Drive system with a conjugate stator motor

Abstract

The application provides a driving system with a conjugate stator motor, which comprises a conjugate stator motor, an engine, a gear transmission mechanism and a differential; the gear transmission mechanism comprises first, second and third shafts which are parallel to each other, the first shaft is coaxially arranged in the second shaft, the first shaft is provided with a first gear which can be switched between torsionally connecting with the first shaft and relatively rotating, the second shaft is torsionally provided with a second gear, the third shaft is torsionally provided with a third gear and a fourth gear, the first gear is engaged with the fourth gear, the second gear is engaged with the third gear, and the fourth gear is engaged with an input gear of the differential; the engine is torsionally connected with the first shaft, and the power of the engine can be transmitted to the differential via the first shaft, the first gear and the fourth gear; the inner rotor of the inner motor is torsionally connected with the second shaft, and the power of the inner rotor can be transmitted to the differential via the second shaft, the second gear, the third gear, the third shaft and the fourth gear.

Description

Technical Field

[0001] This application relates to the field of vehicle drive system technology, and particularly to drive systems with conjugate stator motors. Background Technology

[0002] With the rapid development of new energy vehicle technology, dedicated hybrid transmission (DHT) systems are widely used in energy-saving vehicles due to their combination of the advantages of engines and electric drive. To meet the driving needs of vehicles under different operating conditions, existing DHT systems are typically configured with a dual-motor structure to achieve multiple operating modes, including pure electric drive, series drive, parallel drive, and energy recovery.

[0003] Existing dual-motor DHT structures mostly adopt a split arrangement of the two motors, meaning each motor has its own independent stator and rotor. While this structure offers flexible control, it suffers from problems such as large layout volume, excessively long axial or radial dimensions, making it difficult to meet the design requirements of vehicle miniaturization and lightweighting. Furthermore, since the motors are typically connected and transmit power via gear mechanisms, there are issues with transmission efficiency loss and noise / vibration caused by gear meshing. Additionally, components such as clutches required for switching between different modes further increase costs and system integration complexity.

[0004] Even with a two-in-one conjugate stator design, the axial length is still relatively long to achieve multiple modes of functionality. How to achieve a compact and high-performance layout within a limited space remains a challenge for the industry.

[0005] In addition, in the two-in-one conjugate stator scheme, the inner rotor has a higher rotational speed and higher requirements for rotational stability, which places higher demands on the support structure of the inner rotor. Utility Model Content

[0006] To solve or alleviate at least one of the technical problems mentioned in the background art, this application provides a drive system with a conjugate stator motor.

[0007] The drive system with a conjugate stator motor provided in this application includes a conjugate stator motor, an engine, a gear transmission mechanism, and a differential. The conjugate stator motor includes an inner motor and an outer motor. The gear transmission mechanism includes a first shaft, a second shaft, and a third shaft that are parallel to each other, with the first shaft coaxially passing through the second shaft. A first gear is provided on the first shaft and can switch between anti-torsional connection and relative rotation with the first shaft. A second gear is provided on the second shaft, and a third gear and a fourth gear are provided on the third shaft. The first gear meshes with the fourth gear, the second gear meshes with the third gear, and the fourth gear meshes with the input gear of the differential. The engine is anti-torsionally connected to the first shaft, and the power of the engine can be transmitted to the differential via the first shaft, the first gear, and the fourth gear. The inner rotor of the inner motor is anti-torsionally connected to the second shaft, and the power of the inner rotor can be transmitted to the differential via the second shaft, the second gear, the third gear, the third shaft, and the fourth gear.

[0008] In at least one embodiment, the gear transmission mechanism further includes a fourth shaft on which a fifth gear is torsionally mounted, wherein the first gear does not mesh with the fourth gear but meshes with the fifth gear, and the fifth gear meshes with the input gear of the differential; the power of the engine can be transmitted to the differential via the first shaft, the first gear, and the fifth gear.

[0009] In at least one embodiment, when viewed radially from the fourth gear, the fourth gear and the fifth gear at least partially overlap.

[0010] In at least one embodiment, a rotor support and a second shaft bearing are also included, wherein the outer rotor of the outer motor is connected to the first shaft via the rotor support, and the second shaft is supported on the rotor support via the second shaft bearing disposed radially outward therefrom.

[0011] The drive system with a conjugate stator motor provided in this application includes a conjugate stator motor, an engine, a gear transmission mechanism, a differential, a rotor support, and a clutch. The conjugate stator motor includes an inner motor and an outer motor. The gear transmission mechanism includes a first shaft, a second shaft, and a third shaft that are parallel to each other, with the first shaft passing through the second shaft. A first gear is torsionally mounted on the second shaft, and a second gear and a third gear are torsionally mounted on the third shaft. The power of the inner rotor of the inner motor can be transmitted to the differential via the second shaft, the first gear, the second gear, the third shaft, and the third gear. The clutch is located inside the conjugate stator motor and is used to control the connection or disconnection of the power transmission path between the engine and the differential. When the clutch is engaged, the power of the engine can be transmitted to the differential via the gear transmission mechanism. When the clutch is disengaged, the power transmission between the engine and the differential is cut off.

[0012] In at least one embodiment, the clutch includes a first clutch portion and a second clutch portion, the first clutch portion being connected to the rotor support and the second clutch portion being connected to the second shaft.

[0013] In at least one embodiment, a flexible flywheel is also included, through which the engine is torsionally connected to the first shaft.

[0014] In at least one embodiment, the conjugate stator motor includes a conjugate inner stator core and an outer stator core, wherein the axial length of the inner stator core is greater than the axial length of the outer stator core.

[0015] The drive system with a conjugate stator motor provided in this application includes a conjugate stator motor, an engine, a gear transmission mechanism, a differential, a rotor support, and a second shaft bearing. The conjugate stator motor includes an inner motor and an outer motor. The gear transmission mechanism includes a first shaft, a second shaft, and a third shaft that are parallel to each other. The first shaft is coaxially inserted into the second shaft. A first gear is anti-torsionally mounted on the second shaft, and a second gear and a third gear are anti-torsionally mounted on the third shaft. The power of the inner rotor of the inner motor can be transmitted to the differential via the second shaft, the first gear, the second gear, the third shaft, and the third gear. The outer rotor of the outer motor is connected to the first shaft via the rotor support, and the second shaft is supported on the rotor support via a second shaft bearing located radially outward.

[0016] In at least one embodiment, a clutch is further included, which is disposed inside the conjugate stator motor and is used to control the connection or disconnection of the power transmission path between the engine and the differential; when the clutch is engaged, the power of the engine can be transmitted to the differential via the internal motor and the gear transmission mechanism; when the clutch is disengaged, the power transmission between the engine and the differential is cut off.

[0017] By adopting the above technical solution, this application provides a drive system with a conjugate stator motor, wherein the power transmission path between the engine and the differential is shorter, and correspondingly, the axial space occupancy is less. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the topology of a drive system with a conjugate stator motor according to an embodiment of the present application.

[0019] Figure 2 for Figure 1 The diagram shows a topology of a modified drive system with a conjugate stator motor, which includes a fifth axis.

[0020] Figure 3 This is a schematic diagram of the topology of a drive system with a conjugate stator motor according to an embodiment of the present application.

[0021] Figure 4 for Figure 3 The diagram shows a topology of a modified drive system with a conjugate stator motor, which incorporates a flexible flywheel.

[0022] Figure 5 for Figure 3 The diagram shows a modified topology of a drive system with a conjugate stator motor, wherein the inner stator 113 and the outer stator 123 have different axial lengths.

[0023] Figure 6 for Figure 3 The diagram shows a modified topology of a drive system with a conjugate stator motor, which incorporates a clutch.

[0024] Explanation of reference numerals in the attached figures

[0025] 10. Conjugate stator motor;

[0026] 110 Internal motor; 111 Internal rotor; 112 Internal stator core; 113 Internal stator;

[0027] 120 External motor; 121 External rotor; 122 External stator core; 123 External stator;

[0028] 20 Engines;

[0029] 30. Gear transmission mechanism;

[0030] 310 First axis; 320 Second axis; 330 Third axis; 340 Fourth axis;

[0031] 40 Differential;

[0032] 410 Input gear;

[0033] 51 First gear; 52 Second gear; 53 Third gear; 54 Fourth gear; 55 Fifth gear;

[0034] 61 Rotor support; 62 Second shaft bearing; 63 Flexible flywheel; 64 Half shaft; 65 Bearing for the first gear; 66 Vibration damper;

[0035] 80 Clutch;

[0036] 810 Clutch Part 1; 820 Clutch Part 2;

[0037] 830 Clutch Part 1; 840 Clutch Part 2;

[0038] 91 Gear No. 1; 92 Gear No. 2; 93 Gear No. 3 Detailed Implementation

[0039] Exemplary embodiments of this application are described below with reference to the accompanying drawings. It should be understood that these specific descriptions are for teaching those skilled in the art how to implement this application only, and are not intended to exhaustively describe all possible methods of this application, nor to limit the scope of this application.

[0040] This application provides a drive system with a conjugate stator motor (hereinafter sometimes referred to as the "drive system").

[0041] In this application, unless otherwise specified, "axial," "radial," and "circumferential" refer to the axial, radial, and circumferential directions of the conjugate stator motor of this application, respectively. Further, "radial outer side" refers to the side that is radially away from the central axis of the conjugate stator motor, and "radial inner side" refers to the side that is radially close to the central axis of the conjugate stator motor.

[0042] In this application, "torsional connection" refers to a connection between two components that can transmit torque, including direct or indirect connections. For example, the two components can be directly connected in a torsional manner via a spline.

[0043] The present application will be further described below with reference to the accompanying drawings and specific embodiments.

[0044] See Figure 1 The drive system may include a conjugate stator motor 10, an engine 20, a gear transmission mechanism 30, and a differential 40.

[0045] The gear transmission mechanism 30 includes a first shaft 310, a second shaft 320, and a third shaft 330 that are parallel to each other. The first shaft 310 is coaxially inserted within the second shaft 320. A first gear 51 is mounted on the first shaft 310 and can switch between torsional connection with and relative rotation with the first shaft 310. A second gear 52 is mounted on the second shaft 320 and torsionally connected to the second shaft 320. A third gear 53 and a fourth gear 54 are mounted on the third shaft 330. The first gear 51 meshes with the fourth gear 54, the second gear 52 meshes with the third gear 53, and the fourth gear 54 meshes with the input gear 410 of the differential 40.

[0046] The engine 20 can be torsionally connected to the first shaft 310, and the power of the engine 20 can be transmitted to the input gear 410 of the differential 40 via the first shaft 310, the first gear 51, and the fourth gear 54.

[0047] The conjugate stator motor 10 includes an inner motor 110 and an outer motor 120. The inner motor 110 may include an inner stator 113 and an inner rotor 111 located radially inside the inner stator 113. The outer motor 120 may include an outer stator 123 and an outer rotor 121 located radially outside the outer stator 123. The inner stator 113 and the outer stator 123 may share a single stator core, achieving an integrated stator structure design, which helps reduce material redundancy and size.

[0048] The internal motor 110 can be used as a drive motor in the drive system. Specifically, the internal rotor 111 can be torsionally connected to the second shaft 320, and the power of the internal motor 110 can be transmitted to the input gear 410 of the differential 40 through the internal rotor 111, the second shaft 320, the second gear 52, the third gear 53, the third shaft 330, and the fourth gear 54.

[0049] The external motor 120 can function as a generator in the drive system to charge the battery (not shown in the figure). Specifically, the external rotor 121 can be torsionally connected to the first shaft 310, so that the engine 20 drives the external rotor 121 to rotate through the first shaft 310, thereby generating electricity from the external motor 120.

[0050] In this embodiment, various driving modes, such as pure electric drive, series drive, and parallel drive, can be achieved by adjusting the connection relationship between the first gear 51 and the first shaft 310.

[0051] In pure electric drive mode: the first gear 51 and the first shaft 310 are configured to rotate relative to each other. The engine 20 does not participate in power output, and the internal motor 110 outputs power. Specifically, the power of the internal motor 110 is transmitted sequentially through the internal rotor 111, the second shaft 320, the second gear 52, the third gear 53, the third shaft 330, and the fourth gear 54 to the input gear 410 of the differential 40, and finally transmitted to the wheels (not shown in the figure) through the two half-shafts 64 connected to the differential 410, thus driving the vehicle.

[0052] In series drive mode: the first gear 51 and the first shaft 310 can rotate relative to each other. The engine 20 generates electricity by driving the external motor 120, which in turn supplies power to the internal motor 110, which outputs power. Specifically, the power of the engine 20 is sequentially transmitted through the first shaft 310 and the external rotor 121 to rotate, thereby driving the external motor 120 to generate electricity. After generating electricity, the external motor 120 provides electrical energy to the internal motor 110. As described above, the power of the internal motor 110 is sequentially transmitted through the internal rotor 111, the second shaft 320, the second gear 52, the third gear 53, the third shaft 330, and the fourth gear 54 to the input gear 410 of the differential 40, and finally transmitted to the wheels through the two half-shafts 64 to drive the vehicle.

[0053] Parallel drive mode: The first gear 51 and the first shaft 310 are configured with anti-torsional connection, and the power of the engine 20 and the internal motor 110 are coupled. More specifically, the power of the engine 20 is transmitted to the input gear 410 of the differential 40 via the first shaft 310, the first gear 51, and the fourth gear 54, and finally to the wheels through the two half-shafts 64 to drive the vehicle. The power of the internal motor 110 is transmitted sequentially via the internal rotor 111, the second shaft 320, the second gear 52, the third gear 53, the third shaft 330, and the fourth gear 54 to the input gear 410 of the differential 40, and finally to the wheels through the two half-shafts 64 to drive the vehicle.

[0054] In some possible implementations, an auxiliary gear is typically integrated on the third shaft 330, which meshes with the input gear 410 of the differential 40. Power from the internal motor 110 and the engine 20 is transmitted to the gears torsionally connected to the third shaft 330 (to the third gear 53 and the fourth gear 54, respectively), and then input to the differential 40 via the auxiliary gear. This application eliminates the auxiliary gear, directly meshing the fourth gear 54 with the input gear 410 of the differential 40, which not only shortens the power transmission path of the engine 20 but also correspondingly reduces the axial dimension of the drive system. Furthermore, in this case, the drive system can still achieve various drive modes, such as pure electric drive, series drive, and parallel drive.

[0055] Further, see Figure 1The drive system also includes a rotor support 61 and a second shaft bearing 62. The outer rotor 121 is connected to the first shaft 310 via the rotor support 61, and the second shaft 320 is supported on the rotor support 61 via the second shaft bearing 62 located radially outward. The rotor support 61 can be located on the side of the conjugate stator motor 10 away from the engine 20 in the axial direction. The first shaft 310 can pass through and be connected to the rotor support 61. The outer rotor 121 can be connected to the rotor support 61.

[0056] In some possible implementations, at one end of the second shaft 320 (e.g. Figure 1 The left end) is provided with a bearing between the second shaft 320 and the first shaft 310. Figure 1 (The bearing is not shown) fixes the radial position of the second shaft 320, and no bearing is provided on the radially outer side of one end of the second shaft 320. In contrast, this application provides a second shaft bearing 62 on the radially outer side of the second shaft 320. The size of the second shaft bearing 62 is not limited by the space between the first shaft 310 and the second shaft 320, which allows the size of the second shaft bearing 62 to be larger and can improve the support stability of the second shaft 320.

[0057] Further, see Figure 1 The first gear 51 is connected to the first shaft 310 via a first gear bearing 65. A first clutch portion 830 and a second clutch portion 840 are respectively provided on the first gear 51 and the first shaft 310. When the first clutch portion 830 and the second clutch portion 840 are engaged, the first gear 51 and the first shaft 310 are connected in a torsional manner; when the first clutch portion 830 and the second clutch portion 840 are disengaged, the first gear 51 and the first shaft 310 can rotate relative to each other.

[0058] Further, see Figure 1 The drive system may also include a shock absorber 66, through which the engine 20 is torsionalally connected to the first shaft 310. The shock absorber 66 can absorb the torsional vibration of the engine 20 and improve the smoothness of system operation.

[0059] See Figure 2 This application also provides another implementation of the drive system, which is related to... Figure 1 The difference in the illustrated embodiment includes that the gear transmission mechanism also includes a fourth shaft 340, on which a fifth gear 55 is torsionally mounted. The first gear 51 does not mesh with the fourth gear 54 but meshes with the fifth gear 55. The fifth gear 55 meshes with the input gear 410 of the differential 40, so that the power of the engine 20 can be transmitted to the input gear 410 of the differential 40 via the first shaft 310, the first gear 51, and the fifth gear 55. In this embodiment, the fourth shaft 340 and the fifth gear 55 are provided separately, which facilitates the adjustment of the transmission ratio between the engine 20 and the transmission.

[0060] Further, see Figure 2 Viewed radially from the fourth gear 54, the fourth gear 54 and the fifth gear 55 at least partially overlap. This arrangement results in a smaller overall axial dimension of the drive system, making the overall structure more compact and saving space.

[0061] See Figure 3 This application also provides another implementation of the drive system, which includes a conjugate stator motor 10, an engine 20, a gear transmission mechanism 30, a differential 40, a rotor support 61, and a second shaft bearing 62.

[0062] The conjugate stator motor 10 includes an inner motor 110 and an outer motor 120. The gear transmission mechanism 30 includes a first shaft 310, a second shaft 320 and a third shaft 330 that are parallel to each other, with the first shaft 310 coaxially passing through the second shaft 320. A first gear 91 is torsionally mounted on the second shaft 320, and a second gear 92 and a third gear 93 are torsionally mounted on the third shaft 330.

[0063] The power of the inner rotor 111 of the inner motor 110 can be transmitted to the input gear 410 of the differential 40 via the second shaft 320, the first gear 91, the second gear 92, the third shaft 330, and the third gear 93. The outer rotor 121 of the outer motor 120 is connected to the first shaft 310 via the rotor bracket 61, and the second shaft 320 is supported on the rotor bracket 61 via the second shaft bearing 62 located on its radially outer side.

[0064] In some possible implementations, at one end of the second shaft 320 (e.g. Figure 3 The left end of the first shaft 310 is fixed in a radial position by a bearing between the second shaft 320 and the first shaft 320. No bearing is provided on the radially outer side of one end of the second shaft 320. In contrast, this application places the second shaft bearing 62 on the radially outer side of the second shaft 320. The size of the second shaft bearing 62 is not limited by the space between the first shaft 310 and the second shaft 320, allowing for a larger size to improve the support stability of the second shaft 320. Furthermore, the other end of the second shaft 320 may not have a bearing, forming a cantilever-like structure, thereby reducing costs and saving space.

[0065] Further, see Figure 3 The drive system may also include a shock absorber 66, through which the engine 20 is torsionalally connected to the first shaft 310. The shock absorber 66 can absorb the torsional vibration of the engine 20 and improve the smoothness of system operation.

[0066] Further, see Figure 4 In contrast Figure 3In the illustrated embodiment, the vibration damper 66 can be replaced with a flexible flywheel 63. Compared to the conventional vibration damper 66, the flexible flywheel 63 has a more compact structure, lower cost, and can effectively suppress the torsional vibration output by the engine 20 under a specific engine 20 torsional vibration control strategy. Optionally, Figure 1 , Figure 2 The vibration damper 66 in the illustrated embodiment can also be replaced by a flexible flywheel 63.

[0067] Further, see Figure 3 , Figure 5 The conjugate stator motor 10 includes a conjugate inner stator core 112 and an outer stator core 122. The axial lengths of the inner stator core 112 and the outer stator core 122 can be the same or different. For example, the axial length of the inner stator core 112 can be greater than the axial length of the outer stator core 122. The inner stator core 112 and the outer stator core 122 can be aligned at one end axially or aligned in the center. This design allows for flexible adaptation to different drive and power generation requirements, further improving motor performance and system energy efficiency. Optionally, Figure 1 , Figure 2 The inner stator core 112 and outer stator core 122 in the illustrated embodiment may also have Figure 3 , Figure 5 The inner stator core 112 and the outer stator core 122 are arranged in the embodiment shown.

[0068] See Figure 6 This application also provides another implementation of the drive system, which is related to... Figure 3 The differences in the illustrated implementation include that the second shaft bearing 62 is disposed between the first shaft 310 and the second shaft 320, and the drive system also includes a clutch 80. The clutch 80 is disposed inside the conjugate stator motor 10 and is used to control the connection or disconnection of the power transmission path between the engine 20 and the differential 40. When the clutch 80 is engaged, the power of the engine 20 can be transmitted to the differential 40 via the internal motor 110 and the gear transmission mechanism 30; when the clutch 80 is disengaged, the power transmission between the engine 20 and the differential 40 is cut off.

[0069] This implementation can achieve various driving modes, such as pure electric drive, series drive, and parallel drive.

[0070] Pure electric drive mode: Clutch 80 is disengaged, engine 20 does not participate in power output, and internal motor 110 outputs power. Specifically, the power of internal motor 110 is transmitted sequentially through internal rotor 111, second shaft 320, first gear 91, second gear 92, third shaft 330, and third gear 93 to the input gear 410 of differential 40, and finally to the wheels through two half-shafts 64 to drive the vehicle.

[0071] Series drive mode: Clutch 80 disengages, engine 20 generates electricity by driving external motor 120, which in turn supplies power to internal motor 110, which outputs power. Specifically, the power of engine 20 sequentially drives external motor 120 to generate electricity via first shaft 310 and external rotor 121. After generating electricity, external motor 120 provides electrical energy to internal motor 110. As described above, the power of internal motor 110 is sequentially transmitted via internal rotor 111, second shaft 320, first gear 91, second gear 92, third shaft 330, and third gear 93 to the input gear 410 of differential 40, and finally transmitted to the wheels through two half-shafts 64, driving the vehicle.

[0072] Parallel drive mode: Clutch 80 engages, coupling the power of engine 20 with that of internal motor 110. More specifically, the power of engine 20 is transmitted via first shaft 310, rotor support 61, clutch 80, second shaft 320, first gear 91, second gear 92, third shaft 330, and third gear 93 to the input gear 410 of differential 40, and finally to the wheels through two half-shafts 64, driving the vehicle. The power of internal motor 110 is transmitted sequentially via second shaft 320, first gear 91, second gear 92, third shaft 330, and third gear 93 to the input gear 410 of differential 40, and finally to the wheels through two half-shafts 64, driving the vehicle.

[0073] Further, see Figure 6 The clutch 80 includes a first clutch part 810 and a second clutch part 820. The first clutch part 810 is connected to the rotor support 61, and the second clutch part 820 is connected to the second shaft 320.

[0074] In some implementations, the drive mechanism may simultaneously have Figure 3 The second shaft bearing 62 shown and Figure 6 The clutch 80 shown has the following features.

[0075] It should be understood that the structures or features shown in the figures of this application may be appropriately replaced or combined with the structures or features shown in other figures.

[0076] The above are preferred embodiments of this application. It should be noted that, for those skilled in the art, several improvements and modifications can be made without departing from the principles of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A drive system with a conjugate stator motor, characterized in that, It includes a conjugate stator motor (10), an engine (20), a gear transmission mechanism (30), and a differential (40); The conjugate stator motor (10) includes an inner motor (110) and an outer motor (120). The gear transmission mechanism (30) includes a first shaft (310), a second shaft (320) and a third shaft (330) that are parallel to each other. The first shaft (310) is coaxially inserted inside the second shaft (320). A first gear (51) is provided on the first shaft (310) and can switch between anti-torsional connection with the first shaft (310) and relative rotation. A second gear (52) is provided on the second shaft (320) and anti-torsionally. A third gear (53) and a fourth gear (54) are provided on the third shaft (330). The first gear (51) meshes with the fourth gear (54), the second gear (52) meshes with the third gear (53), and the fourth gear (54) meshes with the input gear (410) of the differential (40). The engine (20) is torsionally connected to the first shaft (310), and the power of the engine (20) can be transmitted to the differential (40) via the first shaft (310), the first gear (51), and the fourth gear (54). The inner rotor (111) of the inner motor (110) is torsionally connected to the second shaft (320), and the power of the inner rotor (111) can be transmitted to the differential (40) via the second shaft (320), the second gear (52), the third gear (53), the third shaft (330), and the fourth gear (54).

2. The drive system with a conjugate stator motor according to claim 1, characterized in that, The gear transmission mechanism (30) further includes a fourth shaft (340), on which a fifth gear (55) is provided torsionally. The first gear (51) does not mesh with the fourth gear (54) but meshes with the fifth gear (55). The fifth gear (55) meshes with the input gear (410) of the differential (40). The power of the engine (20) can be transmitted to the differential (40) via the first shaft (310), the first gear (51), and the fifth gear (55).

3. The drive system with a conjugate stator motor according to claim 2, characterized in that, Viewed radially from the fourth gear (54), the fourth gear (54) and the fifth gear (55) at least partially overlap.

4. The drive system with a conjugate stator motor according to claim 1, characterized in that, It also includes a rotor support (61) and a second shaft bearing (62), wherein the outer rotor (121) of the outer motor (120) is connected to the first shaft (310) via the rotor support (61), and the second shaft (320) is supported on the rotor support (61) via the second shaft bearing (62) located radially outward therefrom.

5. A drive system with a conjugate stator motor, characterized in that, It includes a conjugate stator motor (10), an engine (20), a gear transmission mechanism (30), a differential (40), a rotor support (61), and a clutch (80). The conjugate stator motor (10) includes an inner motor (110) and an outer motor (120). The gear transmission mechanism (30) includes a first shaft (310), a second shaft (320) and a third shaft (330) that are parallel to each other, and the first shaft (310) passes through the second shaft (320). A first gear (91) is provided on the second shaft (320) to resist torsion, and a second gear (92) and a third gear (93) are provided on the third shaft (330) to resist torsion. The power of the inner rotor (111) of the inner motor (110) can be transmitted to the differential (40) via the second shaft (320), the first gear (91), the second gear (92), the third shaft (330), and the third gear (93). The clutch (80) is located inside the conjugate stator motor (10) and is used to control the connection or disconnection of the power transmission path between the engine (20) and the differential (40); When the clutch (80) is engaged, the power of the engine (20) can be transmitted to the differential (40) via the gear transmission mechanism (30); when the clutch (80) is disengaged, the power transmission between the engine (20) and the differential (40) is cut off.

6. The drive system with a conjugate stator motor according to claim 5, characterized in that, The clutch (80) includes a first clutch part (810) and a second clutch part (820), the first clutch part (810) being connected to the rotor support (61) and the second clutch part (820) being connected to the second shaft (320).

7. The drive system with a conjugate stator motor according to claim 5, characterized in that, It also includes a flexible flywheel (63), through which the engine (20) is torsionally connected to the first shaft (310).

8. The drive system with a conjugate stator motor according to claim 5, characterized in that, The conjugate stator motor (10) includes a conjugate inner stator core (112) and an outer stator core (122), wherein the axial length of the inner stator core (112) is greater than the axial length of the outer stator core (122).

9. A drive system with a conjugate stator motor, characterized in that, Includes a conjugate stator motor (10), an engine (20), a gear transmission mechanism (30), a differential (40), a rotor support (61), and a second shaft bearing (62); The conjugate stator motor (10) includes an inner motor (110) and an outer motor (120). The gear transmission mechanism (30) includes a first shaft (310), a second shaft (320) and a third shaft (330) that are parallel to each other. The first shaft (310) is coaxially inserted inside the second shaft (320). A first gear (91) is provided on the second shaft (320) to resist torsion. A second gear (92) and a third gear (93) are provided on the third shaft (330) to resist torsion. The power of the inner rotor (111) of the inner motor (110) can be transmitted to the differential (40) via the second shaft (320), the first gear (91), the second gear (92), the third shaft (330), and the third gear (93). The outer rotor (121) of the outer motor (120) is connected to the first shaft (310) via the rotor bracket (61), and the second shaft (320) is supported on the rotor bracket (61) via a second shaft bearing (62) located radially outward therefrom.

10. The drive system with a conjugate stator motor according to claim 9, characterized in that, It also includes a clutch (80), which is located inside the conjugate stator motor (10) and is used to control the connection or disconnection of the power transmission path between the engine (20) and the differential (40); When the clutch (80) is engaged, the power of the engine (20) can be transmitted to the differential (40) via the internal motor (110) and the gear transmission mechanism (30); when the clutch (80) is disengaged, the power transmission between the engine (20) and the differential (40) is cut off.

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