Hybrid clutch motor integrated system

Abstract

The application provides a hybrid clutch motor integrated system, which comprises a clutch, a gearbox, an output shaft, a motor and a rotor support; the clutch comprises a first output hub and a second output hub; the gearbox is provided with a gear set; the output shaft is arranged at the output end of the clutch and is connected with the gear set; the motor and the rotor support are arranged in the gearbox and are located between the clutch and the gear set, and the rotor support is used for mounting a motor rotor; the first output hub, the second output hub and the rotor support are sleeved on the output shaft. In the application, the motor is located between the clutch and the gear set, thereby reasonably utilizing the space between the clutch and the gear set of the gearbox to mount the motor, improving the integration of the clutch, the motor and the gearbox, reducing the setting volume of the gearbox, avoiding extrusion on the space of other parts and reducing the layout difficulty of the whole vehicle; and the first output hub, the second output hub and the rotor support are coaxially arranged, thereby ensuring the stability of power transmission.

Description

Technical Field

[0001] This application relates to the field of automotive technology, specifically to a hybrid power clutch-motor integrated system. Background Technology

[0002] In the field of hybrid vehicles, the installation location of the electric motor in the hybrid powertrain is typically determined based on different usage requirements. For example, in a P0 hybrid structure, the motor is located at the front of the engine. Existing common hybrid structures include P0, P1, P2, and P2.5 hybrid structures. Among them, the P2.5 hybrid structure is an evolution of the P2 hybrid structure, which integrates the electric motor inside the dual-clutch transmission.

[0003] In the existing P2 and P2.5 hybrid structure, the motor is connected to a certain intermediate shaft or output shaft of the gearbox through a reduction gear. The clutch and the motor are located on opposite sides of the gearbox reduction gear. This architecture requires the gearbox to have additional space for the motor, which increases the size of the gearbox. On the one hand, it will take up too much space and squeeze the space of other components, making the overall vehicle layout more difficult; on the other hand, it increases the manufacturing cost and the difficulty of maintenance.

[0004] Therefore, the existing P2 and P2.5 hybrid architectures have room for further improvement. Utility Model Content

[0005] In view of this, and addressing the technical problem in the existing P2 and P2.5 hybrid architectures that the addition of the motor to the gearbox leads to an increase in gearbox size and makes the overall vehicle layout difficult, this application provides a hybrid clutch-motor integrated system. This system places the motor between the clutch and the gearbox reduction gear set, making reasonable use of the space between the clutch and the gearbox gear set, without requiring excessive addition to the gearbox size, and effectively reducing the difficulty of the overall vehicle layout.

[0006] This application provides a hybrid power clutch-motor integrated system, including: The clutch includes a first output hub and a second output hub; The gearbox is equipped with a gear set; The output shaft is located at the output end of the clutch and is connected to the gear set; The electric motor is located inside the gearbox; The rotor bracket, located inside the gearbox between the clutch and the gear set, is used to mount the motor rotor. The first output hub, the second output hub, and the rotor bracket are mounted on the output shaft.

[0007] Compared with existing technologies, the hybrid clutch-motor integrated system provided in this application includes a clutch, a gearbox, a motor, and a rotor bracket. The motor and rotor bracket are located inside the gearbox, with the rotor bracket used to mount the motor rotor. A gear set is provided inside the gearbox, and the output shaft is connected to the gear set. The second output hub, the first output hub, and the rotor bracket of the clutch are simultaneously sleeved on the output shaft, and the rotor bracket is located between the clutch and the gear set, so that the motor is located between the clutch and the gear set. This makes reasonable use of the space between the clutch and the gear set of the gearbox to mount the motor. Firstly, it can improve the integration of the clutch, motor, and gearbox, thereby reducing the size of the gearbox and avoiding compression of the space of other components, thus reducing the layout difficulty of the whole vehicle. Secondly, the first output hub, the second output hub, and the rotor bracket are coaxially arranged, thereby ensuring the stability of power transmission.

[0008] Preferred options also include: A double-groove ball bearing is fitted onto the output shaft; The rotor support is sleeved on the outside of the double groove ball bearing; The gear set can be any one of planetary gears, spur gears, helical gears, or bevel gears.

[0009] Preferably, the first output hub, the second output hub, and the rotor support are arranged sequentially along the output direction of the output shaft; A thrust needle roller bearing is provided between the first output hub and the second output hub.

[0010] Preferred options also include: A multi-functional hub, located at the clutch input end, is used to connect the clutch to the engine; The multi-functional wheel hub is equipped with splines, and the engine is connected to the multi-functional wheel hub via splines.

[0011] In this embodiment, the multi-functional hub balances the hydraulic oil supply circuit and power input. Compared with the previous structure where the main hub responsible for the oil supply circuit and the input hub for power input were separate, the multi-functional hub of this application has a high degree of functional and structural integration and no relative position deviation. At the same time, it reduces the setting of one drive disc component, reduces costs, and improves integration.

[0012] Preferably, the rotor support includes: Rotor frame, used to mount the motor rotor; The rotor hub is located inside the rotor frame and is fitted onto a double groove ball bearing; The motor rotor is interference-fitted with the rotor frame, and the rotor frame is welded to the rotor hub or connected by rivets.

[0013] Preferably, the double groove ball bearing comprises: Mounting base; The inner ring rolling assembly, mounted on the mounting base, includes multiple first rolling elements arranged at circumferential intervals; The outer ring rolling assembly is mounted on the mounting base and is distributed axially at intervals from the inner ring rolling assembly, including multiple second rolling elements arranged at circumferential intervals. Wherein, the projections of two adjacent first rolling elements and second rolling elements on the same radial plane do not overlap at least partially.

[0014] Preferably, the clutch includes: The internal friction pair is connected to the first output hub. The external friction pair is connected to the second output hub. The first input housing is connected to the external friction pair; The second input housing is connected to the internal friction pair; Operating mechanism, used to control the engagement state of the clutch; The multi-functional hub is connected to the first input housing and the second input housing.

[0015] Preferably, the operating mechanism includes: The first piston is used to apply the first force to the external friction pair; The second piston is used to apply a second force to the internal friction pair; The third piston is located on the side of the second piston facing the inner friction pair; The first elastic element is disposed between the second input housing and the first piston, and is used to generate a third force on the first piston; The second elastic element is disposed in the piston chamber of the second piston and is used to generate a fourth force on the second piston. Among them, the first force, the second force, the third force, and the fourth force are parallel.

[0016] Preferred options also include: The first oil chamber is formed by the first piston, the first input housing, and the multi-functional hub. The second oil chamber is formed by the first piston, the second input housing, and the multi-functional hub. The third oil chamber is formed by the second piston, the second input housing, and the multi-functional hub. The fourth oil chamber is formed by the second piston, the third piston, and the multi-functional hub; The multi-functional wheel hub is provided with a first oil passage, a second oil passage, a third oil passage, and a fourth oil passage, which are respectively connected to the first oil chamber, the second oil chamber, the third oil chamber, and the fourth oil chamber.

[0017] Preferably, the first output hub includes a first housing and a first hub, the first housing is connected to the inner side of the internal friction pair, the first housing is connected to the first hub, and the first hub is connected to the output shaft via a spline; The second output hub includes a second housing and a second hub. The second housing is connected to the inner side of the outer friction pair, the second housing is connected to the second hub, and the second hub is connected to the output shaft. Attached Figure Description

[0018] Figure 1 This is a partial three-dimensional structural schematic diagram of a hybrid power clutch-motor integrated system provided in an embodiment of this application; Figure 2 This is a cross-sectional structural schematic diagram of a hybrid power clutch-motor integrated system provided in an embodiment of this application; Figure 3 This is a schematic diagram of the planar structure of a double-groove ball bearing provided in one embodiment of this application.

[0019] Reference numerals: 1. Clutch; 2. Multi-functional hub; 3. Rotor bracket; 4. Motor rotor; 5. Double groove ball bearing; 6. Output shaft; 11. First output hub; 12. Second output hub; 13. Internal friction pair; 14. External friction pair; 15. First input housing; 16. Second input housing; 17. Operating mechanism; 171. First piston; 172. Second piston; 173. Third piston; 174. First oil chamber; 175. Second oil chamber; 176. Third oil chamber; 177. Fourth oil chamber; 178. First elastic element; 179. Second elastic element; 31. Rotor frame; 32. Rotor hub; 51. Mounting base; 52. First rolling element; 53. Second rolling element. Detailed Implementation

[0020] To enable those skilled in the art to better understand the technical solutions of this disclosure, the following detailed, clear, and complete description of this disclosure is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of this disclosure and are not intended to limit it.

[0021] In the description of this application, the use of "first" and "second" is for the purpose of distinguishing technical features only, and should not be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated or the order of the technical features indicated.

[0022] Those skilled in the art should understand that in the disclosure of this application, the terms "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the above terms should not be construed as limitations on this application.

[0023] The present application will now be described in further detail with reference to the accompanying drawings, see below. Figures 1 to 3 illustrate.

[0024] This application provides a hybrid power clutch motor integrated system, which improves upon existing P2 and P2.5 hybrid power architecture integrated modules.

[0025] Specifically, such as Figures 1 to 3 As shown, the integrated system of this application includes a clutch 1, a gearbox, and a motor. The motor is located inside the gearbox, which contains a gear set. The output end of the clutch 1 is connected to the gear set via an output shaft 6. The rotor of the motor is connected to the output shaft 6 via a rotor bracket 3. The rotor bracket 3 is located between the clutch 1 and the gear set, that is, the motor is located between the clutch 1 and the gear set. This makes reasonable use of the space between the clutch 1 and the gear set. By placing the motor in this position, the integration of the clutch 1, the motor, and the gearbox can be improved, and the size of the gearbox can be effectively reduced to avoid squeezing the space of other components, thereby reducing the layout difficulty of the entire vehicle.

[0026] In addition, such as Figure 2 As shown, the clutch 1 includes a first output hub 11 and a second output hub 12, both of which are mounted on the output shaft 6. A thrust needle roller bearing is provided between the first output hub 11 and the second output hub 12. The rotor support 3 is mounted on the output shaft 6, so that the first output hub 11, the second output hub 12, and the rotor support 3 are sequentially mounted on the output shaft 6 along the power output direction, so that the first output hub 11, the second output hub 12, and the rotor support 3 are coaxially arranged, thereby ensuring the stability of power transmission and the high efficiency of power coupling between the engine and the motor.

[0027] The gear set can be any one of planetary gears, spur gears, helical gears, bevel gears, double helical gears, spiral gears, hypoid gears, or worm gears, or any combination of several, without limitation. However, in this embodiment, the gear set is preferably a planetary gear set. By setting the gear set in the gearbox as a planetary gear set, all gear shafts can be collinear, and the input and output can be coaxial, saving space and further improving the integration of the hybrid clutch-motor integrated system.

[0028] In this application, as Figure 1 , Figure 2 As shown, the input end of clutch 1 is connected to multi-function hub 2, the engine is connected to multi-function hub 2 via a spline, and the output end of clutch 1 is connected to output shaft 6. The engine's power is transmitted to the gearbox through multi-function hub 2, clutch 1, and output shaft 6 to drive the entire vehicle. In this application, multi-function hub 2 is equipped with an oil supply circuit, which balances the hydraulic oil supply circuit and power input. Compared with the previous structure where the main hub responsible for the oil supply circuit and the input hub for power input were separate, the multi-function hub 2 of this application has a high degree of functional and structural integration and no relative position deviation. At the same time, the input hub also reduces the setting of a drive disc component, reducing costs and improving integration.

[0029] like Figure 2 As shown, the multi-functional hub 2, the first output hub 11, the second output hub 12, and the rotor support 3 are all mounted on the same output shaft 6. Each of the multi-functional hub 2, the second output hub 12, and the rotor support 3 is provided with a sleeve between itself and the output shaft 6, so that the multi-functional hub 2, the second output hub 12, and the rotor support 3 can be selectively connected to the output shaft 6. The first output hub 11 and the output shaft 6 are connected by an interference fit to achieve a fixed connection between the first output hub 11 and the output shaft 6.

[0030] like Figure 2 , Figure 3 As shown, a double groove ball bearing 5 is provided between the rotor support 3 and the output shaft 6. The inner ring of the double groove ball bearing 5 is fitted onto the output shaft 6, and the rotor support 3 is fitted onto the outer ring of the double groove ball bearing 5, so that the rotor support 3 is connected to the output shaft 6 through the double groove ball bearing 5. Compared with the existing technology where the motor and the connecting shaft are connected by roller bearings, the rolling element of the double groove ball bearing 5 is a ball, and the rolling element and the raceway are in point contact. Its friction is smaller, and it can withstand a certain bidirectional axial load. It can better withstand the large torque generated when the motor outputs, so as to ensure the smooth transmission of the motor output power and improve the transmission effect.

[0031] Furthermore, such as Figure 3As shown, the double groove ball bearing 5 includes a mounting base 51, an inner ring housing, an outer ring housing, an inner ring rolling assembly, and an outer ring rolling assembly. The mounting base 51 has two raceways arranged parallel to each other along the axial direction. The inner ring rolling assembly and the outer ring rolling assembly are respectively located in the two raceways. The inner ring housing and the outer ring housing are respectively located at the inner and outer ends of the mounting base 51 in the radial direction to limit the inner ring rolling assembly and the outer ring rolling assembly in the radial direction, and to limit the inner ring rolling assembly and the outer ring rolling assembly in the raceways.

[0032] Among them, such as Figure 3 As shown, the inner and outer rolling rings are spaced apart along the axial direction. The inner rolling ring includes multiple first rolling elements 52 that are equidistant from each other on the same circumference, and the outer rolling ring includes multiple second rolling elements 53 that are equidistant from each other on the same circumference. The projections of two adjacent first rolling elements 52 and second rolling elements 53 on the same radial plane do not overlap at least partially, that is, the first rolling elements 52 and second rolling elements 53 are staggered. This can increase the density of contact points between the inner and outer ring housings and the rolling elements, improve the smoothness of force transmission, and reduce the axial length and volume of the double groove ball bearing 5.

[0033] like Figure 2 As shown, the rotor support 3 includes a rotor frame 31 and a rotor hub 32. The rotor frame 31 has a T-shaped cross-section. The motor rotor 4 is connected to the rotor frame 31 by an interference fit. The rotor hub 32 is located inside the rotor frame 31. The inner side of the rotor hub 32 is connected to the outer side of the double groove ball bearing 5 by an interference fit. The rotor hub 32 and the rotor frame 31 are connected by welding or riveting.

[0034] Furthermore, clutch 1 will be described in more detail; such as Figure 1 , Figure 2 As shown, the clutch 1 includes an inner friction pair 13, an outer friction pair 14, a first input housing 15, a second input housing 16, and an operating mechanism 17. The outer friction pair 14 is located radially outside the inner friction pair 13. The inner side of the inner friction pair 13 is connected to the first output hub 11, and the outer side of the inner friction pair 13 is connected to the second input housing 16. The inner side of the outer friction pair 14 is connected to the second output hub 12, and the outer side of the outer friction pair 14 is connected to the first input housing 15. The multi-functional hub 2 is connected to the end of the first input housing 15 away from the outer friction pair 14, and the end of the second input housing 16 away from the inner friction pair 13 is also connected to the multi-functional hub 2. The operating mechanism 17 is used to control the engagement state of the clutch 1, that is, the operating mechanism 17 can control the power output state of the engine. When the first output hub 11 and the second output hub 12 are engaged, the engine power can be transmitted to the output shaft 6 along the clutch 1.

[0035] Furthermore, the operating mechanism 17 includes a first piston 171, a second piston 172, a third piston 173, a first elastic element 178, and a second elastic element 179. The first piston 171 applies a first force to the external friction pair 14, the first force being directed towards the external friction pair 14. This first force compresses the external friction pair 14, connecting the first input housing 15 to the second output hub 12, allowing the engine's power to be transmitted to the output shaft 6 via the first input housing 15, the external friction pair 14, and the second output hub 12. The second piston 172 applies a second force to the internal friction pair 13. The second force is directed towards the inner friction pair 13, which can press the inner friction pair 13 together so that the second input housing 16 is connected to the first output hub 11, so that the engine power can be transmitted to the output shaft 6 through the multi-functional hub 2, the second input housing 16, the outer friction pair 14, and the first output hub 11; the third piston 173 is located on the side of the second piston 172 facing the inner friction pair 13. The third piston 173 is used as a balance piston to counteract or balance the pressure generated by the centrifugal force of the clutch 1 oil when the clutch 1 is rotating, thereby ensuring precise control of the engagement and disengagement of the clutch 1.

[0036] Among them, such as Figure 2 As shown, the first elastic element 178 is disposed between the first piston 171 and the second input housing 16. The first elastic element 178 is used to generate a third force on the first piston 171. The third force is used to provide a restoring force on the first piston 171, so that the first piston 171 can actively reset when the first force disappears, thereby disconnecting the connection between the first input housing 15 and the second output hub 12. The second elastic element 179 is disposed in the piston chamber of the second piston 172 and is used to generate a fourth force on the second piston 172. The fourth force is used to provide a restoring force to the second piston 172, so that the second piston 172 can actively reset when the second force disappears, thereby disconnecting the connection between the second input housing 16 and the first output hub 11, that is, disengaging the clutch 1. The first force, the second force, and the fourth force are all parallel to the axial direction.

[0037] In this embodiment, the first elastic element 178 is any one of a disc spring, a butterfly spring, or a diaphragm spring; the second elastic element 179 is preferably any one of a column spring, a stacked spring, a butterfly spring, or a diaphragm spring. The first and second forces are in the same direction and parallel, and the third and fourth forces are in the same direction and parallel.

[0038] Among them, such as Figure 2As shown, a first oil cavity 174 is formed between the outer wall of the first piston 171, the inner wall of the first input housing 15, and the outer wall of the multi-functional hub 2. The multi-functional hub 2 is provided with a first oil passage, and the first oil cavity 174 is connected to the first oil passage. Oil enters the first oil cavity 174 through the first oil passage and applies a first force to the outer side of the first piston 171. The direction of the first force is towards the direction of the external friction pair 14, so as to realize the connection between the first input housing 15 and the second output hub 12.

[0039] A second oil chamber 175 is formed between the inner wall of the first piston 171, the outer wall of the second input housing 16, and the outer wall of the multi-functional hub 2. The multi-functional hub 2 is provided with a second oil passage. The second oil chamber 175 is connected to the second oil passage. Oil enters the second oil chamber 175 through the second oil passage and applies a first force to the inner side of the first piston 171. At this time, the direction of the first force is away from the direction of the external friction pair 14, so as to realize the disconnection between the first input housing 15 and the second output hub 12.

[0040] A third oil chamber 176 is formed between the outer wall of the second piston 172, the inner wall of the second input housing 16, and the outer wall of the multi-functional hub 2. The multi-functional hub 2 is provided with a third oil passage, and the third oil chamber 176 is connected to the third oil passage. Oil enters the third oil chamber 176 through the third oil passage and applies a second force to the outer side of the second piston 172. The direction of the second force is towards the direction of the inner friction pair 13, so as to realize the connection between the second input housing 16 and the first output hub 11.

[0041] A fourth oil chamber 177 is formed between the second piston 172 and the outer wall of the multi-functional hub 2. The multi-functional hub 2 is provided with a fourth oil passage, and the fourth oil chamber 177 is connected to the fourth oil passage. Oil enters the fourth oil chamber 177 through the fourth oil passage, applying a second force to the outside of the second piston 172. The direction of the second force is away from the direction of the internal friction pair 13, so as to disconnect the second input housing 16 from the first output hub 11. The second elastic element 179 is located in the fourth oil chamber 177.

[0042] Among them, such as Figure 2 As shown, the first output hub 11 includes a first housing and a first hub. The first housing is connected to the inner side of the inner friction pair 13, and the first housing is connected to the first hub. The first hub is connected to the output shaft 6 via a spline. The second output hub 12 includes a second housing and a second hub. The second housing is connected to the inner side of the outer friction pair 14, and the second housing is connected to the second hub. The second hub is connected to the output shaft 6.

[0043] In this application, the engine and electric motor are constantly connected. The engine power can be separated from the gearbox through clutch 1, decoupling the engine and P2 motor or P2.5 motor power from the vehicle. When clutch 1 is disengaged, the P2 motor or P2.5 motor can drive the planetary gears to drive the vehicle. When clutch 1 is engaged, the engine can drive the vehicle, or the P2 motor or P2.5 motor can be coupled to the engine power through the planetary gears and output to the vehicle. Alternatively, the motor power can be decoupled, enabling the engine to drive the vehicle while simultaneously driving the motor to generate electricity.

[0044] It should be noted that the various embodiments of this application can be arbitrarily combined into new embodiments, provided that the solutions do not conflict and the technical solutions can coexist.

[0045] The present application has been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of the present application. The descriptions of the embodiments above are only for the purpose of helping to understand the present application and its core ideas. It should be noted that those skilled in the art can make several improvements and modifications to the present application without departing from the principles of the present application, and these improvements and modifications also fall within the protection scope of the claims of the present application.

Claims

1. A hybrid power clutch-motor integrated system, characterized in that, include: The clutch (1) includes a first output hub (11) and a second output hub (12); The gearbox is equipped with a gear set; The output shaft (6) is located at the output end of the clutch (1) and is connected to the gear set; The electric motor is located inside the gearbox; The rotor bracket (3) is located inside the gearbox, between the clutch (1) and the gear set, and is used to install the motor rotor (4). The first output hub (11), the second output hub (12), and the rotor bracket (3) are mounted on the output shaft (6).

2. The hybrid power clutch-motor integrated system according to claim 1, characterized in that, Also includes: A double-groove ball bearing (5) is fitted onto the output shaft (6); The rotor support (3) is sleeved on the outside of the double groove ball bearing (5); The gear set is any one of planetary gears, spur gears, helical gears, bevel gears, double helical gears, spiral gears, hypoid gears, and worm gears.

3. The hybrid power clutch-motor integrated system according to claim 1, characterized in that, The first output hub (11), the second output hub (12), and the rotor bracket (3) are arranged sequentially along the output direction of the output shaft (6); A thrust needle roller bearing is provided between the first output hub (11) and the second output hub (12).

4. The hybrid power clutch-motor integrated system according to claim 1, characterized in that, Also includes: The multi-functional hub (2) is located at the input end of the clutch (1) and is used to connect the clutch (1) to the engine; The multi-functional wheel hub (2) is provided with splines, and the engine is connected to the multi-functional wheel hub (2) through splines.

5. The hybrid power clutch-motor integrated system according to claim 2, characterized in that, The rotor support (3) includes: Rotor frame (31) is used to mount the motor rotor (4); The rotor hub (32) is located inside the rotor frame (31) and is fitted onto the double groove ball bearing (5); Among them, the motor rotor (4) is interference-fitted with the rotor frame (31), and the rotor frame (31) is welded to the rotor hub (32) or connected by rivets.

6. The hybrid power clutch-motor integrated system according to claim 2, characterized in that, The double groove ball bearing (5) includes: Mounting bracket (51); The inner ring rolling assembly is mounted on the mounting base (51) and includes a plurality of first rolling elements (52) arranged at circumferential intervals. The outer ring rolling assembly is mounted on the mounting base (51) and is distributed axially at intervals with the inner ring rolling assembly, including multiple second rolling elements (53) arranged at circumferential intervals. Among them, the projections of two adjacent first rolling elements (52) and second rolling elements (53) on the same radial plane do not overlap at least partially.

7. The hybrid power clutch-motor integrated system according to claim 1, characterized in that, The clutch (1) includes: The internal friction pair (13) is connected to the first output hub (11); An external friction pair (14) is connected to the second output hub (12); The first input housing (15) is connected to the external friction pair (14); The second input housing (16) is connected to the internal friction pair (13); Operating mechanism (17) is used to control the engagement state of clutch (1); The multi-functional hub (2) is connected to the first input housing (15) and the second input housing (16).

8. The hybrid power clutch-motor integrated system according to claim 7, characterized in that, The operating mechanism (17) includes: The first piston (171) is used to apply the first force to the external friction pair (14); The second piston (172) is used to apply a second force to the internal friction pair (13); The third piston (173) is located on the side of the second piston (172) facing the inner friction pair (13); The first elastic element (178) is disposed between the second input housing (16) and the first piston (171) to generate a third force on the first piston (171); The second elastic element (179) is disposed in the piston cavity of the second piston (172) and is used to generate a fourth force on the second piston (172); Among them, the first force, the second force, the third force, and the fourth force are parallel.

9. The hybrid power clutch-motor integrated system according to claim 8, characterized in that, Also includes: The first oil chamber (174) is formed by the first piston (171), the first input housing (15), and the multi-functional hub (2); The second oil chamber (175) is formed by the first piston (171), the second input housing (16), and the multi-functional hub (2); The third oil chamber (176) is formed by the second piston (172), the second input housing (16), and the multi-functional hub (2); The fourth oil chamber (177) is formed by the second piston (172), the third piston (173), and the multi-functional hub (2); The multi-functional hub (2) is provided with a first oil passage, a second oil passage, a third oil passage, and a fourth oil passage that are respectively connected to the first oil chamber (174), the second oil chamber (175), the third oil chamber (176), and the fourth oil chamber (177).

10. The hybrid power clutch-motor integrated system according to claim 7, characterized in that, The first output hub (11) includes a first housing and a first hub. The first housing is connected to the inner side of the internal friction pair (13), and the first housing is connected to the first hub. The first hub is connected to the output shaft (6) via a spline. The second output hub (12) includes a second housing and a second hub. The second housing is connected to the inner side of the outer friction pair (14), the second housing is connected to the second hub, and the second hub is connected to the output shaft (6).

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