the second transmission gear and the first intermediate shaft gear.

[0020] In one embodiment, a second intermediate shaft gear is further arranged on the intermediate shaft, the second intermediate shaft gear is engaged with the gear of the differential, and the second intermediate shaft gear and the gear of the differential are a speed reduction gear set.

[0021] In one embodiment, the first motor and the second motor are located on the same side, and the first motor and the second motor are arranged in parallel.

[0022] In one of the embodiments, the first input shaft is provided with a torsional damper.

[0023] In another aspect, the utility model also provides a vehicle, it includes the double motor hybrid power architecture of any embodiment above.

[0024] Compared with the prior art, the utility model has at least the following beneficial effects:

[0025] The double motor hybrid power architecture can realize power coupling or power decoupling of any two of the first input shaft, the second input shaft and the third input shaft through the double clutch, so that the first motor can be decoupled from the engine, pure electric driving of the first motor and the second motor is realized, motor power utilization rate and the power performance of the vehicle in the pure electric mode are improved. BRIEF DESCRIPTION OF DRAWINGS

[0026] Figure 1 It is a structural diagram of the double motor hybrid power architecture in one of the embodiments.

[0027] The reference signs in the drawings of the specification include: engine 10, torsional damper 20, first input shaft 30, double clutch 40, first clutch unit 41, second clutch unit 42, primary driven disc 43, secondary driven disc 44, clutch outer hub 45, second input shaft 50, third input shaft 60, planetary gear mechanism 70, sun gear 71, planet carrier 72, planetary gear 73, ring gear 74, first motor 80, first transmission gear 90, intermediate shaft 100, first intermediate shaft gear 101, second intermediate shaft gear 102, differential 110, third transmission gear 120, second transmission gear 130, second motor 140. DETAILED DESCRIPTION

[0028] In order to make the purpose, technical scheme and advantages of the application more clear, the following combines the drawings and examples to further specifically describe the application.

[0029] It should be noted that the diagrams provided in the embodiments only schematically illustrate the basic concept of the utility model.

[0030] The structures, proportions, sizes, etc. shown in the drawings attached to the specification are merely used to cooperate with the disclosed content, to be understood and read by those skilled in the art, and are not used to limit the implementation conditions of the utility model. Any modification of the structure, change of the proportional relationship, or adjustment of the size, without affecting the functions and purposes that can be achieved by the utility model, should still fall within the scope of the disclosed technology.

[0031] The orientations or positional relationships indicated by the terms such as "upper", "lower", "left", "right", "intermediate", "longitudinal", "lateral", "horizontal", "inner", "outer", "radial", "circumferential", etc. in the specification are based on the orientations or positional relationships shown in the drawings, and are merely used for the convenience of simplifying the description, and cannot be understood as indicating or implying that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the utility model. In addition, the terms "first", "second", etc. are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance.

[0032] As described in the background, in the existing transmission architecture, the P1 motor and the engine are connected through gear transmission, which has low transmission efficiency, large space occupation, is not conducive to the design of compact vehicles, and also increases the total weight of the system.

[0033] Based on this, the utility model embodiment provides a kind of dual-motor hybrid architecture, it includes engine 10, first motor 80, second motor 140, intermediate shaft 100, planetary gear mechanism 70, double clutch 40 and differential 110;

[0034] Double clutch 40 includes first clutch unit 41 and second clutch unit 42;

[0035] Dual-motor hybrid architecture further includes coaxially arranged first input shaft 30, second input shaft 50 and third input shaft 60;

[0036] One end of first input shaft 30 is selectively engaged with first clutch unit 41, and the other end is connected to engine 10;

[0037] One end of second input shaft 50 is selectively engaged with second clutch unit 42, and the other end is drivingly connected to intermediate shaft 100;

[0038] One end of third input shaft 60 is selectively engaged with first clutch unit 41 and / or second clutch unit 42, and the other end is connected to planetary gear mechanism 70, and first motor 80 is coaxially connected to third input shaft 60 through planetary gear mechanism 70;

[0039] Second motor 140 is drivingly connected to intermediate shaft 100, and intermediate shaft 100 is drivingly connected to differential 110.

[0040] According to the double-motor hybrid power architecture provided in the embodiment of the utility model, the power coupling or decoupling of any two of the first input shaft 30, the second input shaft 50 and the third input shaft 60 can be realized through the double clutch 40, so that the first motor 80 can be decoupled from the engine 10, the pure electric driving of the first motor 80 and the second motor 140 is realized, and the motor power utilization rate and the power performance of the vehicle in the pure electric mode are improved. Meanwhile, the first motor 80 and the engine 10 are coaxially arranged, the one-stage gear transmission can be reduced, the transmission efficiency is improved, the size of the power system is reduced, the volume power density and the compactness of the power system are improved, various vehicle models can be adapted, and the product platform is realized.

[0041] The double-motor hybrid power architecture provided in the embodiment of the utility model will be described in detail below with reference to the drawings.

[0042] According to Figure 1 The double-motor hybrid power architecture exemplarily showing at least one embodiment of the utility model comprises an engine 10, a first motor 80, a second motor 140, a differential 110 and a transmission mechanism.

[0043] Among them, the engine 10 and the second motor 140 are power output ends, the differential 110 is a power receiving end, and the first motor 80 can be a power output end or a power receiving end in different driving modes. For example, in the embodiment, the first motor 80 is a motor / generator, which can be used for power generation and driving, and the second motor 140 is a driving motor, which is only used for driving.

[0044] It should be noted that in the embodiment, the first motor 80 is also used as a starting motor for starting the engine 10. If the first motor 80 does not drive or generate power, and the engine 10 drives, the first motor 80 stops working after starting the engine 10; if the first motor 80 drives or generates power, and the engine 10 drives, the first motor 80 remains in the working state after starting the engine 10.

[0045] In the embodiment, the transmission mechanism is used to realize the transmission connection between the engine 10, the first motor 80, the second motor 140 and the differential 110, so as to realize the power transmission between the components, and further meet the driving demand of the vehicle. For example, the engine 10, the first motor 80 and the second motor 140 can selectively output power to the differential 110 through the transmission mechanism, so as to output power to the wheel end of the vehicle, and the pure electric driving, hybrid driving and other driving modes of the vehicle can be realized; for another example, the engine 10 outputs power to the first motor 80 through the transmission mechanism, so as to realize the power generation of the first motor 80, and further supply power to the second motor 140 or the vehicle battery.

[0046] Specifically, in the embodiment, the transmission mechanism comprises a first input shaft 30, a second input shaft 50, a third input shaft 60, an intermediate shaft 100 and a dual clutch 40.

[0047] Referring to Figure 1 , the dual clutch 40 comprises a primary driven disc 43, a secondary driven disc 44 and a clutch outer hub 45. The primary driven disc 43 and the clutch outer hub 45 constitute a first clutch unit 41, and the primary driven disc 43 and the clutch outer hub 45 are engaged to make the first clutch unit 41 engaged. The secondary driven disc 44 and the clutch outer hub 45 constitute a second clutch unit 42, and the secondary driven disc 44 and the clutch outer hub 45 are engaged to make the second clutch unit 42 engaged.

[0048] Referring to Figure 1 , one end of the first input shaft 30 is connected to the primary driven disc 43, and the other end is connected to an output shaft of the engine 10, so that the engine 10 can be selectively engaged with the first clutch unit 41 to realize power transmission.

[0049] Further, referring to Figure 1 , a torsional damper 20 is further arranged on the first input shaft 30 to eliminate torsional vibration of the system and ensure the stability of the operation of the system.

[0050] Referring to Figure 1 , the third input shaft 60 is coaxially arranged with the first input shaft 30, one end of the third input shaft 60 is connected to the clutch outer hub 45, and the other end is connected to an output shaft of the first motor 80, so that the first motor 80 can be selectively engaged with the first clutch unit 41 and / or the second clutch unit 42 to realize power transmission.

[0051] Further, in the embodiment, the third input shaft 60 is drivingly connected to the output shaft of the first motor 80 through a planetary gear mechanism 70. Referring to Figure 1 , the planetary gear mechanism 70 comprises a sun gear 71, a planet gear 73, a planet carrier 72 and a ring gear 74, wherein the sun gear 71 is coaxially connected to the output shaft of the first motor 80, the ring gear 74 is fixedly arranged, for example, the ring gear 74 is fixed to the housing of the power system, the planet carrier 72 is connected to the third input shaft 60, and the third input shaft 60 is coaxially arranged with the output shaft of the first motor 80. In this way, the power coupling between the first motor 80 and the third input shaft 60 is realized through the planetary gear mechanism 70, which can not only ensure the demand for reducing the rotation speed and increasing the torque between the engine 10 and the first motor 80, has higher transmission efficiency, but also can reduce the primary gear transmission, reduce the size of the power system, improve the volume power density and structural compactness of the power system, adapt to the arrangement requirements of various vehicle models, and realize product platformization.

[0052] Referring to Figure 1, the second input shaft 50 is a hollow shaft, which is coaxially sleeved on the third input shaft 60, so that the first input shaft 30, the second input shaft 50 and the third input shaft 60 are coaxially arranged, the occupied space in the transverse direction of the vehicle body can be saved, the structure is more compact compared with the parallel shaft arrangement, which is beneficial to the overall vehicle arrangement, and the third input shaft 60 is convenient to pass through the second driven disc 44 and connect with the clutch outer hub 45.

[0053] Referring to Figure 1 , one end of the second input shaft 50 is connected to the second driven disc 44, and the other end is drivingly connected to the intermediate shaft 100, so that the intermediate shaft 100 can be selectively engaged with the second clutch unit 42 to realize power transmission.

[0054] Specifically, in the embodiment, the second input shaft 50 is drivingly connected to the intermediate shaft 100 through the first gear transmission mechanism. Referring to Figure 1 , the first gear transmission mechanism includes a first transmission gear 90 and a first intermediate shaft gear 101, wherein the first transmission gear 90 is fixed to the second input shaft 50, the first intermediate shaft gear 101 is fixed to one end of the intermediate shaft 100, and the first transmission gear 90 and the first intermediate shaft gear 101 are engaged. Moreover, the other end of the intermediate shaft 100 is fixed with a second intermediate shaft gear 102, and the second intermediate shaft gear 102 is engaged with the gear of the differential 110. In this way, the second input shaft 50 can transmit power to the differential 110 through the first transmission gear 90, the first intermediate shaft gear 101, the intermediate shaft 100 and the second intermediate shaft gear 102.

[0055] Further, in the embodiment, the second intermediate shaft gear 102 is engaged with the gear of the differential 110 as a speed reduction gear set, which can achieve better power matching.

[0056] Referring to Figure 1 , the second motor 140 is located on the same side as the first motor 80, and the two are arranged in parallel. In this way, the arrangement of the second motor 140 and the first motor 80 is facilitated, and the overall structure is more compact.

[0057] In the embodiment, the second motor 140 is drivingly connected to the intermediate shaft 100 through the second gear transmission mechanism to transmit power. Specifically, referring to Figure 1 , the second gear transmission mechanism includes a second transmission gear 130, a third transmission gear 120 and a first intermediate shaft gear 101, wherein the second transmission gear 130 is connected to the output shaft of the second motor 140, and the third transmission gear 120 is engaged between the second transmission gear 130 and the first intermediate shaft gear 101. In this way, the second motor 140 can transmit power to the differential 110 through the second transmission gear 130, the third transmission gear 120, the first intermediate shaft gear 101, the intermediate shaft 100 and the second intermediate shaft gear 102.

[0058] Based on the above structural design, the transmission mechanism has the following four power transmission paths: a first transmission path from the engine 10 to the first motor 80, a second transmission path from the engine 10 to the differential 110, a third transmission path from the first motor 80 to the differential 110, and a fourth transmission path from the second motor 140 to the differential 110.

[0059] The elements on the first transmission path specifically include the engine 10, the torsional damper 20, the first input shaft 30, the first clutch unit 41, the third input shaft 60, the planetary gear mechanism 70, and the first motor 80. The power transmission is as follows: the engine 10 transmits torque to the first input shaft 30, the first input shaft 30 drives the third input shaft 60 to rotate through the first clutch unit 41, and the third input shaft 60 transmits torque to the first motor 80 to generate electricity through the planetary gear mechanism 70.

[0060] The elements on the second transmission path specifically include the engine 10, the torsional damper 20, the first input shaft 30, the first clutch unit 41, the second clutch unit 42, the second input shaft 50, the first transmission gear 90, the first intermediate shaft gear 101, the intermediate shaft 100, the second intermediate shaft gear 102, and the differential 110. The power transmission is as follows: the engine 10 transmits torque to the first input shaft 30, the first input shaft 30 drives the second input shaft 50 to rotate through the first clutch unit 41 and the second clutch unit 42, the second input shaft 50 transmits torque to the intermediate shaft 100 through the first transmission gear 90 and the first intermediate shaft gear 101, and finally the intermediate shaft 100 transmits torque to the differential 110 through the second intermediate shaft gear 102.

[0061] The elements on the third transmission path specifically include the first motor 80, the planetary gear mechanism 70, the third input shaft 60, the second clutch unit 42, the second input shaft 50, the first transmission gear 90, the first intermediate shaft gear 101, the intermediate shaft 100, the second intermediate shaft gear 102, and the differential 110. The power transmission is as follows: the first motor 80 transmits torque to the third input shaft 60 through the planetary gear mechanism 70, the third input shaft 60 drives the second input shaft 50 to rotate through the second clutch unit 42, the second input shaft 50 transmits torque to the intermediate shaft 100 through the first transmission gear 90 and the first intermediate shaft gear 101, and finally the intermediate shaft 100 transmits torque to the differential 110 through the second intermediate shaft gear 102.

[0062] The elements on the fourth transmission path specifically include the second motor 140, the second transmission gear 130, the third transmission gear 120, the first intermediate shaft gear 101, the intermediate shaft 100, the second intermediate shaft gear 102, and the differential 110. The power transmission is as follows: the second motor 140 transmits torque to the second transmission gear 130, the second transmission gear 130 drives the first intermediate shaft gear 101 to rotate through the third transmission gear 120, the first intermediate shaft gear 101 transmits torque to the intermediate shaft 100, and finally the intermediate shaft 100 transmits torque to the differential 110 through the second intermediate shaft gear 102.

[0063] Based on the above power transmission mode, the hybrid power architecture of the embodiment can realize pure electric, hybrid and other modes to adapt to different driving road conditions and match the power performance and economy of the vehicle.

[0064] Some modes of the hybrid power architecture provided by the embodiment will be described below.

[0065] Pure electric driving mode: there are three power routes of first motor pure electric driving, second motor pure electric driving and double motor common driving, which are as follows,

[0066] First motor pure electric driving: the engine 10 and the second motor 140 are not working, the first motor 80 is working, the first clutch unit 41 is disconnected, the second clutch unit 42 is engaged, the power is output by the first motor 80, and the power is transmitted along the sun gear 71-planet gear 73-carrier 72-third input shaft 60-second clutch unit 42-second input shaft 50-first transmission gear 90-first intermediate shaft gear 101-intermediate shaft 100-second intermediate shaft gear 102-differential 110-wheel output;

[0067] Second motor pure electric driving: the engine 10 and the first motor 80 are not working, the second motor 140 is working, the first clutch unit 41 and the second clutch unit 42 are disconnected, the second motor 140 outputs power, and the power is transmitted along the second transmission gear 130-third transmission gear 120-first intermediate shaft gear 101-intermediate shaft 100-second intermediate shaft gear 102-differential 110-wheel output;

[0068] Dual-motor pure electric drive: engine 10 is not working, first motor 80 and second motor 140 are working, first clutch unit 41 is disconnected, second clutch unit 42 is engaged, first motor 80 is driven, power a is output by first motor 80, power a is along sun gear 71-planet wheel 73-carriage 72-third input shaft 60-second clutch unit 42-second input shaft 50-first transmission gear 90-first intermediate shaft gear 101-intermediate shaft 100-second intermediate shaft gear 102-differential 110-wheel output; power b is output by the drive motor, power b is along second transmission gear 130-third transmission gear 120-first intermediate shaft gear 101-intermediate shaft 100-second intermediate shaft gear 102-differential 110-wheel output; two power sources are coupled and drive the wheels to rotate.

[0069] Series drive mode: first clutch unit 41 is engaged, second clutch unit 42 is disconnected, engine 10 outputs power and drives first motor 80 to generate electricity to power second motor 140 or charge the battery, power is along engine 10-torsional damper 20-first input shaft 30-first clutch unit 41-third input shaft 60-carriage 72-planet wheel 73-sun gear 71-first motor 80 output; then second motor 140 works, second motor 140 outputs power, power is along second transmission gear 130-third transmission gear 120-first intermediate shaft gear 101-intermediate shaft 100-second intermediate shaft gear 102-differential 110-wheel output. If the demand for driving power of the whole vehicle is higher than the power generated by first motor 80, the battery will start to supply power to make up for the insufficient part of the power generated by first motor 80, to ensure the required driving power of the vehicle, if the demand for driving power of the whole vehicle is lower than the power generated by first motor 80, then the remaining power of first motor 80 after meeting the demand of the whole vehicle will charge the battery.

[0070] Parallel drive mode: there are two power routes of engine 10+second motor 140 common drive and engine 10+double motor common drive, as follows:

[0071] Engine 10 + second motor 140 common drive: the first clutch unit 41 and the second clutch unit 42 are engaged, the engine 10 and the second motor 140 simultaneously output power to drive the wheels, power a is output by the engine 10, power a along the engine 10-torsional damper 20-first input shaft 30-first clutch unit 41-second clutch unit 42-second input shaft 50-first transmission gear 90-first intermediate shaft gear 101-intermediate shaft 100-second intermediate shaft gear 102-differential 110-wheel output; power b is output by the second motor 140, power b along the second transmission gear 130-third transmission gear 120-first intermediate shaft gear 101-intermediate shaft 100-second intermediate shaft gear 102-differential 110-wheel output; two powers are coupled to drive the wheels to rotate together;

[0072] Engine 10 + double motor common drive: the first clutch unit 41 and the second clutch unit 42 are engaged, the engine 10, the first motor 80 and the second motor 140 simultaneously output power. Power a is output by the engine 10, power a along the engine 10-torsional damper 20-first input shaft 30-first clutch unit 41-second clutch unit 42-second input shaft 50-first transmission gear 90-first intermediate shaft gear 101-intermediate shaft 100-second intermediate shaft gear 102-differential 110-wheel output; power b is output by the second motor 140, power b along the second transmission gear 130-third transmission gear 120-first intermediate shaft gear 101-intermediate shaft 100-second intermediate shaft gear 102-differential 110-wheel output; power c is output by the first motor 80, power c along the sun gear 71-planet wheel 73-carrier 72-third input shaft 60-second clutch unit 42-second input shaft 50-first transmission gear 90-first intermediate shaft gear 101-intermediate shaft 100-second intermediate shaft gear 102-differential 110-wheel output; three power sources are coupled to drive the wheels to rotate together.

[0073] Engine 10 direct drive mode: the first clutch unit 41 and the second clutch unit 42 are engaged, the first motor 80 and the second motor 140 are not working, the engine 10 is working. Power is output by the engine 10 along the engine 10-torsional damper 20-first input shaft 30-first clutch unit 41-second clutch unit 42-second input shaft 50-first transmission gear 90-first intermediate shaft gear 101-intermediate shaft 100-second intermediate shaft gear 102-differential 110-wheel output, the engine 10 direct drive mode is suitable for vehicle high-speed driving conditions.

[0074] The engine 10 works, the second motor 140 does not work. The first clutch unit 41 is engaged, the second clutch unit 42 is disconnected, the power is output by the engine 10, the power is along the torsional damper 20-the first input shaft 30-the first clutch unit 41-the third input shaft 60-the planet carrier 72-the planet wheel 73-the sun gear 71-the first motor 80 output, and the battery is powered.

[0075] The energy recovery mode: the first clutch unit 41 and the second clutch unit 42 are disconnected, the wheels drag the second motor 140 to generate electricity, and the whole vehicle kinetic energy is reversely absorbed to charge the battery, and the purpose of braking can be achieved.

[0076] In another aspect, the utility model embodiment further provides a vehicle comprising the double-motor hybrid power architecture of any of the above embodiments.

[0077] The technical features of the above embodiments can be combined arbitrarily, and to make the description concise, all possible combinations of the technical features in the above embodiments are not described, however, as long as the combination of the technical features does not exist contradictory, it should be considered that the range of the present application is recorded.

[0078] The above embodiments only express several implementation manners of the present application, the description is more specific and detailed, but it should not be understood as the limitation of the utility model patent range. It should be pointed out that for ordinary skilled in the art, on the premise of not departing from the concept of the present application, a number of modifications and improvements can be made, which belong to the protection scope of the present application. Therefore, the protection scope of the present application patent should be subject to the appended claims.

Claims

1. A dual-motor hybrid architecture, characterized by: The double motor hybrid power architecture comprises an engine (10), a first motor (80), a second motor (140), an intermediate shaft (100), a planetary gear mechanism (70), a double clutch (40) and a differential (110); The double clutch (40) comprises a first clutch unit (41) and a second clutch unit (42); The double motor hybrid power architecture further comprises coaxially arranged first, second and third input shafts (30, 50, 60); One end of the first input shaft (30) is selectively engaged with the first clutch unit (41), and the other end is connected to the engine (10); One end of the second input shaft (50) is selectively engaged with the second clutch unit (42), and the other end is drivingly connected to the intermediate shaft (100); One end of the third input shaft (60) is selectively engaged with the first clutch unit (41) and / or the second clutch unit (42), and the other end is connected with the planetary gear mechanism (70), and the first motor (80) is coaxially connected with the third input shaft (60) through the planetary gear mechanism (70); The second motor (140) is drivingly connected with the intermediate shaft (100), and the intermediate shaft (100) is drivingly connected with the differential (110).

2. The dual-motor hybrid architecture of claim 1, wherein: The double clutch (40) comprises a primary driven disc (43), a secondary driven disc (44) and a clutch outer hub (45); The primary driven disc (43) is connected with the first input shaft (30), the secondary driven disc (44) is connected with the second input shaft (50), and the third input shaft (60) is connected with the clutch outer hub (45).

3. The dual-motor hybrid architecture of claim 2, wherein: The second input shaft (50) is a hollow shaft, and the second input shaft (50) is sleeved on the third input shaft (60).

4. The dual-motor hybrid architecture of claim 1, wherein: The planetary gear mechanism (70) comprises a sun gear (71), a planet gear (73), a planet carrier (72) and a ring gear (74), the ring gear (74) is fixedly arranged, the output shaft of the first motor (80) is connected with the sun gear (71), and the planet carrier (72) is connected with the third input shaft (60).

5. The dual-motor hybrid architecture of claim 1, wherein: The second input shaft (50) and the intermediate shaft (100) are drivingly connected through a first gear transmission mechanism; The first gear transmission mechanism comprises a first transmission gear (90) and a first intermediate shaft gear (101), the first transmission gear (90) is fixed to the second input shaft (50), the first intermediate shaft gear (101) is fixed to the intermediate shaft (100), and the first transmission gear (90) and the first intermediate shaft gear (101) are engaged.

6. The dual-motor hybrid architecture of claim 5, wherein: The second motor (140) and the intermediate shaft (100) are drivingly connected through a second gear transmission mechanism; The second gear transmission mechanism comprises a second transmission gear (130), a third transmission gear (120) and a first intermediate shaft gear (101), the second transmission gear (130) is connected to the output shaft of the second motor (140), the third transmission gear (120) is engaged between the second transmission gear (130) and the first intermediate shaft gear (101).

7. The dual-motor hybrid architecture of claim 6, wherein: The intermediate shaft (100) is further provided with a second intermediate shaft gear (102), the second intermediate shaft gear (102) is engaged with the gear of the differential (110), and the second intermediate shaft gear (102) and the gear of the differential (110) are a speed reduction gear set.

8. The dual electric machine hybrid architecture of claim 1, wherein: The first motor (80) and the second motor (140) are located on the same side, and the first motor (80) and the second motor (140) are arranged in parallel.

9. The dual-motor hybrid architecture of claim 1, wherein: The first input shaft (30) is provided with a torsional damper (20).

10. A vehicle characterized by: A dual-motor hybrid power architecture comprising any one of claims 1-9.

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