Hybrid system

Abstract

The application provides a hybrid power system, which comprises a double-rotor motor (100), the double-rotor motor (100) comprising a first motor unit (1) and a second motor unit (2), the first motor unit (1) comprising a first stator (11) and an inner rotor (12), the inner rotor (12) being arranged at the radially inner side of the first stator (11), the second motor unit (2) being arranged at the radially outer side of the first motor unit (1), the second motor unit (2) comprising a second stator (21) and an outer rotor (22), the outer rotor (22) being arranged at the radially outer side of the second stator (21); an internal combustion engine (200), the output end of the internal combustion engine (200) being connected to the outer rotor (22), the second motor unit (2) mainly serving as a generator; and a differential (400), the inner rotor (12) being connected to the differential (400), the first motor unit (1) mainly serving as an electric motor to output power.

Description

Technical Field

[0001] This application belongs to the field of hybrid vehicle technology, and particularly relates to a hybrid power system. Background Technology

[0002] CN114761265A proposes a drive unit and drive assembly, in which a second electric rotating machine located on the radially outer side serves as a drive motor. Considering the overall structure of the drive unit, it also includes a multi-stage reduction mechanism, and the operating speed of the second electric rotating machine will be very high. Utility Model Content

[0003] This application aims to propose a hybrid power system with a more rational layout.

[0004] An embodiment of this application proposes a hybrid power system, comprising:

[0005] A dual-rotor motor, comprising a first motor unit and a second motor unit, wherein the first motor unit comprises a first stator and an inner rotor, the inner rotor being disposed radially inside the first stator, and the second motor unit being disposed radially outside the first motor unit, wherein the second motor unit comprises a second stator and an outer rotor, the outer rotor being disposed radially outside the second stator;

[0006] An internal combustion engine, the output of which is connected to the outer rotor, and the second motor unit primarily functions as a generator; and

[0007] The differential, the inner rotor is connected to the differential, and the first motor unit mainly outputs power as an electric motor.

[0008] In at least one possible implementation, the hybrid power system further includes:

[0009] A first shaft is connected to the inner rotor and is located radially inside the inner rotor. The first shaft is a hollow shaft.

[0010] A second shaft is disposed radially inside the first shaft, and the first and second shafts are coaxially arranged; and

[0011] An outer rotor bracket is provided, wherein the outer rotor is connected to the second shaft via the outer rotor bracket, and the first shaft is respectively fitted with a first shaft first support bearing and a first shaft second support bearing at both axial ends.

[0012] In at least one possible implementation, the first support bearing of the first shaft is mounted between the radially outer side of the first shaft and the bearing seat disposed on the outer rotor support;

[0013] The first shaft and the second support bearing are disposed between the first shaft and the housing of the hybrid power system.

[0014] In at least one possible implementation, the outer rotor support includes an outer peripheral portion extending axially and circumferentially along the dual rotor motor and an inner peripheral portion extending radially and circumferentially along the dual rotor motor, the inner peripheral portion being connected to the radially inner side of the outer peripheral portion, the outer rotor being connected to the radially inner side of the outer rotor support, and the inner peripheral portion of the outer rotor support being connected to the axial side of the second shaft away from the internal combustion engine.

[0015] In at least one possible implementation, the stator yoke of the first stator and the stator yoke of the second stator share a single stator core;

[0016] The first stator and the second stator have the same axial length and are located at the same position in the axial direction of the hybrid power system. When viewed radially along the dual-rotor motor, the second stator completely obscures the first stator, or the first stator and the second stator have different axial lengths.

[0017] In at least one possible implementation, the hybrid power system further includes an internal combustion engine output transmission stage, through which the output of the internal combustion engine is connected to the second shaft.

[0018] In at least one possible implementation, the internal combustion engine output transmission stage is an internal meshing transmission structure or an external meshing transmission structure.

[0019] In at least one possible implementation, the hybrid power system further includes a clutch disposed between the first shaft and the second shaft, capable of controlling the first shaft and the second shaft to be torsionally connected or disconnected.

[0020] In at least one possible implementation, the hybrid power system further includes:

[0021] An intermediate shaft, which is arranged parallel to the first shaft;

[0022] A motor output transmission stage is provided, and the first shaft is connected to the intermediate shaft through the motor output transmission stage.

[0023] An intermediate shaft output drive stage, the intermediate shaft being connected to the differential via the intermediate shaft output drive stage; and

[0024] An internal combustion engine output transmission stage is provided, and the output end of the internal combustion engine is connected to the second shaft through the internal combustion engine output transmission stage.

[0025] In at least one possible implementation, the clutch is located axially between the electric motor output drive stage and the internal combustion engine output drive stage of the hybrid power system.

[0026] By adopting the above technical solution, and by connecting the second motor unit located on the radially outer side to the output end of the internal combustion engine, the second motor unit can be mainly used as a generator, which can reduce the speed of the second motor unit and thus increase its stability. Attached Figure Description

[0027] Figure 1 A schematic diagram of the hybrid power system according to a first embodiment of this application is shown.

[0028] Figure 2 A schematic diagram of the hybrid power system according to a second embodiment of this application is shown.

[0029] Figure 3 A schematic diagram of the structure of a hybrid power system according to a third embodiment of this application is shown.

[0030] Figure 4 A schematic diagram of the hybrid power system according to the fourth embodiment of this application is shown.

[0031] Figure 5 A schematic diagram of the structure of a hybrid power system according to the fifth embodiment of this application is shown.

[0032] Explanation of reference numerals in the attached figures

[0033] 100 dual rotor motor, 200 internal combustion engine, 300 damper

[0034] 400 differential, 401 half shaft

[0035] 1. First motor unit 11. First stator 12. Inner rotor

[0036] 2. Second motor unit 21. Second stator 22. Outer rotor 23. Outer rotor support

[0037] 3 First Shaft 31 First Shaft First Support Bearing 32 First Shaft Second Support Bearing

[0038] 4 Second Shaft 41 Second Shaft Support Bearing

[0039] 5 intermediate shafts

[0040] 6 Motor output drive stage 61 Motor output drive stage first gear 62 Motor output drive stage

[0041] Second gear

[0042] 7. Intermediate shaft output transmission stage; 71. Intermediate shaft output transmission stage first gear; 72. Intermediate shaft output.

[0043] Second gear of transmission stage

[0044] 8. Internal combustion engine output transmission stage; 81. Internal combustion engine output transmission stage first gear; 82. Internal combustion engine output...

[0045] The second gear of the transmission stage, ring gear 83

[0046] 9 clutches

[0047] Axial axis Detailed Implementation

[0048] To more clearly illustrate the above-mentioned objectives, features, and advantages of this application, specific embodiments of this application are described in detail in conjunction with the accompanying drawings in this section. Besides the embodiments described in this section, this application can also be implemented in other different ways. Those skilled in the art can make corresponding improvements, modifications, and substitutions without departing from the spirit of this application; therefore, this application is not limited to the specific embodiments disclosed in this section. The scope of protection of this application should be determined by the claims.

[0049] (First Implementation)

[0050] like Figure 1 As shown, a first embodiment of this application proposes a hybrid vehicle including a hybrid power system for driving the wheels or recovering power from the wheels. The hybrid vehicle may be a range-extended electric vehicle (REEV).

[0051] The hybrid power system includes a dual rotor motor 100, an internal combustion engine 200, a first shaft 3, a second shaft 4, an intermediate shaft 5, a motor output transmission stage 6, an intermediate shaft output transmission stage 7, a damper 300, and a differential 400.

[0052] The dual-rotor motor 100 includes a first motor unit 1 and a second motor unit 2. The second motor unit 2 can be disposed radially outside the first motor unit 1, and the first motor unit 1 and the second motor unit 2 are coaxially arranged. The first motor unit 1 includes a first stator 11 and an inner rotor 12, which can be disposed radially inside the first stator 11. The second motor unit 2 includes a second stator 21 and an outer rotor 22, which can be disposed radially outside the second stator 21, and the second stator 21 can be disposed radially outside the first stator 11. The inner rotor 12 and the outer rotor 22 are coaxially arranged.

[0053] The stator yoke of the first stator 11 and the stator yoke of the second stator 21 can share a stator core, that is, the stator yoke of the first stator 11 and the stator yoke of the second stator 21 can be integrated, which helps to improve the power density of the dual rotor motor 100 and make the hybrid power system more compact.

[0054] The first stator 11 and the second stator 21 can have the same axial length and be located at the same position in the axial direction A of the hybrid power system. When viewed radially along the hybrid power system, the second stator 21 can completely obscure the first stator 11, which helps to make the dual-rotor motor 100 compact in the axial direction A and occupy less space.

[0055] In another alternative, the axial lengths of the first stator 11 and the second stator 21 may be different.

[0056] The inner rotor 12 can be connected to the first shaft 3, which can be located radially inside the inner rotor 12. The first shaft 3 can be a hollow shaft, and the second shaft 4 can be located radially inside the first shaft 3. The first shaft 3 and the second shaft 4 can be coaxially arranged.

[0057] The outer rotor 22 can be connected to the second shaft 4 via the outer rotor bracket 23, allowing the outer rotor 22 and the second shaft 4 to rotate synchronously. The outer rotor bracket 23 may include an outer peripheral portion extending axially and circumferentially along the dual rotor motor 100 and an inner peripheral portion extending radially and circumferentially along the dual rotor motor 100. The inner peripheral portion may be connected to the radially inner side of the outer peripheral portion, and the inner peripheral portion of the outer rotor bracket 23 may be located on one axial side away from the second shaft 4 of the internal combustion engine 200. Figure 1 The left side of the outer rotor 22 is connected to the second shaft 4. The outer rotor 22 can be connected to the radially inner side of the outer periphery of the outer rotor support 23.

[0058] The first shaft 3 is fitted with a first shaft first support bearing 31. A bearing seat can be provided on the inner circumference of the outer rotor bracket 23, and the first shaft first support bearing 31 can be installed in this bearing seat. That is, the first shaft first support bearing 31 can be installed between the radially outer side of the first shaft 3 and the bearing seat provided on the outer rotor bracket 23. The first shaft 3 is also fitted with a first shaft second support bearing 32. The first shaft first support bearing 31 and the first shaft second support bearing 32 are respectively disposed at both axial ends of the first shaft 3. For example, the first shaft first support bearing 31 can be disposed on one axial side of the first shaft 3. Figure 1 (on the left side), the first shaft second support bearing 32 can be set on the other side of the axial direction of the first shaft 3 (in the left side). Figure 1 (Right side of the image). The first shaft second support bearing 32 can be disposed between the first shaft 3 and the housing of the hybrid power system. Second shaft support bearings 41 can be disposed at both axial ends of the second shaft 4. The second shaft support bearings 41 can be disposed between the second shaft 4 and the housing of the hybrid power system.

[0059] The output of the internal combustion engine 200 can be connected to the second shaft 4, thereby transmitting the power of the internal combustion engine 200 to the outer rotor 22 and driving the outer rotor 22 to rotate. The second motor unit 2 can primarily function as a generator. Optionally, the output of the internal combustion engine 200 can be connected to the second shaft 4 via a damper 300. It is understood that the second motor unit 2 can also be used to start the internal combustion engine 200.

[0060] The inner rotor 12 of the first motor unit 1 can be connected to the differential 400. The first motor unit 1 can mainly function as an electric motor to output power to the differential 400 to drive the vehicle. Of course, the first motor unit 1 can also function as a generator to recover power from the wheels.

[0061] The second motor unit 2, located radially outward, can operate as a generator at a relatively low speed, for example, less than or equal to 7000 revolutions per minute (rpm), which improves its robustness. The first motor unit 1, located radially inward of the second motor unit 2, is smaller in size and can operate at a relatively higher speed, thus improving power density. It is understood that the inner rotor 12 of the first motor unit 1 is smaller and lighter than the outer rotor 22 of the second motor unit 2, therefore its stability is less affected by factors such as vibration during high-speed rotation.

[0062] The intermediate shaft 5 is set parallel to the first shaft 3, and the intermediate shaft 5 is set parallel to the second shaft 4.

[0063] The motor output transmission stage 6 can be positioned between the intermediate shaft 5 and the first shaft 3, with the first shaft 3 connected to the intermediate shaft 5 via the motor output transmission stage 6. The motor output transmission stage 6 can be a gear pair, comprising a first gear 61 and a second gear 62. The first gear 61 can be connected to the first shaft 3, and the second gear 62 can be connected to the intermediate shaft 5. The first gear 61 and the second gear 62 mesh, thereby transmitting power from the first shaft 3 to the intermediate shaft 5 via the motor output transmission stage 6.

[0064] An intermediate shaft output transmission stage 7 can be disposed between the intermediate shaft 5 and the differential 400. The intermediate shaft 5 is connected to the differential 400 through the intermediate shaft output transmission stage 7, thereby transmitting power from the intermediate shaft 5 to the differential 400. The intermediate shaft 5 and the half-shaft 401 of the differential 400 are parallel. The intermediate shaft output transmission stage 7 can be a gear pair, including a first gear 71 and a second gear 72. The first gear 71 can be connected to the intermediate shaft 5, and the second gear 72 can be connected to the differential 400, for example, by anti-torsional connection to the housing of the differential 400. The first gear 71 and the second gear 72 mesh, thereby transmitting the rotation and torque of the intermediate shaft 5 to the differential 400 through the intermediate shaft output transmission stage 7.

[0065] In the hybrid power system of this application, the internal combustion engine 200 can drive the second motor unit 2 to generate electricity, and the first motor unit 1 can transmit power to the differential 400 through the motor output transmission stage 6 and the intermediate shaft output transmission stage 7, thereby driving the wheels. The hybrid power system used in range-extended electric vehicles (REEVs) does not require a clutch, thus resulting in lower cost, lighter weight, no power loss caused by clutch drag, higher electric drive performance and efficiency, and a simpler control system.

[0066] (Second Implementation)

[0067] like Figure 2 As shown, a second embodiment of this application proposes a hybrid vehicle that includes a hybrid power system for driving the wheels or recovering power from the wheels. The hybrid vehicle may be a range-extended electric vehicle (REEV).

[0068] The hybrid power system includes a dual rotor motor 100, an internal combustion engine 200, a first shaft 3, a second shaft 4, an intermediate shaft 5, a motor output transmission stage 6, an intermediate shaft output transmission stage 7, an internal combustion engine output transmission stage 8, a damper 300, and a differential 400.

[0069] The hybrid power system of the second embodiment of this application has most of the same structure as the hybrid power system of the first embodiment. The same reference numerals are used for the same or similar components in both embodiments, and specific structures will not be described again. The main difference between the hybrid power system of the second embodiment and the hybrid power system of the first embodiment is that the hybrid power system of the second embodiment includes an internal combustion engine output transmission stage 8.

[0070] The output end of the internal combustion engine 200 can be connected to the second shaft 4 via the internal combustion engine output transmission stage 8. Optionally, the output end of the internal combustion engine 200 can be connected to the internal combustion engine output transmission stage 8 via a damper 300. The internal combustion engine output transmission stage 8 can be an internal meshing transmission structure, which may include a first gear 81 and a gear ring 83. The internal meshing transmission structure occupies less space, which is beneficial for the miniaturization of the hybrid power system. The first gear 81 of the internal combustion engine output transmission stage can be connected to the second shaft 4, and the gear ring 83 can be connected to the output end of the internal combustion engine 200 via the damper 300. The first gear 81 and the gear ring 83 mesh. The axial ends of the second shaft 4 can both be provided with second shaft support bearings 41, and the two second shaft support bearings 41 can both be provided on one axial side of the first gear 81 of the internal combustion engine output transmission stage. Figure 2 (Left side of the middle).

[0071] (Third Implementation)

[0072] like Figure 3 As shown, a third embodiment of this application proposes a hybrid vehicle that includes a hybrid power system for driving the wheels or recovering power from the wheels. The hybrid vehicle may be a plug-in hybrid electric vehicle (i.e., a PHEV).

[0073] The hybrid power system includes a dual rotor motor 100, an internal combustion engine 200, a first shaft 3, a second shaft 4, an intermediate shaft 5, a motor output transmission stage 6, an intermediate shaft output transmission stage 7, an internal combustion engine output transmission stage 8, a clutch 9, a damper 300, and a differential 400.

[0074] The hybrid power system of the third embodiment of this application has most of the same structure as the hybrid power system of the second embodiment. The same reference numerals are used for the same or similar components in both embodiments, and specific structures will not be described again. The main difference between the hybrid power system of the third embodiment and the hybrid power system of the second embodiment is that the hybrid power system of the third embodiment includes a clutch 9.

[0075] The clutch 9 controls the torsionally connecting or disconnecting of the first gear 81 and the first shaft 3 in the output transmission stage of the internal combustion engine. A portion of the clutch 9 can be connected to the first shaft 3, and another portion can be connected to the second shaft 4. Accordingly, the torque transmission path between the inner rotor 12 of the first motor unit 1 and the outer rotor 22 of the second motor unit 2 can be formed or disconnected by means of the clutch 9.

[0076] When clutch 9 is engaged, power transmission is possible between the first shaft 3 and the second shaft 4, allowing the output end of the internal combustion engine 200 to output power and torque to the first shaft 3. When clutch 9 is disengaged, power transmission between the first shaft 3 and the second shaft 4 is disconnected, and the output end of the internal combustion engine 200 can only output power and torque to the second shaft 4.

[0077] In the hybrid power system, along axis A, clutch 9 can be located between the electric motor output drive stage 6 and the internal combustion engine output drive stage 8. This facilitates the arrangement of bearings associated with the dual-rotor motor 100, particularly the bearings supporting the first shaft 3, thereby optimizing the bearing arrangement to ensure stable and robust support for the first shaft 3.

[0078] It is understood that in the third embodiment, the internal combustion engine 200 can drive the second motor unit 2 to generate electricity, that is, the second motor unit 2 operates as a generator. The internal combustion engine 200 can also output power to the differential 400 when the clutch 9 is engaged, driving the vehicle. Similarly, the second motor unit 2 can also output power to the differential 400 when the clutch 9 is engaged, driving the vehicle; in this case, the second motor unit 2 operates as an electric motor.

[0079] In this embodiment, on the axial direction A, the second shaft support bearing 41 on the other side of the second shaft 4 can be located between the clutch 9 and the internal combustion engine output transmission stage 8.

[0080] (Fourth Implementation)

[0081] like Figure 4 As shown, the fourth embodiment of this application proposes a hybrid vehicle that includes a hybrid power system for driving the wheels or recovering power from the wheels. The hybrid vehicle may be a range-extended electric vehicle (REEV).

[0082] The hybrid power system includes a dual rotor motor 100, an internal combustion engine 200, a first shaft 3, a second shaft 4, an intermediate shaft 5, a motor output transmission stage 6, an intermediate shaft output transmission stage 7, an internal combustion engine output transmission stage 8, a damper 300, and a differential 400.

[0083] The hybrid power system of the fourth embodiment of this application has most of the same structure as the hybrid power system of the second embodiment. The same reference numerals are used for the same or similar components in both embodiments, and specific structures will not be described again. The main difference between the hybrid power system of the fourth embodiment and the hybrid power system of the second embodiment includes the structure of the internal combustion engine output transmission stage 8.

[0084] The internal combustion engine output transmission stage 8 can be an external meshing transmission structure. The internal combustion engine output transmission stage 8 may include a first gear 81 and a second gear 82. The first gear 81 can be connected to the second shaft 4, and the second gear 82 can be connected to the output end of the internal combustion engine 200 via a damper 300. The first gear 81 and the second gear 82 mesh. Second shaft support bearings 41 can be provided at both axial ends of the second shaft 4, with one of the second shaft support bearings 41 located on the opposite axial side of the first gear 81. Figure 4 (The right side of the middle).

[0085] (Fifth Implementation)

[0086] like Figure 5 As shown, the fifth embodiment of this application proposes a hybrid vehicle, which includes a hybrid power system for driving the wheels or recovering power from the wheels. The hybrid vehicle may be a plug-in hybrid electric vehicle (i.e., a PHEV).

[0087] The hybrid power system includes a dual rotor motor 100, an internal combustion engine 200, a first shaft 3, a second shaft 4, an intermediate shaft 5, a motor output transmission stage 6, an intermediate shaft output transmission stage 7, an internal combustion engine output transmission stage 8, a clutch 9, a damper 300, and a differential 400.

[0088] The hybrid power system of the fifth embodiment of this application has most of the same structure as the hybrid power system of the fourth embodiment. The same reference numerals are used for the same or similar components in both embodiments, and specific structural details will not be repeated. The main difference between the hybrid power system of the fifth embodiment and the hybrid power system of the fourth embodiment is that the hybrid power system of the fifth embodiment includes a clutch 9.

[0089] The clutch 9 controls the torsionally connecting or disconnecting of the first gear 81 and the first shaft 3 in the output transmission stage of the internal combustion engine. A portion of the clutch 9 can be connected to the first shaft 3, and another portion can be connected to the second shaft 4. Accordingly, the torque transmission path between the inner rotor 12 of the first motor unit 1 and the outer rotor 22 of the second motor unit 2 can be formed or disconnected by means of the clutch 9.

[0090] When clutch 9 is engaged, power transmission is possible between the first shaft 3 and the second shaft 4, allowing the output end of the internal combustion engine 200 to output power and torque to the first shaft 3. When clutch 9 is disengaged, power transmission between the first shaft 3 and the second shaft 4 is disconnected, and the output end of the internal combustion engine 200 can only output power and torque to the second shaft 4.

[0091] In the hybrid power system, along axis A, clutch 9 can be located between the electric motor output drive stage 6 and the internal combustion engine output drive stage 8. This facilitates the arrangement of bearings associated with the dual-rotor motor 100, particularly the bearings supporting the first shaft 3, thereby optimizing the bearing arrangement to ensure stable and robust support for the first shaft 3.

[0092] It should be understood that at least some aspects or features of the above-described implementation methods, embodiments, or examples can be appropriately combined.

[0093] It is understood that, in this application, when the number of parts or components is not specifically limited, the number can be one or more, where multiple refers to two or more. For cases where the number of parts or components shown in the drawings and / or described in the specification is, for example, two, three, four, etc., this specific number is generally exemplary and not restrictive, and can be understood as multiple, i.e., two or more; however, this does not mean that this application excludes the case of one.

[0094] In this application, unless otherwise expressly stated or limited, terms such as "installation," "assembly," "connection," "linking," "joining," "linking," "abutment," "communication," "connection," "conduction," "fixing," and "fastening" should be interpreted broadly, for example, they can be direct or indirect. For instance, regarding connection, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be the internal communication of two components or the interaction between two components, unless otherwise expressly stated or limited. For instance, regarding communication / conduction, it can be direct communication / conduction or indirect communication / conduction through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0095] In this application, unless otherwise expressly stated or limited, a component being disposed / installed / located / enclosed / placed within, inside, or incorporated in another component can be either of the following two situations: a portion or a majority of the one component is located within the other component; or the one component is completely enclosed within the other component.

[0096] Although the present application has been described in detail using the above embodiments, it will be apparent to those skilled in the art that the present application is not limited to the embodiments described herein. The present application can be modified and implemented as alternative embodiments without departing from the spirit and scope of the present application as defined by the claims. Therefore, the description in this specification is for illustrative purposes only and does not have any limiting meaning for the present application.

Claims

1. A hybrid power system, characterized in that, include: A dual-rotor motor, comprising a first motor unit and a second motor unit, wherein the first motor unit comprises a first stator and an inner rotor, the inner rotor being disposed radially inside the first stator, and the second motor unit being disposed radially outside the first motor unit, wherein the second motor unit comprises a second stator and an outer rotor, the outer rotor being disposed radially outside the second stator; An internal combustion engine, the output of which is connected to the outer rotor, and the second motor unit primarily functions as a generator; and The differential, the inner rotor is connected to the differential, and the first motor unit mainly outputs power as an electric motor.

2. The hybrid power system according to claim 1, characterized in that, The hybrid power system also includes: A first shaft is connected to the inner rotor and is located radially inside the inner rotor. The first shaft is a hollow shaft. A second shaft is disposed radially inside the first shaft, and the first and second shafts are coaxially arranged; and An outer rotor bracket is provided, wherein the outer rotor is connected to the second shaft via the outer rotor bracket, and the first shaft is respectively fitted with a first shaft first support bearing and a first shaft second support bearing at both axial ends.

3. The hybrid power system according to claim 2, characterized in that, The first support bearing of the first shaft is installed between the radial outer side of the first shaft and the bearing seat provided on the outer rotor bracket; The first shaft and the second support bearing are disposed between the first shaft and the housing of the hybrid power system.

4. The hybrid power system according to claim 2, characterized in that, The outer rotor support includes an outer peripheral portion extending axially and circumferentially along the dual rotor motor and an inner peripheral portion extending radially and circumferentially along the dual rotor motor. The inner peripheral portion is connected to the radially inner side of the outer peripheral portion. The outer rotor is connected to the radially inner side of the outer peripheral portion of the outer rotor support. The inner peripheral portion of the outer rotor support is connected to the axial side of the second shaft away from the internal combustion engine.

5. The hybrid power system according to claim 1, characterized in that, The stator yoke of the first stator and the stator yoke of the second stator share a common stator core; The first stator and the second stator have the same axial length and are located at the same position in the axial direction of the hybrid power system. When viewed radially along the dual-rotor motor, the second stator completely obscures the first stator, or the first stator and the second stator have different axial lengths.

6. The hybrid power system according to claim 2, characterized in that, The hybrid power system also includes an internal combustion engine output transmission stage, through which the output end of the internal combustion engine is connected to the second shaft.

7. The hybrid power system according to claim 6, characterized in that, The output transmission stage of the internal combustion engine is either an internal meshing transmission structure or an external meshing transmission structure.

8. The hybrid power system according to claim 2, characterized in that, The hybrid power system also includes a clutch disposed between the first shaft and the second shaft, which can control the first shaft and the second shaft to be connected or disconnected against torsion.

9. The hybrid power system according to claim 8, characterized in that, The hybrid power system also includes: An intermediate shaft, which is arranged parallel to the first shaft; A motor output transmission stage is provided, and the first shaft is connected to the intermediate shaft through the motor output transmission stage. An intermediate shaft output drive stage, the intermediate shaft being connected to the differential via the intermediate shaft output drive stage; and An internal combustion engine output transmission stage is provided, and the output end of the internal combustion engine is connected to the second shaft through the internal combustion engine output transmission stage.

10. The hybrid power system according to claim 9, characterized in that, In the axial direction of the hybrid power system, the clutch is located between the electric motor output drive stage and the internal combustion engine output drive stage.

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