Dual-motor hybrid power system and vehicle

Abstract

The utility model discloses a dual-motor hybrid power system and a vehicle, and belongs to the technical field of hybrid power automobiles, the dual-motor hybrid power system comprises an engine, a clutch mechanism, a first motor and a second motor, and the clutch mechanism is arranged on one side of the output end of the engine in the axial direction of the engine and is in transmission connection with the output end of the engine; the first motor is arranged on one side of the clutch mechanism in the radial direction of the engine and is in transmission connection with the clutch mechanism. The second motor is arranged on the side, away from the first motor, of the clutch mechanism in the radial direction and is in transmission connection with the clutch mechanism. In the axial direction, the size of the first motor, the size of the second motor and the size of the clutch mechanism at least partially coincide. According to the dual-motor hybrid power system, the clutch mechanism, the first motor and the second motor are arranged in the radial direction of the output end of the engine, the axial size occupation is reduced, and therefore the requirement of the dual-motor hybrid power system for the vehicle width size can be lowered, and the application range of the dual-motor hybrid power system can be effectively widened.

Description

Technical Field

[0001] This application relates to the field of hybrid vehicle technology, and more particularly to a dual-motor hybrid system and vehicle. Background Technology

[0002] Hybrid vehicles have gained widespread market acceptance due to their ability to balance range and environmental requirements. The hybrid system in a hybrid vehicle achieves multi-mode switching by engaging and disengaging a clutch after the engine; however, the corresponding hybrid system has a relatively large axial dimension, placing higher demands on the vehicle's dimensions and limiting its applicability. Utility Model Content

[0003] This application provides a dual-motor hybrid system and vehicle. By arranging multiple components within the dual-motor hybrid system radially, the axial dimension is reduced, thereby at least partially solving the aforementioned technical problems.

[0004] To achieve the above objectives, according to a first aspect of this application, a dual-motor hybrid system is provided, comprising:

[0005] engine;

[0006] The clutch mechanism is disposed on one side of the engine output end along the axial direction of the engine and is connected to the engine output end in a transmission manner;

[0007] A first motor is arranged radially on one side of the clutch mechanism and is drively connected to the clutch mechanism; along the axial direction, the dimensions of the first motor and the clutch mechanism at least partially overlap.

[0008] The second motor is arranged radially on the side of the clutch mechanism away from the first motor and is connected to the clutch mechanism in a transmission manner; along the axial direction, the size of the second motor is at least partially overlapping with the size of the clutch mechanism.

[0009] In some embodiments, the clutch mechanism includes:

[0010] The first clutch is connected to the output end of the engine;

[0011] A first drive shaft is connected to the side of the first clutch away from the engine, and the first drive shaft is connected to the first motor in a drive connection.

[0012] The second clutch is located on the side of the first clutch away from the engine along the axial direction and is connected to the first drive shaft;

[0013] The first transmission gear is connected to the second clutch and the second motor respectively.

[0014] In some embodiments, the first clutch includes a first driving end and a first driven end disposed opposite to each other along the axial direction, the first driving end being connected to the output end of the engine, and the first driven end being connected to the first drive shaft;

[0015] The second clutch includes a second driving end and a second driven end arranged opposite to each other along the axial direction. The second driving end is connected to the first transmission shaft, the first transmission shaft is movably inserted into the second driven end, and the second driven end is connected to the first transmission gear.

[0016] The first drive shaft is movably inserted into the first drive gear, and the first drive gear is capable of rotating around the first drive shaft.

[0017] In some embodiments, the first transmission gear is disposed between the first clutch and the second clutch, and the second driven end is disposed on the side of the second driving end near the first driven end; or...

[0018] The first transmission gear is located on the side of the second clutch away from the first clutch, and the second driven end is located on the side of the second driving end away from the first driven end.

[0019] In some embodiments, the first active end and the first driven end are each provided with a cooperating spline on their opposite sides, and the second active end and the second driven end are each provided with a cooperating spline on their opposite sides.

[0020] In some embodiments, the dual-motor hybrid system further includes:

[0021] Differential gear assembly;

[0022] The first transmission structure is connected to the first motor and the first transmission shaft respectively.

[0023] The second transmission structure is connected to the first transmission gear, the output end of the second motor, and the differential gear assembly respectively.

[0024] A torsional damper is disposed between the output end of the engine and the first clutch, and is connected to the output end of the engine and the first clutch respectively.

[0025] In some embodiments, the first transmission structure includes:

[0026] The second transmission gear is connected to the output end of the first motor;

[0027] The third transmission gear is connected to the end of the first transmission shaft away from the first clutch. The second transmission gear is connected to the third transmission gear in a transmission connection, and the third transmission gear is arranged radially on one side of the second transmission gear.

[0028] In some embodiments, the second transmission structure includes:

[0029] The fourth transmission gear is connected to the output end of the second motor;

[0030] The first intermediate shaft assembly includes a fifth transmission gear, a second transmission shaft, and a sixth transmission gear. The fifth transmission gear is connected to the first transmission gear and the fourth transmission gear respectively. The second transmission shaft is connected to the fifth transmission gear and the sixth transmission gear respectively. The sixth transmission gear is connected to the differential gear assembly. Along the axial direction, the sixth transmission gear is located on the side of the fifth transmission gear closer to the engine.

[0031] In some embodiments, the second transmission structure further includes a second intermediate shaft assembly, which includes a seventh transmission gear, a third transmission shaft, and an eighth transmission gear. The seventh transmission gear is connected to the fourth transmission gear, the third transmission shaft is connected to both the seventh transmission gear and the eighth transmission gear, and the eighth transmission gear is connected to the differential gear assembly. Along the axial direction, the seventh transmission gear is located on the side of the eighth transmission gear closer to the engine.

[0032] In some embodiments, the clutch mechanism further includes a bearing, which is embedded in the first transmission gear and sleeved on the first transmission shaft.

[0033] In some embodiments, along the radial direction, the axial boundaries of the orthographic projections of the second motor, the clutch mechanism, the differential gear assembly, the second transmission structure, and the torsional damper are all located within the axial boundary range of the orthographic projection of the first motor combined with the first transmission structure.

[0034] According to a second aspect of this application, a dual-motor hybrid system is also provided, comprising:

[0035] engine;

[0036] The clutch mechanism is disposed on one side of the engine output end along the axial direction of the engine and is connected to the engine output end in a transmission manner;

[0037] A first motor is arranged radially along the engine on one side of the clutch mechanism and is connected to the clutch mechanism in a transmission manner;

[0038] Along the axial direction, the side of the transmission connection between the first motor and the clutch mechanism away from the engine has a first dimension L between it and the mating surface between the engine and the clutch mechanism. The first motor has a stack height L1, which satisfies: 2≤L / L1≤4.5.

[0039] In some embodiments, the axial boundary of the clutch mechanism's orthographic projection along the radial direction is located within the axial boundary of the first motor's orthographic projection along the radial direction.

[0040] In some embodiments, the first dimension L satisfies: 150mm ≤ L ≤ 450mm.

[0041] In some embodiments, the dual-motor hybrid system further includes a second motor, which is arranged radially on the side of the clutch mechanism away from the first motor and is drively connected to the clutch mechanism;

[0042] The axial boundary of the orthographic projection of the second motor along the radial direction is located within the axial boundary of the orthographic projection of the first motor along the radial direction.

[0043] In some embodiments, the clutch mechanism includes:

[0044] The first clutch is connected to the output end of the engine;

[0045] A first drive shaft is connected to the side of the first clutch away from the engine, and the first drive shaft is connected to the first motor in a drive connection.

[0046] The second clutch is located on the side of the first clutch away from the engine along the axial direction and is connected to the first drive shaft;

[0047] The first transmission gear is connected to the second clutch and the second motor respectively.

[0048] In some embodiments, the first clutch includes a first driving end and a first driven end disposed opposite to each other along the axial direction, the first driving end being connected to the output end of the engine, and the first driven end being connected to the first drive shaft;

[0049] The second clutch includes a second driving end and a second driven end arranged opposite to each other along the axial direction. The second driving end is connected to the first transmission shaft, the first transmission shaft is movably inserted into the second driven end, and the second driven end is connected to the first transmission gear.

[0050] The first drive shaft is movably inserted into the first drive gear, and the first drive gear is capable of rotating around the first drive shaft.

[0051] In some embodiments, the first transmission gear is disposed between the first clutch and the second clutch, and the second driven end is disposed on the side of the second driving end near the first driven end; or...

[0052] The first transmission gear is located on the side of the second clutch away from the first clutch, and the second driven end is located on the side of the second driving end away from the first driven end.

[0053] In some embodiments, the clutch mechanism includes:

[0054] A first clutch is connected to the output end of the engine; along the radial direction, the first clutch is disposed adjacent to the first motor.

[0055] A first drive shaft is connected to the side of the first clutch away from the engine, and the first drive shaft is connected to the first motor in a drive connection.

[0056] The second clutch is located on the side of the first clutch away from the first motor along the radial direction, and is connected to both the first drive shaft and the second motor.

[0057] In some embodiments, the clutch mechanism includes:

[0058] A ninth transmission gear is disposed adjacent to the first clutch along the axial direction, and the ninth transmission gear is fixedly connected to the first transmission shaft;

[0059] The tenth transmission gear is arranged radially on one side of the ninth transmission gear and is fixedly connected to the ninth transmission gear in a transmission manner.

[0060] The fourth drive shaft is movably inserted into the tenth drive gear, which is capable of rotating around the fourth drive shaft; the second clutch is fixedly connected to the fourth drive shaft and is also connected to the tenth drive gear in a transmission manner.

[0061] The eleventh transmission gear is fixedly connected to the fourth transmission shaft.

[0062] In some embodiments, the first clutch includes a first driving end and a first driven end disposed opposite to each other along the axial direction, the first driving end being connected to the output end of the engine, and the first driven end being connected to the first drive shaft;

[0063] The second clutch includes a second driving end and a second driven end arranged opposite to each other along the axial direction. The second driving end is fixedly connected to the fourth transmission shaft, and the fourth transmission shaft is movably inserted into the second driven end. The second driven end is connected to the tenth transmission gear.

[0064] In some embodiments, the second driven end is disposed on the side of the second driving end away from the eleventh transmission gear, and the tenth transmission gear is disposed on the side of the second driven end away from the second driving end; or,

[0065] The second driven end is located on the side of the second driving end near the eleventh transmission gear, and the tenth transmission gear is located between the second driven end and the eleventh transmission gear.

[0066] In some embodiments, the first active end and the first driven end are each provided with a cooperating spline on their opposite sides, and the second active end and the second driven end are each provided with a cooperating spline on their opposite sides.

[0067] In some embodiments, the dual-motor hybrid system includes:

[0068] The differential gear assembly is connected to the eleventh transmission gear.

[0069] The twelfth transmission gear is fixedly connected to the output end of the second motor and is also connected to the tenth transmission gear in a transmission connection.

[0070] A torsional damper is disposed between the output end of the engine and the first clutch, and is connected to the output end of the engine and the first clutch respectively.

[0071] In some embodiments, a second transmission gear is provided at the output end of the first motor, a third transmission gear is provided at the end of the first transmission shaft away from the engine, the second transmission gear is connected to the third transmission gear in a transmission manner, and the third transmission gear is arranged on one side of the second transmission gear along the radial direction;

[0072] Wherein, the first dimension L is: the distance between the side of the second transmission gear away from the first motor and the side of the torsional damper away from the engine.

[0073] According to a third aspect of this application, a vehicle is also provided, including a dual-motor hybrid system as described in any of the foregoing embodiments.

[0074] This application discloses a dual-motor hybrid system and vehicle. The dual-motor hybrid system includes an engine, a clutch mechanism, a first motor, and a second motor. The clutch mechanism is axially disposed on one side of the engine's output end and is drive-connected to the engine's output end. The first motor is radially disposed on one side of the clutch mechanism and is drive-connected to the clutch mechanism. Axially, the dimensions of the first motor and the clutch mechanism at least partially overlap. The second motor is radially disposed on the side of the clutch mechanism away from the first motor and is drive-connected to the clutch mechanism. Axially, the dimensions of the second motor and the clutch mechanism at least partially overlap. This application embodiment reduces the axial dimension occupied by arranging the clutch mechanism, the first motor, and the second motor radially along the engine's output end, thereby reducing the vehicle's width requirements and effectively expanding the applicability of the dual-motor hybrid system.

[0075] Another dual-motor hybrid system according to an embodiment of this application includes an engine, a clutch mechanism, and a first motor. The clutch mechanism is disposed along the axial direction of the engine on one side of the engine's output end and is drive-connected to the engine's output end. The first motor is disposed along the radial direction of the engine on one side of the clutch mechanism and is drive-connected to the clutch mechanism. A first dimension L exists between the side of the first motor and the clutch mechanism's drive connection point away from the engine and the interface between the engine and the clutch mechanism. The first motor has a stack height L1, satisfying: 2≤L / L1≤4.5. This application achieves overlap between the motor stack height and the spatial dimensions of the first motor and clutch mechanism through this proportional relationship, thereby improving axial space utilization and freeing up axial arrangement space for the arrangement of other vehicle components. Furthermore, it ensures good efficiency of the first motor while maintaining a small axial dimension. Simultaneously, this proportional relationship ensures that the radial dimension is within a reasonable range while maintaining a reasonable axial dimension, avoiding excessive radial space occupation that could affect the arrangement and selection of the transmission structure.

[0076] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0077] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0078] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0079] Figure 1 This is a schematic diagram of the overall structure of the first dual-motor hybrid system provided in the exemplary embodiments of this disclosure;

[0080] Figure 2 This is a schematic diagram of the structure of the first clutch mechanism provided in the exemplary embodiments of this disclosure;

[0081] Figure 3 This is a schematic diagram of the structure of the second clutch mechanism provided in the exemplary embodiments of this disclosure;

[0082] Figure 4 This is a schematic diagram of the overall structure of the second dual-motor hybrid system provided in the exemplary embodiments of this disclosure;

[0083] Figure 5 This is a schematic diagram of the structure of the first intermediate shaft assembly and the second intermediate shaft assembly of the second dual-motor hybrid system provided in the exemplary embodiments of this disclosure;

[0084] Figure 6 This is a schematic diagram of the overall structure of the third dual-motor hybrid system provided in the exemplary embodiments of this disclosure;

[0085] Figure 7 yes Figure 6 The diagram shows the structure of the clutch mechanism.

[0086] Explanation of reference numerals in the attached figures:

[0087] 100. Engine;

[0088] 200, Clutch mechanism; 210, First clutch; 211, First driving end; 212, First driven end; 220, First drive shaft; 230, Second clutch; 231, Second driving end; 232, Second driven end; 240, First transmission gear; 250, Bearing; 260, Ninth transmission gear; 270, Tenth transmission gear; 280, Fourth transmission shaft; 290, Eleventh transmission gear;

[0089] 300. First motor;

[0090] 400. Second motor;

[0091] 500. Differential gear assembly;

[0092] 600. First transmission structure; 610. Second transmission gear; 620. Third transmission gear;

[0093] 700. Second transmission structure; 710. Fourth transmission gear; 720. First intermediate shaft assembly; 721. Fifth transmission gear; 722. Second transmission shaft; 723. Sixth transmission gear; 730. Second intermediate shaft assembly; 731. Seventh transmission gear; 732. Third transmission shaft; 733. Eighth transmission gear;

[0094] 800. Torsional shock absorber;

[0095] 900. The twelfth transmission gear;

[0096] X, axial direction; Y, radial direction. Detailed Implementation

[0097] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0098] like Figure 1 As shown, this application embodiment provides a dual-motor hybrid system, which includes an engine 100, a clutch mechanism 200, a first motor 300, and a second motor 400. The clutch mechanism 200 is disposed along the axial direction X of the engine 100 on one side of the output end of the engine 100 and is drivenly connected to the output end of the engine 100. The first motor 300 is disposed along the radial direction Y of the engine 100 on one side of the clutch mechanism 200 and is drivenly connected to the clutch mechanism 200. Along the axial direction X, the size of the first motor 300 at least partially overlaps with the size of the clutch mechanism 200. The second motor 400 is disposed along the radial direction Y on the side of the clutch mechanism 200 away from the first motor 300 and is drivenly connected to the clutch mechanism 200. Along the axial direction X, the size of the second motor 400 at least partially overlaps with the size of the clutch mechanism 200.

[0099] In this embodiment, by arranging the clutch mechanism 200, the first motor 300 and the second motor 400 of the dual-motor hybrid system along the radial Y of the output end of the engine 100, the axial X dimension occupancy is reduced, thereby reducing the requirements of the dual-motor hybrid system on the vehicle width dimension and effectively improving the applicability of the dual-motor hybrid system.

[0100] Specifically, in this embodiment, the first motor 300 and the second motor 400 are arranged radially Y along the engine 100 on both sides of the clutch mechanism 200, instead of being connected in series axially X. This allows the transmission system to fully utilize the radial Y space of the motors, eliminating unnecessary size waste and effectively reducing the axial X dimension of the system. This makes it suitable for vehicle platforms with strict installation space requirements, overcoming the limitations of existing solutions in terms of vehicle model compatibility and thus effectively improving its applicability. Axially, the axial dimensions of the first motor, the second motor, and the clutch mechanism at least partially overlap, allowing them to share a portion of the axial dimension of the dual-motor hybrid system, further reducing the axial dimension occupied.

[0101] In this embodiment, through the transmission cooperation between the clutch mechanism 200 and the dual motors, the first motor 300 can be compatible with driving and range-extending power generation functions. The second motor 400, as the main drive motor, can be directly connected to the vehicle's wheel drive for independent driving, or driven together with the second motor 400 and / or the engine 100. This effectively solves the shortcoming of the first motor 300 not being able to drive directly in the prior art, achieving efficient power synergy between the engine 100 and the dual motors. Especially under extreme high torque conditions, it can form a three-power source driving system, balancing the vehicle's power performance and energy utilization efficiency.

[0102] like Figure 2 As shown, in some embodiments, the clutch mechanism 200 includes a first clutch 210, a first drive shaft 220, a second clutch 230, and a first drive gear 240. The first clutch 210 is connected to the output end of the engine 100. The first drive shaft 220 is connected to the side of the first clutch 210 away from the engine 100 and is driven by the first motor 300. The second clutch 230 is disposed on the side of the first clutch 210 away from the engine 100 along the axial direction X and is connected to the first drive shaft 220. The first drive gear 240 is driven by the second clutch 230 and the second motor 400 respectively.

[0103] In this embodiment, the first clutch 210 and the second clutch 230 of the clutch mechanism 200 are sequentially arranged along the axial direction X on the first transmission shaft 220, and together with the radial Y layout of the dual motors, form a compact architecture with axial X dual clutches and radial Y dual motors. The transmission components have no redundant arrangement, making full use of the axial X and radial Y space, further shortening the axial X dimension of the system.

[0104] It should be noted that in this embodiment, the first clutch 210 is responsible for disconnecting the engine 100 from the powertrain, and the second clutch 230 controls the power supply between the drive shaft and the second motor 400. The two clutches work together to achieve precise switching of the power path. It can stably support various operating conditions such as pure electric economy mode (both clutches are disengaged, and the second motor 400 drives alone), series mode (first clutch 210 is engaged, second clutch 230 is disengaged, and the engine 100 drives the first motor 300 to generate electricity), and engine 100 direct drive mode (both clutches are engaged, and the three power sources work together), matching different driving needs.

[0105] It should also be noted that, in this embodiment, the first motor 300 is directly linked to the dual clutch via the first transmission shaft 220, and can switch between power generation and driving functions by switching the clutch on and off; the second motor 400 is connected to the second clutch 230 via the first transmission gear 240, and participates in individual or cooperative driving as the main drive motor. This clutch mechanism 200 can solve the problem that the first motor 300 cannot participate in direct drive, and can realize the joint driving of the engine 100 and the dual motors under extreme working conditions, while ensuring that the engine 100 always operates at the optimal fuel economy point and the dual motors are in the high-efficiency working range, thus balancing power and energy utilization efficiency.

[0106] It should also be noted that in the embodiments of this application, the dual clutches are arranged along the same drive shaft, resulting in a short and direct power transmission path and reduced energy loss.

[0107] like Figure 2 As shown, in some embodiments, the first clutch 210 includes a first driving end 211 and a first driven end 212 arranged opposite to each other along the axial direction X. The first driving end 211 is connected to the output end of the engine 100, and the first driven end 212 is connected to the first drive shaft 220. The second clutch 230 includes a second driving end 231 and a second driven end 232 arranged opposite to each other along the axial direction X. The second driving end 231 is connected to the first drive shaft 220, and the first drive shaft 220 is movably inserted into the second driven end 232. The second driven end 232 is drively connected to the first drive gear 240. The first drive shaft 220 is movably inserted into the first drive gear 240, and the first drive gear 240 is rotatable around the first drive shaft 220.

[0108] In this embodiment, the specific structure and transmission relationship of the first clutch 210 and the second clutch 230 are further defined, thereby further demonstrating the compact arrangement of the clutch mechanism 200 along the axial X direction. This arrangement eliminates redundant structures, facilitating a reduction in the axial X dimension and a shorter power transmission path, ensuring efficient and stable torque transmission and reducing energy consumption. The first clutch 210 independently controls the connection and disconnection of the engine 100 and the power chain, while the second clutch 230 independently regulates the power transmission between the first drive shaft 220 and the first drive gear 240. The first drive gear 240 can rotate freely around the first drive shaft 220, preventing the first drive shaft 220 from directly driving the first drive gear 240 to rotate. This decoupling of the first drive shaft 220 and the first drive gear 240 allows for independent transmission between the first motor 300 and the first drive shaft 220, or the second clutch 230 can be used to achieve transmission between the first drive shaft 220 and the first drive gear 240. The independent control logic of the dual clutch, combined with the movable design of the transmission gears, enables precise splitting and combination of power paths, ensuring no power conflict when switching between multiple modes such as pure electric, series, direct drive, and parallel.

[0109] like Figure 2 As shown, in some embodiments, the first transmission gear 240 is disposed between the first clutch 210 and the second clutch 230, and the second driven end 232 is disposed on the side of the second driving end 231 near the first driven end 212. Alternatively, as... Figure 3 As shown, the first transmission gear 240 is disposed on the side of the second clutch 230 away from the first clutch 210, and the second driven end 232 is disposed on the side of the second driving end 231 away from the first driven end 212.

[0110] In this embodiment, the first drive shaft 220 is movably connected to the second driven end 232 of the first drive gear 240 and the second clutch 230. This allows for the interchange of the relative positions of the first drive gear 240 and the second clutch 230. This flexible layout can adapt to different vehicle front compartment layouts without changing the core architecture of the hybrid system, effectively improving the vehicle's adaptability.

[0111] In some embodiments, the first driving end 211 and the first driven end 212 are provided with mutually cooperating splines on their opposite sides, and the second driving end 231 and the second driven end 232 are provided with mutually cooperating splines on their opposite sides.

[0112] In this embodiment, both the driving and driven ends of the first clutch 210 and the second clutch 230 are provided with mating splines on opposite sides. These mating splines provide precise guidance and positioning, ensuring accurate alignment of the driving and driven ends when the first clutch 210 and the second clutch 230 engage. This prevents engagement jerking or power shock caused by misalignment, guaranteeing smooth multi-mode switching. Simultaneously, it ensures efficient torque transmission and strong load-bearing capacity. Furthermore, the spline meshing naturally compensates for axial X-axis and angular deviations, reducing mechanical wear during clutch engagement. The high strength and fatigue resistance of the spline teeth also allow for adaptation to the frequent mode switching scenarios in hybrid systems, extending clutch lifespan, reducing system maintenance costs, and ensuring long-term stability of power transmission.

[0113] like Figure 1 As shown, in some embodiments, the dual-motor hybrid system further includes a differential gear assembly 500, a first transmission structure 600, a second transmission structure 700, and a torsional damper 800. The first transmission structure 600 is connected to the first motor 300 and the first drive shaft 220 respectively. The second transmission structure 700 is connected to the first transmission gear 240, the output end of the second motor 400, and the differential gear assembly 500 respectively. The torsional damper 800 is disposed between the output end of the engine 100 and the first clutch 210, and is connected to the output end of the engine 100 and the first clutch 210 respectively.

[0114] In this embodiment, the vehicle speed reducer gear assembly is used to connect with the vehicle's wheels to transmit the power of the hybrid system to the vehicle's wheels for driving. A first transmission structure 600 is used to transmit power between the first drive shaft 220 and the first motor 300, ensuring flexible switching between power generation and driving functions for the first motor 300. A second transmission structure 700 transmits power between the first drive gear 240, the second motor 400, and the differential gear assembly 500, working in conjunction with the differential's differential distribution function to efficiently transmit power to the wheels. The entire transmission system forms a closed loop, and with the independent control of the dual clutches, switching between pure electric, series, direct drive, and parallel modes is smoother, and the power coordination between the engine 100 and the dual motors is more precise. A torsional damper 800 is connected in series between the engine 100 output and the first clutch 210, effectively absorbing torsional vibrations during engine 100 operation, reducing vibration transmission to the clutch, motor, and transmission components, improving overall vehicle ride smoothness, reducing wear on core components from high-frequency vibrations, and extending system lifespan.

[0115] like Figure 1As shown, in some embodiments, the first transmission structure 600 includes a second transmission gear 610 and a third transmission gear 620. The second transmission gear 610 is connected to the output end of the first motor 300, and the third transmission gear 620 is connected to the end of the first transmission shaft 220 away from the first clutch 210. The second transmission gear 610 and the third transmission gear 620 are connected in a transmission connection, and the third transmission gear 620 is arranged radially Y on one side of the second transmission gear 610.

[0116] In this embodiment, by configuring the first transmission structure 600 such that the second transmission gear 610 and the third transmission gear 620 engage radially (Y), the axial (X) space occupied by the hybrid system is not increased, achieving a compact layout in the axial (X) direction and reducing the axial (X) dimension. The second transmission gear 610 is directly connected to the output end of the first motor 300, and the third transmission gear 620 is fixed to the end of the first transmission shaft 220. The meshing of the two gears forms a short-path transmission channel, reducing energy loss during power transmission. Simultaneously, gear meshing transmission has the advantages of precise positioning and strong torque carrying capacity, ensuring that the power transmission between the first motor 300 and the first transmission shaft 220 is free from slippage and delay.

[0117] like Figure 1 , Figure 4 and Figure 5 As shown, in some embodiments, the second transmission structure 700 includes a fourth transmission gear 710 and a first intermediate shaft assembly 720. The fourth transmission gear 710 is connected to the output end of the second motor 400. The first intermediate shaft assembly 720 includes a fifth transmission gear 721, a second transmission shaft 722, and a sixth transmission gear 723. The fifth transmission gear 721 is connected to the first transmission gear 240 and the fourth transmission gear 710 respectively. The second transmission shaft 722 is connected to the fifth transmission gear 721 and the sixth transmission gear 723 respectively. The sixth transmission gear 723 is connected to the differential gear assembly 500. Along the axial direction X, the sixth transmission gear 723 is located on the side of the fifth transmission gear 721 near the engine 100.

[0118] In this embodiment, the fourth transmission gear 710 and the fifth transmission gear 721 of the first intermediate shaft assembly 720 adopt a radial Y meshing layout, and the second transmission shaft 722 is compactly connected to the fifth and sixth transmission gears 723 along the axial X. The entire structure has no additional axial X redundant extension, which is beneficial to reducing the axial X dimension of the dual-motor hybrid system.

[0119] In this embodiment, the fourth transmission gear 710 is simultaneously connected to the output end of the second motor 400 and the first transmission gear 240. By meshing with the fifth transmission gear 721, the multi-path power is collected to the first intermediate shaft assembly 720, and then transmitted to the differential via the sixth transmission gear 723. At this time, the power convergence path is short and concentrated, reducing energy loss during the transmission process.

[0120] In the embodiments of this application, the rigid connection between the second drive shaft 722 and the fifth and sixth drive gears 723, combined with the precise transmission characteristics of gear meshing, provides strong torque carrying capacity and good impact resistance.

[0121] It should be noted that, along the axial direction X, the sixth transmission gear 723 is located on the side of the fifth transmission gear 721 that is close to the engine 100. This allows the first intermediate shaft assembly 720 to be arranged along the radial direction Y with the clutch mechanism 200 and the engine 100, thereby avoiding occupying space in the axial direction X and thus helping to reduce the axial dimension X.

[0122] like Figure 4 and Figure 5 As shown, in some embodiments, the second transmission structure 700 further includes a second intermediate shaft assembly 730, which includes a seventh transmission gear 731, a third transmission shaft 732, and an eighth transmission gear 733. The seventh transmission gear 731 is connected to the fourth transmission gear 710, the third transmission shaft 732 is connected to both the seventh transmission gear 731 and the eighth transmission gear 733, and the eighth transmission gear 733 is connected to the differential gear assembly 500. Along the axial direction X, the seventh transmission gear 731 is located on the side of the eighth transmission gear 733 closer to the engine 100.

[0123] In this embodiment, the second intermediate shaft assembly 730 is arranged in parallel with the original first intermediate shaft assembly 720, employing a combination design of dual intermediate shaft assemblies and radial Y-gear meshing. This design does not increase the axial X-space occupied by the system and can improve torque carrying capacity, adapting to extreme power conditions. Simultaneously, the more stable transmission path makes multi-mode switching smoother, which helps reduce power impact. Furthermore, the structural redundancy design improves the system's fault tolerance and reduces the risk of direct system failure.

[0124] It should be noted that, along the axial direction X, the seventh transmission gear 731 is located on the side of the eighth transmission gear 733 close to the engine 100. This allows the second intermediate shaft assembly 730 to be arranged along the radial direction Y with the clutch mechanism 200 and the engine 100, thereby avoiding occupying space in the axial direction X, which helps to reduce the axial dimension X.

[0125] like Figure 2 and Figure 3As shown, in some embodiments, the clutch mechanism 200 further includes a bearing 250, which is embedded in the first transmission gear 240 and sleeved on the first transmission shaft 220.

[0126] In this embodiment of the application, by embedding a bearing 250 in the middle of the first transmission wheel and mounting the bearing 250 on the first transmission shaft 220, the motion friction of the first transmission wheel can be effectively reduced, the power transmission efficiency can be improved, the structural reliability can be improved, and the service life of the clutch mechanism 200 and the transmission components can be extended.

[0127] It should be noted that the first clutch 210 and the second clutch 230 in the embodiments of this application can be an electromagnetic clutch, a synchronizer, a dog clutch, etc., or other structures with controllable on / off functions.

[0128] The dual-motor hybrid system of this application can specifically realize series mode, pure electric economic mode, parallel pure electric drive mode, engine 100 direct drive mode and parking power generation mode, as detailed below.

[0129] 1. Series mode: When the vehicle speed is lower than the set speed (e.g., 70km / h), the first clutch 210 engages, the second clutch 230 disengages, the second motor 400 drives, and the engine 100 drives the first motor 300 to generate electricity to supplement the power.

[0130] 2. Pure Electric Economy Mode: In pure electric economy mode, the first clutch 210 is disengaged and the second clutch 230 is disengaged. The engine 100 and the first motor 300 are not working, and the second motor 400 is driven by a single motor, thereby improving the overall vehicle range.

[0131] 3. Parallel pure electric mode: Suitable for high battery charge and low speed high power requirements (such as 0-100 km / h acceleration). In this mode, the first clutch 210 is disengaged, the second clutch 230 is engaged, the engine 100 is completely decoupled, and the first motor 300 and the second motor 400 are driven simultaneously, improving the overall vehicle power.

[0132] 4. Engine 100 Direct Drive Mode: When the vehicle speed exceeds the set RPM (e.g., 70km / h), the first clutch 210 engages, and the second clutch 230 engages. The engine 100, the first motor 300, and the second motor 400 are all connected to the wheels, with the engine 100 providing primary drive. When the engine 100's power is sufficient for the vehicle's operation and there is surplus power, this surplus power is used to generate electricity for the first motor 300. By controlling the duty cycle, the power distribution between range extender power generation and engine 100 direct drive is achieved. When the engine 100's power is insufficient for the vehicle's operation, the first motor 300 intervenes to provide additional drive. Under extreme high torque conditions, the engine 100, the first motor 300, and the second motor 400 can all drive the vehicle. This mode fully utilizes the engine 100's optimal fuel economy point and avoids the efficiency drop of the electric motor under high-speed conditions, thereby increasing the vehicle's driving range.

[0133] 5. Parking power generation mode: In parking power generation mode, the first clutch 210 is engaged, the second clutch 230 is disengaged, and the engine 100 is directly connected to the first motor 300 to realize power generation while parked.

[0134] The engagement control of the first clutch 210 and the second clutch 230 is achieved by speed synchronization through the speed ring, then switching the torque mode, and then controlling the engagement of the electromagnetic clutch (if engagement fails, speed synchronization is restarted through the speed ring). The disengagement control is achieved by reducing the torque to 0 Nm and then disengaging the electromagnetic clutch. The engagement and disengagement are bistable, and the position status of the clutch mechanism 200 can be monitored in real time.

[0135] In some embodiments, along the radial Y direction, the axial X boundary of the orthographic projection of the second motor 400, clutch mechanism 200, differential gear assembly 500, second transmission structure 700, and torsional damper 800 is located within the axial X boundary of the orthographic projection of the first motor 300 combined with the first transmission structure 600.

[0136] In this embodiment, by setting all the relevant structures of the dual-motor hybrid system within the axial X boundary range of the orthogonal projection of the first motor 300 combined with the first transmission structure 600, the axial X dimension of the entire dual-motor hybrid system is equivalent to being within the axial X dimension range of the first motor 300 combined with the first transmission structure 600. This ensures that the axial X spatial dimensions of each structure of the dual-motor hybrid system overlap and couple, sharing a common axial X dimension. This effectively reduces the axial X dimension, making it suitable for more vehicle configurations and more conducive to the spatial layout of other automotive components.

[0137] Please combine Figure 1 and Figure 6According to a second aspect of this application, a dual-motor hybrid system is also provided, including an engine 100, a clutch mechanism 200, and a first motor 300. The clutch mechanism 200 is disposed on one side of the output end of the engine 100 along the axial direction X of the engine 100 and is drivenly connected to the output end of the engine 100. The first motor 300 is disposed on one side of the clutch mechanism 200 along the radial direction Y of the engine 100 and is drivenly connected to the clutch mechanism 200. Wherein, along the axial direction X, the side of the first motor 300 that is drivenly connected to the clutch mechanism 200 away from the engine 100 and the mating surface between the engine 100 and the clutch mechanism 200 have a first dimension L. The first motor 300 has a stack height L1 that satisfies: 2≤L / L1≤4.5.

[0138] In this embodiment, the output end of the engine 100 is arranged along the axial direction X, and the clutch mechanism 200 is arranged on one side of the output end of the engine 100 along the axial direction X and is drive-connected to the output end of the engine 100. The first motor 300 is arranged on one side of the clutch mechanism 200 along the radial direction Y of the engine 100 and is drive-connected to the clutch mechanism 200. This arrangement allows the system components to overlap in the radial direction Y, rather than being connected in series along the axial direction X, thereby reducing the space occupied in the axial direction X and enabling the dual-motor hybrid system to form a compact structure.

[0139] In this embodiment, the transmission connection between the first motor 300 and the clutch mechanism 200 is located on the side away from the engine 100, and there is a first dimension L between the connection surface between the engine 100 and the clutch mechanism 200. The first motor 300 has a stack height L1, which satisfies: 2≤L / L1≤4.5. This can effectively balance the space utilization and the performance of the first motor 300. For example, in a specific embodiment, it can be set to 300mm, L1 is 80mm, and the ratio L / L1 is 3.75. At this time, the axial X dimension of the system is compact, and it is beneficial to maintain the efficiency of the first motor 300.

[0140] Figure 1 Examples and Figure 6 In the embodiments, the specific forms of the clutch mechanism 200 are different, but they all meet the above-mentioned proportion range.

[0141] In this embodiment, the axial X space occupied by the system is significantly reduced by controlling the radial Y arrangement and the size ratio L / L1. The space utilization is highest when the ratio is between 2.0 and 4.5, avoiding redundant dimensions and thus reducing the requirements for vehicle width, making it particularly suitable for compact vehicles such as microcars and small cars. The coupling design of the stack height L1 of the first motor 300 with the axial X dimension L allows related transmission structures such as the clutch mechanism 200 to overlap with the first motor 300 in the radial Y direction, freeing up lateral arrangement space and making room for critical components such as suspension and steering, improving the overall vehicle layout flexibility. Furthermore, a ratio range of 2 ≤ L / L1 ≤ 4.5 ensures that the motor maintains high efficiency even in a compact layout, avoiding an increase in motor diameter or a decrease in efficiency due to excessively small dimensions.

[0142] It should be noted that the stacking height L1 of the first motor 300 usually refers to the cumulative lamination thickness of the stator core (or rotor core) of the first motor 300 in the axial X direction. It is essentially the effective axial X length of the electromagnetic core component of the first motor 300 (which is made of stacked silicon steel sheets).

[0143] It should also be noted that in this embodiment, the value of L / L1 can be any value among 2, 2.1, 2.25, 2.4, 2.5, 2.6, 2.75, 2.9, 3, 3.1, 3.25, 3.4, 3.5, 3.6, 3.75, 3.9, 4, 4.25, and 4.5, or a range between any two values. The specific values ​​of L and L1 can be directly measured using dimensional measuring tools such as rulers, calipers, and micrometers. Within the range of 2 ≤ L / L1 ≤ 4.5, the smaller the value of L / L1, the more compact the overall axial X-layout, given the defined performance requirements of the first motor 300. If the value of L / L1 is less than 2, the stacking height of the first motor 300 may be too small. In this case, to ensure motor performance, the first motor 300 needs to have a larger diameter, which will affect the radial Y-dimensional layout of the dual-motor hybrid system and the space occupied in the height direction. If the value of L / L1 is greater than 4.5, then the axial X-dimensional dimension of the first motor 300 may be small, making it difficult for the axial X-dimensional dimensions of other transmission structures in the dual-motor hybrid system to be covered by the first motor 300. Therefore, in this embodiment, the first motor 300 has a first dimension L on the side away from the engine 100 at the transmission connection point with the clutch mechanism 200, and the mating surface between the engine 100 and the clutch mechanism 200. The first motor 300 has a stacking height L1, satisfying: 2≤L / L1≤4.5. This allows the dual-motor hybrid system to have a suitable spatial layout for the transmission components, ensuring a good compact layout effect and effectively saving space, while also ensuring that the first motor 300 has good efficiency.

[0144] In some embodiments, the axial X boundary of the orthogonal projection of the clutch mechanism 200 along the radial Y direction is located within the axial X boundary of the orthogonal projection of the first motor 300 along the radial Y direction.

[0145] In this embodiment of the application, this structural layout ensures that the clutch mechanism 200 does not occupy additional space beyond the body of the first motor 300 in the axial X direction, thereby achieving complete coverage of the clutch mechanism 200 and the first motor 300 in the axial X direction, thus reducing the axial X dimension of the dual-motor hybrid system and improving the integration and space utilization of the dual-motor hybrid system.

[0146] In some embodiments, the first dimension L and the stacking height L1 satisfy: 150mm≤L≤450mm.

[0147] In this embodiment, the first dimension of the first motor 300 is controlled to be between 150 and 450. At this time, the axial X dimension of the first motor 300 is smaller, which is more suitable for the compact layout of the dual-motor hybrid system and the feasibility of the system, and is conducive to optimizing the balance between space and performance.

[0148] In this embodiment, combined with the aforementioned embodiment where 2≤L / L1≤4.5, and the axial X boundary of the clutch mechanism 200 being located within the axial X boundary range of the first motor 300, a compact layout of the dual-motor hybrid system can be achieved while ensuring the efficiency of the dual-motor hybrid system.

[0149] It should be noted that the value of L in this embodiment can be any value among 150mm, 160mm, 170mm, 180mm, 190mm, 200mm, 220mm, 250mm, 270mm, 300mm, 320mm, 350mm, 370mm, 400mm, 420mm, and 450mm, or a range between any two values. A smaller value of L is better, as a smaller L corresponds to a smaller axial X-dimensional dimension of the first motor 300, resulting in a smaller axial X-dimensional dimension of the dual-motor hybrid system and a more compact overall system structure. When L is less than 150mm, the corresponding value of L1 will also be smaller, potentially affecting the power of the first motor 300; when L is greater than 450mm, the axial X-dimensional dimension of the entire dual-motor hybrid system is larger, occupying more space in the vehicle layout.

[0150] In some embodiments, the dual-motor hybrid system further includes a second motor 400, which is disposed radially Y on the side of the clutch mechanism 200 away from the first motor 300 and is connected to the clutch mechanism 200 in a transmission manner; the axial X boundary of the orthogonal projection of the second motor 400 along the radial Y is located within the axial X boundary of the orthogonal projection of the first motor 300 along the radial Y.

[0151] In this embodiment, the dual-motor hybrid system is configured with a second motor 400 cooperating with a first motor 300 and a clutch to achieve hybrid drive. The axial X boundary of the orthographic projection of the second motor 400 along the radial Y direction is located within the axial X boundary of the orthographic projection of the first motor 300 along the radial Y direction. This allows the three core components—the first motor 300, the clutch mechanism 200, and the second motor 400—to share space along the axial X direction. In this case, the overall axial X dimension of the dual-motor hybrid system is determined by the largest of the three components, specifically the axial X dimension of the first motor 300, thereby further reducing the axial X dimension of the dual-motor hybrid system.

[0152] like Figure 2 As shown, in some embodiments, the clutch mechanism 200 includes a first clutch 210, a first drive shaft 220, a second clutch 230, and a first drive gear 240. The first clutch 210 is connected to the output end of the engine 100. The first drive shaft 220 is connected to the side of the first clutch 210 away from the engine 100 and is driven by the first motor 300. The second clutch 230 is disposed on the side of the first clutch 210 away from the engine 100 along the axial direction X and is connected to the first drive shaft 220. The first drive gear 240 is driven by the second clutch 230 and the second motor 400 respectively.

[0153] In this embodiment, the first clutch 210 and the second clutch 230 of the clutch mechanism 200 are sequentially arranged along the axial direction X on the first transmission shaft 220, and together with the radial Y layout of the dual motors, form a compact architecture with axial X dual clutches and radial Y dual motors. The transmission components have no redundant arrangement, making full use of the axial X and radial Y space, further shortening the axial X dimension of the system.

[0154] It should be noted that in this embodiment, the first clutch 210 is responsible for disconnecting the engine 100 from the powertrain, and the second clutch 230 controls the power supply between the drive shaft and the second motor 400. The two clutches work together to achieve precise switching of the power path. It can stably support various operating conditions such as pure electric economy mode (both clutches are disengaged, and the second motor 400 drives alone), series mode (first clutch 210 is engaged, second clutch 230 is disengaged, and the engine 100 drives the first motor 300 to generate electricity), and engine 100 direct drive mode (both clutches are engaged, and the three power sources work together), matching different driving needs.

[0155] It should also be noted that, in this embodiment, the first motor 300 is directly linked to the dual clutch via the first transmission shaft 220, and can switch between power generation and driving functions by switching the clutch on and off; the second motor 400 is connected to the second clutch 230 via the first transmission gear 240, and participates in individual or cooperative driving as the main drive motor. This clutch mechanism 200 can solve the problem that the first motor 300 cannot participate in direct drive, and can realize the joint driving of the engine 100 and the dual motors under extreme working conditions, while ensuring that the engine 100 always operates at the optimal fuel economy point and the dual motors are in the high-efficiency working range, thus balancing power and energy utilization efficiency.

[0156] It should also be noted that in the embodiments of this application, the dual clutches are arranged along the same drive shaft, resulting in a short and direct power transmission path and reduced energy loss.

[0157] In some embodiments, the first clutch 210 includes a first driving end 211 and a first driven end 212 arranged opposite to each other along the axial direction X. The first driving end 211 is connected to the output end of the engine 100, and the first driven end 212 is connected to the first drive shaft 220. The second clutch 230 includes a second driving end 231 and a second driven end 232 arranged opposite to each other along the axial direction X. The second driving end 231 is connected to the first drive shaft 220, and the first drive shaft 220 is movably inserted into the second driven end 232. The second driven end 232 is drively connected to the first drive gear 240. The first drive shaft 220 is movably inserted into the first drive gear 240, and the first drive gear 240 is rotatable around the first drive shaft 220.

[0158] In this embodiment, the specific structure and transmission relationship of the first clutch 210 and the second clutch 230 are further defined, thereby further demonstrating the compact arrangement of the clutch mechanism 200 along the axial X direction. This arrangement eliminates redundant structures, facilitating a reduction in the axial X dimension and a shorter power transmission path, ensuring efficient and stable torque transmission and reducing energy consumption. The first clutch 210 independently controls the connection and disconnection of the engine 100 and the power chain, while the second clutch 230 independently regulates the power transmission between the first drive shaft 220 and the first drive gear 240. The first drive gear 240 can rotate freely around the first drive shaft 220, preventing the first drive shaft 220 from directly driving the first drive gear 240 to rotate. This decoupling of the first drive shaft 220 and the first drive gear 240 allows for independent transmission between the first motor 300 and the first drive shaft 220, or the second clutch 230 can be used to achieve transmission between the first drive shaft 220 and the first drive gear 240. The independent control logic of the dual clutch, combined with the movable design of the transmission gears, enables precise splitting and combination of power paths, ensuring no power conflict when switching between multiple modes such as pure electric, series, direct drive, and parallel.

[0159] like Figure 2 As shown, in some embodiments, the first transmission gear 240 is disposed between the first clutch 210 and the second clutch 230, and the second driven end 232 is disposed on the side of the second driving end 231 near the first driven end 212; or, as... Figure 3 As shown, the first transmission gear 240 is disposed on the side of the second clutch 230 away from the first clutch 210, and the second driven end 232 is disposed on the side of the second driving end 231 away from the first driven end 212.

[0160] In this embodiment, the first drive shaft 220 is movably connected to the second driven end 232 of the first drive gear 240 and the second clutch 230. This allows for the interchange of the relative positions of the first drive gear 240 and the second clutch 230. This flexible layout can adapt to different vehicle front compartment layouts without changing the core architecture of the hybrid system, effectively improving the vehicle's adaptability.

[0161] In some embodiments, the clutch mechanism 200 includes a first clutch 210, a first drive shaft 220, and a second clutch 230. The first clutch 210 is connected to the output end of the engine 100. Along the radial direction Y, the first clutch 210 is disposed adjacent to the first motor 300. The first drive shaft 220 is connected to the side of the first clutch 210 away from the engine 100 and is drively connected to the first motor 300. The second clutch 230 is disposed on the side of the first clutch 210 away from the first motor 300 along the radial direction Y and is drively connected to the first drive shaft 220 and the second motor 400, respectively.

[0162] In this embodiment, the first clutch 210 and the second clutch 230 are arranged radially Y. This reduces the dimensional pressure of the clutch mechanism 200 arranged axially X, which is more conducive to reducing the axial X dimension of the dual-motor hybrid system. At the same time, it can improve the flexibility of the layout of the dual-motor hybrid system, and the position of the second clutch 230 can be flexibly adjusted according to the requirements.

[0163] like Figure 7As shown, in some embodiments, the clutch mechanism 200 includes a ninth transmission gear 260, a tenth transmission gear 270, a fourth transmission shaft 280, and an eleventh transmission gear 290. The ninth transmission gear 260 is arranged adjacent to the first clutch 210 along the axial direction X, and is fixedly connected to the first transmission shaft 220. The tenth transmission gear 270 is arranged on one side of the ninth transmission gear 260 along the radial direction Y, and is fixedly connected to the ninth transmission gear 260 in a transmission manner. The fourth transmission shaft 280 is movably inserted into the tenth transmission gear 270, and the tenth transmission gear 270 can rotate around the fourth transmission shaft 280. The second clutch 230 is fixedly connected to the fourth transmission shaft 280 and is in a transmission manner with the tenth transmission gear 270. The eleventh transmission gear 290 is fixedly connected to the fourth transmission shaft 280.

[0164] In this embodiment, the ninth transmission gear 260 is disposed adjacent to the first clutch 210 along the axial direction X and is fixedly connected to the first transmission shaft 220. Therefore, the rotation of the ninth transmission gear 260 is directly determined by the first transmission shaft 220, and the rotation of the first transmission shaft 220 is controlled by the engine 100 (via the first clutch 210) and / or the first motor 300. The tenth transmission gear 270 is disposed on one side of the ninth transmission gear 260 along the radial direction Y and meshes with the ninth transmission gear 260. This allows power to be transmitted from the ninth transmission gear 260 along the axial direction X to the tenth transmission gear 270 along the radial direction Y. The fourth transmission shaft 280 is movably disposed within the tenth transmission gear 270, allowing the tenth transmission gear 270 to rotate freely around the fourth transmission shaft 280. The second clutch 230 is fixedly connected to the fourth transmission shaft 280 and is drively connected to the tenth transmission gear 270. Specifically, the driving part of the second clutch 230 is fixed to the fourth drive shaft 280, and its driven part is connected to the tenth drive gear 270. By controlling the engagement and disengagement of the second clutch 230, it is determined whether the power of the tenth drive gear 270 is transmitted to the fourth drive shaft 280. The eleventh drive gear 290 is fixedly connected to the fourth drive shaft 280 and is used to output power, which is usually connected to the differential gear assembly 500 and ultimately transmitted to the wheels.

[0165] In this embodiment, the power flow is efficiently and reliably guided from the axial X-axis of the system to the radial Y-side through the meshing of the ninth transmission gear 260 and the tenth transmission gear 270. This gear transmission method has a compact structure and high transmission efficiency, which is beneficial for the dual-motor hybrid system to reduce the axial X-dimensional dimension while ensuring transmission efficiency.

[0166] In some embodiments, the first clutch 210 includes a first driving end 211 and a first driven end 212 disposed opposite to each other along the axial direction X. The first driving end 211 is connected to the output end of the engine 100, and the first driven end 212 is connected to the first drive shaft 220. The second clutch 230 includes a second driving end 231 and a second driven end 232 disposed opposite to each other along the axial direction X. The second driving end 231 is fixedly connected to the fourth drive shaft 280, the fourth drive shaft 280 is movably inserted into the second driven end 232, and the second driven end 232 is connected to the tenth transmission gear 270.

[0167] In this embodiment, for the first clutch 210, its first driving end 211 is connected to the output end of the engine 100, and its first driven end 212 is connected to the first drive shaft 220. When the first clutch 210 is engaged, the first driving end 211 and the first driven end 212 are engaged, and the power of the engine 100 is transmitted to the first drive shaft 220 through them. For the second clutch 230, the second driving end 231 is fixedly connected to the fourth drive shaft 280 and rotates with the shaft. The fourth drive shaft 280 is movably inserted into the second driven end 232, meaning that the second driven end 232 can rotate independently of the fourth drive shaft 280. The second driven end 232 is drivenly connected (usually fixedly connected) to the tenth transmission gear 270. When the second clutch 230 is engaged, the second driving end 231 and the second driven end 232 are engaged, allowing the power of the tenth transmission gear 270 to be transmitted to the fourth drive shaft 280, and then output through the eleventh transmission gear 290. This structural arrangement enables precise and reliable control of power on / off, while also facilitating a compact axial layout for the dual-motor hybrid system. Furthermore, the non-coaxial arrangement of the first clutch 210 and the second clutch 230 makes it easier for the clutches to be maintained in the future.

[0168] In some embodiments, such as Figure 7 As shown, the second driven end 232 is located on the side of the second driving end 231 away from the eleventh transmission gear 290, and the tenth transmission gear 270 is located on the side of the second driven end 232 away from the second driving end 231; or, the second driven end 232 is located on the side of the second driving end 231 close to the eleventh transmission gear 290, and the tenth transmission gear 270 is located between the second driven end 232 and the eleventh transmission gear 290 (not shown in the figure).

[0169] In this embodiment, by flexibly setting the relative positions of the tenth transmission gear 270 and the second clutch 230, the flexibility of the clutch mechanism 200 layout can be improved, thereby adapting to different spatial constraints.

[0170] In some embodiments, the first driving end 211 and the first driven end 212 are provided with mutually cooperating splines on their opposite sides, and the second driving end 231 and the second driven end 232 are provided with mutually cooperating splines on their opposite sides.

[0171] In this embodiment, both the driving and driven ends of the first clutch 210 and the second clutch 230 are provided with mating splines on opposite sides. These mating splines provide precise guidance and positioning, ensuring accurate alignment of the driving and driven ends when the first clutch 210 and the second clutch 230 engage. This prevents engagement jerking or power shock caused by misalignment, guaranteeing smooth multi-mode switching. Simultaneously, it ensures efficient torque transmission and strong load-bearing capacity. Furthermore, the spline meshing naturally compensates for axial X-axis and angular deviations, reducing mechanical wear during clutch engagement. The high strength and fatigue resistance of the spline teeth also allow for adaptation to the frequent mode switching scenarios in hybrid systems, extending clutch lifespan, reducing system maintenance costs, and ensuring long-term stability of power transmission.

[0172] In some embodiments, the dual-motor hybrid system includes a differential gear assembly 500, a twelfth transmission gear 900, and a torsional damper 800. The differential gear assembly 500 is connected to the eleventh transmission gear 290, the twelfth transmission gear 900 is fixedly connected to the output end of the second motor 400, and is connected to the tenth transmission gear 270. The torsional damper 800 is disposed between the output end of the engine 100 and the first clutch 210, and is connected to the output end of the engine 100 and the first clutch 210, respectively.

[0173] In this embodiment, the differential gear assembly 500 is connected to the eleventh transmission gear 290 to transmit power from the eleventh transmission gear 290 to the vehicle wheels. The twelfth transmission gear 900 transmits power from the second motor 400 to the tenth transmission gear 270, and transmits power to the differential gear assembly 500 when the second clutch 230 is engaged. The torsional damper 800 absorbs crankshaft torsional vibrations during engine 100 operation, preventing these vibrations from being directly transmitted to the clutch and subsequent transmission structure. This improves ride comfort (NVH performance) and reduces fatigue damage to mechanical components, thereby extending system life.

[0174] In some embodiments, a second transmission gear 610 is provided at the output end of the first motor 300, and a third transmission gear 620 is provided at the end of the first transmission shaft 220 away from the engine 100. The second transmission gear 610 and the third transmission gear 620 are connected in a transmission manner, and the third transmission gear 620 is arranged radially Y on one side of the second transmission gear 610. The first dimension L is the distance between the side of the second transmission gear 610 away from the first motor 300 and the side of the torsional damper 800 away from the engine 100.

[0175] In this embodiment, the second transmission gear 610 and the third transmission gear 620 are used to realize the transmission between the first motor 300 and the clutch mechanism 200, thereby achieving the transmission connection between the first motor 300 and the clutch mechanism 200. By defining the specific starting and ending boundaries of the first dimension L, and considering that the stacking height L1 of the first dimension L and the first motor 300 satisfies: 2≤L / L1≤4.5, the specific axial X-dimensional setting range of the dual-motor hybrid system can be clearly defined, ensuring the accuracy of the axial X-dimensional setting of the dual-motor hybrid system.

[0176] The dual-motor hybrid system of this application embodiment will be specifically described below with reference to specific examples. The first motor 300 has the same performance level, differing only in its parameter selection. Furthermore, the first dimension L is between 150mm and 450mm.

[0177] Table 1

[0178]

[0179] The dual-motor hybrid systems provided in Examples 1 to 9 have a reasonable axial X-dimensional arrangement of the first motor 300 and a reasonable stacking height L1 dimension arrangement, with the ratio between the two ranging from 2 to 4.5. In this case, the efficiency of the first motor 300 meets the requirements, and the matching between the electric drive and the overall vehicle layout also meets the requirements. This dual-motor hybrid system has a small axial X-dimensional dimension, a compact overall structure, and is beneficial for the layout of the electric drive and the overall vehicle. At the same time, it ensures that the first motor 300 has relatively good output power.

[0180] In the dual-motor hybrid system of Example 10, since the stack height of the first motor 300 is relatively small, increasing the diameter of the first motor 300 will increase the radial Y dimension of the dual-motor hybrid system, which will affect the overall vehicle layout. However, due to the small stack height, the motor efficiency may be reduced.

[0181] In the dual-motor hybrid system of Example 11, the axial X-dimensional dimension of the first motor 300 is relatively large compared to the stacked height dimension, resulting in low utilization of the axial X-dimensional dimension, redundancy in the electric drive layout space, and low overall vehicle layout compatibility.

[0182] In the dual-motor hybrid system of Example 12, since the axial X-dimensional dimension of the first motor 300 is relatively small compared to the stack height dimension, the axial X-dimensional dimension allocated to the transmission system is also small, making the electric drive arrangement more difficult.

[0183] As shown in Table 1, when the stack height between the first dimension and the first motor 300 satisfies 2≤L / L1≤4.5, by reasonably selecting the value of the stack height between the first dimension and the first motor 300, it is possible to achieve better motor output efficiency, control the axial X dimension of the dual-motor hybrid system, and make the dual-motor hybrid system have better electric drive and vehicle layout matching.

[0184] This application also provides a vehicle including a dual-motor hybrid system as described in any of the foregoing embodiments.

[0185] It is understood that the vehicle in this application embodiment includes all the technical features and effects of the aforementioned dual-motor hybrid system, which will not be repeated here.

[0186] In this embodiment of the application, the vehicle may be a hybrid electric vehicle.

[0187] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified. "A and / or B" means that it can be A alone, B alone, or both A and B.

[0188] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0189] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0190] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A dual-motor hybrid system, characterized by, include: Engine (100); The clutch mechanism (200) is disposed on one side of the output end of the engine (100) along the axial direction (X) of the engine (100) and is connected to the output end of the engine (100) in a transmission manner. A first motor (300) is disposed on one side of the clutch mechanism (200) along the radial (Y) direction of the engine (100) and is drively connected to the clutch mechanism (200); along the axial (X) direction, the dimensions of the first motor (300) and the dimensions of the clutch mechanism (200) at least partially overlap. The second motor (400) is disposed along the radial direction (Y) on the side of the clutch mechanism (200) away from the first motor (300) and is connected to the clutch mechanism (200) in a transmission manner; along the axial direction (X), the size of the second motor (400) is at least partially overlapping with the size of the clutch mechanism (200).

2. The dual-motor hybrid system of claim 1, wherein, The clutch mechanism (200) includes: The first clutch (210) is connected to the output end of the engine (100); A first drive shaft (220) is connected to the side of the first clutch (210) away from the engine (100), and the first drive shaft (220) is connected to the first motor (300) in a drive connection. The second clutch (230) is disposed on the side of the first clutch (210) away from the engine (100) along the axial direction (X) and is connected to the first drive shaft (220); The first transmission gear (240) is connected to the second clutch (230) and the second motor (400) respectively.

3. The dual-motor hybrid system according to claim 2, characterized in that, The first clutch (210) includes a first driving end (211) and a first driven end (212) disposed opposite to each other along the axial direction (X). The first driving end (211) is connected to the output end of the engine (100), and the first driven end (212) is connected to the first drive shaft (220). The second clutch (230) includes a second driving end (231) and a second driven end (232) disposed opposite to each other along the axial direction (X). The second driving end (231) is connected to the first transmission shaft (220), the first transmission shaft (220) is movably inserted into the second driven end (232), and the second driven end (232) is connected to the first transmission gear (240) in a transmission connection. The first drive shaft (220) is movably inserted inside the first drive gear (240), and the first drive gear (240) can rotate around the first drive shaft (220).

4. The dual-motor hybrid system according to claim 3, characterized in that, The first transmission gear (240) is disposed between the first clutch (210) and the second clutch (230), and the second driven end (232) is disposed on the side of the second driving end (231) near the first driven end (212); or, The first transmission gear (240) is located on the side of the second clutch (230) away from the first clutch (210), and the second driven end (232) is located on the side of the second driving end (231) away from the first driven end (212).

5. The dual-motor hybrid system of claim 3, wherein, The first active end (211) and the first driven end (212) are provided with mutually cooperating splines on their opposite sides, and the second active end (231) and the second driven end (232) are provided with mutually cooperating splines on their opposite sides.

6. The dual-motor hybrid system of claim 2, wherein, The dual-motor hybrid system also includes: Differential gear assembly (500); The first transmission structure (600) is connected to the first motor (300) and the first transmission shaft (220) respectively; The second transmission structure (700) is connected to the first transmission gear (240), the output end of the second motor (400), and the differential gear assembly (500) respectively. A torsional damper (800) is disposed between the output end of the engine (100) and the first clutch (210), and is connected to the output end of the engine (100) and the first clutch (210) respectively.

7. The dual-motor hybrid system of claim 6, wherein, The first transmission structure (600) includes: The second transmission gear (610) is connected to the output end of the first motor (300); The third transmission gear (620) is connected to the end of the first transmission shaft (220) away from the first clutch (210). The second transmission gear (610) is connected to the third transmission gear (620) in a transmission manner, and the third transmission gear (620) is arranged on one side of the second transmission gear (610) along the radial direction (Y).

8. The dual-motor hybrid system of claim 6, wherein, The second transmission structure (700) includes: The fourth transmission gear (710) is connected to the output end of the second motor (400); The first intermediate shaft assembly (720) includes a fifth transmission gear (721), a second transmission shaft (722), and a sixth transmission gear (723). The fifth transmission gear (721) is connected to the first transmission gear (240) and the fourth transmission gear (710) respectively. The second transmission shaft (722) is connected to the fifth transmission gear (721) and the sixth transmission gear (723) respectively. The sixth transmission gear (723) is connected to the differential gear assembly (500). Along the axial direction (X), the sixth transmission gear (723) is located on the side of the fifth transmission gear (721) near the engine (100).

9. The dual-motor hybrid system according to claim 8, characterized in that, The second transmission structure (700) further includes a second intermediate shaft assembly (730), which includes a seventh transmission gear (731), a third transmission shaft (732), and an eighth transmission gear (733). The seventh transmission gear (731) is connected to the fourth transmission gear (710), the third transmission shaft (732) is connected to the seventh transmission gear (731) and the eighth transmission gear (733) respectively, and the eighth transmission gear (733) is connected to the differential gear assembly (500). Along the axial direction (X), the seventh transmission gear (731) is located on the side of the eighth transmission gear (733) near the engine (100).

10. The dual-motor hybrid system of claim 6, wherein, Along the radial (Y) direction, the axial (X) boundary of the orthographic projection of the second motor (400), the clutch mechanism (200), the differential gear assembly (500), the second transmission structure (700), and the torsional damper (800) is located within the axial (X) boundary of the orthographic projection of the first motor (300) combined with the first transmission structure (600).

11. A dual-motor hybrid system, characterized by, include: Engine (100); The clutch mechanism (200) is disposed on one side of the output end of the engine (100) along the axial direction (X) of the engine (100) and is connected to the output end of the engine (100) in a transmission manner. A first motor (300) is disposed on one side of the clutch mechanism (200) along the radial (Y) direction of the engine (100) and is connected to the clutch mechanism (200) in a transmission manner; Along the axial direction (X), the side of the transmission connection between the first motor (300) and the clutch mechanism (200) away from the engine (100) and the mating surface between the engine (100) and the clutch mechanism (200) has a first dimension L, and the first motor (300) has a stack height L1, satisfying: 2≤L / L1≤4.

5.

12. The dual-motor hybrid system of claim 11, wherein, The clutch mechanism (200) is located within the axial (X) boundary of the orthogonal projection of the radial (Y) direction of the first motor (300) along the axial (X) boundary of the orthogonal projection of the radial (Y) direction.

13. The dual-motor hybrid system of claim 12, wherein, The first dimension L satisfies: 150mm≤L≤450mm.

14. The dual-motor hybrid system according to claim 12, characterized in that, The dual-motor hybrid system further includes a second motor (400), which is arranged radially (Y) on the side of the clutch mechanism (200) away from the first motor (300) and is connected to the clutch mechanism (200) in a transmission manner; The axial (X) boundary of the orthographic projection of the second motor (400) along the radial (Y) direction is located within the axial (X) boundary of the orthographic projection of the first motor (300) along the radial (Y) direction.

15. The dual-motor hybrid system of claim 14, wherein, The clutch mechanism (200) includes: The first clutch (210) is connected to the output end of the engine (100); A first drive shaft (220) is connected to the side of the first clutch (210) away from the engine (100), and the first drive shaft (220) is connected to the first motor (300) in a drive connection. The second clutch (230) is disposed on the side of the first clutch (210) away from the engine (100) along the axial direction (X) and is connected to the first drive shaft (220); The first transmission gear (240) is connected to the second clutch (230) and the second motor (400) respectively.

16. The dual-motor hybrid system according to claim 15, characterized in that, The first clutch (210) includes a first driving end (211) and a first driven end (212) disposed opposite to each other along the axial direction (X). The first driving end (211) is connected to the output end of the engine (100), and the first driven end (212) is connected to the first drive shaft (220). The second clutch (230) includes a second driving end (231) and a second driven end (232) disposed opposite to each other along the axial direction (X). The second driving end (231) is connected to the first transmission shaft (220), the first transmission shaft (220) is movably inserted into the second driven end (232), and the second driven end (232) is connected to the first transmission gear (240) in a transmission connection. The first drive shaft (220) is movably inserted inside the first drive gear (240), and the first drive gear (240) can rotate around the first drive shaft (220).

17. The dual-motor hybrid system according to claim 16, characterized in that, The first transmission gear (240) is disposed between the first clutch (210) and the second clutch (230), and the second driven end (232) is disposed on the side of the second driving end (231) near the first driven end (212); or, The first transmission gear (240) is located on the side of the second clutch (230) away from the first clutch (210), and the second driven end (232) is located on the side of the second driving end (231) away from the first driven end (212).

18. The dual-motor hybrid system of claim 14, wherein, The clutch mechanism (200) includes: A first clutch (210) is connected to the output end of the engine (100); along the radial direction (Y), the first clutch (210) is disposed adjacent to the first motor (300); A first drive shaft (220) is connected to the side of the first clutch (210) away from the engine (100), and the first drive shaft (220) is connected to the first motor (300) in a drive connection. The second clutch (230) is located on the side of the first clutch (210) away from the first motor (300) along the radial (Y) direction, and is connected to the first drive shaft (220) and the second motor (400) respectively.

19. The dual-motor hybrid system of claim 18, wherein, The clutch mechanism (200) includes: The ninth transmission gear (260) is arranged adjacent to the first clutch (210) along the axial direction (X), and the ninth transmission gear (260) is fixedly connected to the first transmission shaft (220); The tenth transmission gear (270) is disposed on one side of the ninth transmission gear (260) along the radial direction (Y) and is fixedly connected to the ninth transmission gear (260) in a transmission manner; The fourth drive shaft (280) is movably inserted into the tenth drive gear (270), and the tenth drive gear (270) can rotate around the fourth drive shaft (280); the second clutch (230) is fixedly connected to the fourth drive shaft (280) and is connected to the tenth drive gear (270) in a transmission connection. The eleventh transmission gear (290) is fixedly connected to the fourth transmission shaft (280).

20. The dual-motor hybrid system according to claim 19, characterized in that, The first clutch (210) includes a first driving end (211) and a first driven end (212) disposed opposite to each other along the axial direction (X). The first driving end (211) is connected to the output end of the engine (100), and the first driven end (212) is connected to the first drive shaft (220). The second clutch (230) includes a second driving end (231) and a second driven end (232) arranged opposite to each other along the axial direction (X). The second driving end (231) is fixedly connected to the fourth transmission shaft (280). The fourth transmission shaft (280) is movably inserted into the second driven end (232). The second driven end (232) is connected to the tenth transmission gear (270) in a transmission connection.

21. The dual-motor hybrid system of claim 20, wherein, The second driven end (232) is located on the side of the second driving end (231) away from the eleventh transmission gear (290), and the tenth transmission gear (270) is located on the side of the second driven end (232) away from the second driving end (231); or, The second driven end (232) is disposed on the side of the second driving end (231) near the eleventh transmission gear (290), and the tenth transmission gear (270) is disposed between the second driven end (232) and the eleventh transmission gear (290).

22. The dual-motor hybrid system of claim 16 or 17 or 20 or 21, wherein, The first active end (211) and the first driven end (212) are provided with mutually cooperating splines on their opposite sides, and the second active end (231) and the second driven end (232) are provided with mutually cooperating splines on their opposite sides.

23. The dual-motor hybrid system of claim 19, wherein, The dual-motor hybrid system includes: The differential gear assembly (500) is connected to the eleventh transmission gear (290) in a transmission connection; The twelfth transmission gear (900) is fixedly connected to the output end of the second motor (400) and is also connected to the tenth transmission gear (270) in a transmission connection. A torsional damper (800) is disposed between the output end of the engine (100) and the first clutch (210), and is connected to the output end of the engine (100) and the first clutch (210) respectively.

24. The dual-motor hybrid system of claim 23, wherein, The output end of the first motor (300) is provided with a second transmission gear (610), and the end of the first transmission shaft (220) away from the engine (100) is provided with a third transmission gear (620). The second transmission gear (610) is connected to the third transmission gear (620) in a transmission manner, and the third transmission gear (620) is arranged on one side of the second transmission gear (610) along the radial direction (Y). Wherein, the first dimension L is: the distance between the side of the second transmission gear (610) away from the first motor (300) and the side of the torsional damper (800) away from the engine (100).

25. A vehicle characterized by Includes the dual-motor hybrid system as described in any one of claims 1 to 24.

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