Hybrid drive system and extended-range drive system with a conjugate stator motor

Abstract

The application provides a hybrid drive system and a range-extending drive system with a conjugate stator motor. The hybrid drive system with the conjugate stator motor comprises a conjugate stator motor, an engine, a clutch, a gear transmission mechanism and a differential. The conjugate stator motor comprises an inner motor and an outer motor, and the clutch is arranged in the conjugate stator motor and used for controlling the connection or disconnection of a power transmission path between the engine and the differential. When the clutch is engaged, the power of the engine is transmitted to the differential through the inner motor and the gear transmission mechanism; when the clutch is disengaged, the power transmission between the engine and the differential is cut off. The clutch is arranged in the conjugate stator motor, so that the internal space of the motor is fully utilized and the increase of the axial length of the system is avoided. Meanwhile, the engine and the outer motor are directly connected in torsion, so that the energy loss is effectively reduced and the transmission efficiency and NVH performance are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle drive system technology, and particularly to a hybrid drive system and a range-extended drive system with a conjugate stator motor. 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 transmission efficiency losses and noise and vibration (NVH) issues caused by gear meshing. Additionally, components such as clutches required for switching between different modes further increase costs and system integration complexity.

[0004] Similar issues exist in widely used range-extended electric vehicle (REEV) systems. These systems typically drive the vehicle via an electric motor, with the engine used only for generating electricity. Although the structure is relatively simple, current technologies mostly employ a dual-motor split design, which suffers from low space utilization, structural complexity, and excessive weight. Some solutions still incorporate a clutch for mechanical switching, which not only increases system complexity but also occupies space for the gearbox enclosure, limiting the compactness and flexibility of the overall vehicle layout.

[0005] To address the aforementioned issues, hybrid drive systems and range-extended drive systems with compact structures, efficient power paths, low transmission losses, and excellent NVH performance are needed to improve the overall system efficiency and performance of the vehicle. Utility Model Content

[0006] To overcome or mitigate at least one of the shortcomings of the prior art, one objective of this application is to provide a hybrid drive system with a conjugate stator motor, thereby solving the problems of low transmission efficiency, large axial dimensions, and heavy system weight of traditional dual-motor hybrid drive systems, and improving the system's compactness, energy efficiency, and NVH performance. Another objective of this application is to provide a range-extended drive system with a conjugate stator motor.

[0007] To achieve the above-mentioned objectives, the present application may adopt the following technical solutions.

[0008] This application provides a hybrid drive system with a conjugate stator motor, which includes a conjugate stator motor, an engine, a clutch, a gear transmission mechanism, and a differential.

[0009] The conjugate stator motor includes an inner motor and an outer motor. The inner motor includes an inner motor stator and an inner motor rotor located radially inside the inner motor stator. The outer motor includes an outer motor stator and an outer motor rotor located radially outside the outer motor stator. The inner motor stator and the outer motor stator share a stator core.

[0010] 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.

[0011] When the clutch is engaged, the engine's power is 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.

[0012] In at least one embodiment, a first shaft and a second shaft are further included. The engine is torsionally connected to the outer motor rotor via the first shaft, and the inner motor rotor is torsionally connected to the gear transmission mechanism via the second shaft. The first shaft and the second shaft are arranged coaxially, the second shaft is a hollow shaft, and the first shaft passes through the second shaft.

[0013] In at least one embodiment, the clutch is disposed within the cavity formed between the inner motor stator and the inner motor rotor, and is arranged along the axial direction of the hybrid drive system. At least a portion of the clutch structure is located radially inside the inner motor stator and overlaps axially with the inner motor stator.

[0014] In at least one embodiment, the external motor includes a rotor support that is anti-torsionally connected to the external motor rotor, and the first shaft is anti-torsionally connected to the rotor support;

[0015] The clutch is used to selectively connect or disconnect the rotor support from the second shaft.

[0016] In at least one embodiment, the rotor support is disposed on the side of the conjugate stator motor away from the gear transmission mechanism in the axial direction, and the first shaft passes through or out of the rotor support and is supported by bearings on the housing of the hybrid drive system.

[0017] In at least one embodiment, one end of the second shaft extends into the interior of the internal motor and is supported by a bearing and the first shaft in the housing of the hybrid drive system to provide radial support for the second shaft.

[0018] In at least one embodiment, a flexible flywheel is also included, through which the engine is torsionally connected to the first shaft.

[0019] In at least one embodiment, the stator core, the inner motor rotor, and the outer motor rotor overlap each other axially in the conjugate stator motor.

[0020] The axial length of the inner motor stator is greater than the axial length of the outer motor stator.

[0021] This application provides a range-extended drive system with a conjugate stator motor, which includes a conjugate stator motor, an engine, a gear transmission mechanism, a differential, a first shaft, and a second shaft;

[0022] The conjugate stator motor includes an internal motor and an external motor;

[0023] The first shaft and the second shaft are arranged coaxially, with the first shaft passing through the second shaft. One end of the second shaft extends into the interior of the internal motor and is supported by the bearing and the first shaft on the housing of the range extender drive system to provide radial support for the second shaft.

[0024] The inner motor is anti-torsionally connected to the differential via the second shaft and the gear transmission mechanism, and the outer motor is anti-torsionally connected to the engine via the first shaft.

[0025] In at least one embodiment, a flexible flywheel is further included, through which the engine is torsionally connected to the first shaft; and / or the inner motor includes an inner motor stator, the outer motor includes an outer motor stator, the inner motor stator and the outer motor stator share a stator core, and the axial length of the inner motor stator is greater than the axial length of the outer motor stator.

[0026] By adopting the above technical solution, this application provides a hybrid drive system with a conjugate stator motor. This drive system, by incorporating a conjugate stator motor, including an inner motor and an outer motor, and with the conjugate stator motor and engine arranged coaxially, effectively saves axial space in the drive system. Furthermore, the clutch is located inside the conjugate stator motor, fully utilizing the motor's internal space and avoiding an increase in the system's axial length. Simultaneously, the engine and outer motor are directly and torsionalally connected, effectively reducing energy loss, improving transmission efficiency and NVH performance, and achieving a compact hybrid drive system. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the topology of a hybrid drive system with a conjugate stator motor according to an embodiment of this application;

[0028] Figure 2 for Figure 1 A schematic diagram of the stator core of a conjugate stator motor.

[0029] Figure 3 This is a schematic diagram of the topology of a range-extended drive system with a conjugate stator motor according to an embodiment of this application.

[0030] Figure 4 for Figure 3 The schematic diagram shows a first variant of the range-extended drive system, in which a flexible flywheel is used instead of a shock absorber;

[0031] Figure 5 for Figure 3 The schematic diagram shows a second variant of the range-extended drive system, in which the axial lengths of the inner motor stator and the outer motor stator are different.

[0032] Explanation of reference numerals in the attached figures

[0033] 10. Conjugate stator motor;

[0034] 11. Internal motor;

[0035] 111 Inner motor stator; 112 Inner motor rotor; 113 Second shaft; 114 Inner motor winding;

[0036] 12 external motors;

[0037] 121 External motor stator; 122 External motor rotor; 123 Rotor support; 124 External motor winding;

[0038] 110 Stator core; 117 Outer stator conductor slot; 118 Inner stator conductor slot; 119 Core body;

[0039] 20 Engines;

[0040] 21 First axis;

[0041] 30. Clutch;

[0042] 40. Gear transmission mechanism;

[0043] 41 First gear; 42 Second gear; 43 Third gear; 44 Fourth gear; 45 Intermediate shaft;

[0044] 50 differential;

[0045] 51, 52 half-shafts;

[0046] 60 Shock absorber;

[0047] 61. Flexible flywheel;

[0048] A is axial; R is radial; C is circumferential. Detailed Implementation

[0049] 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 exhaust all possible methods of this application, nor to limit the scope of this application.

[0050] Embodiments of this application provide a hybrid drive system with a conjugate stator motor (hereinafter sometimes referred to as a "hybrid drive system") and a range-extended drive system with a conjugate stator motor (hereinafter sometimes referred to as a "range-extended drive system").

[0051] 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.

[0052] 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.

[0053] The present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0054] like Figure 1 As shown, embodiments of this application provide a hybrid drive system with a conjugate stator motor, which may include a conjugate stator motor 10, an engine 20, a clutch 30, a gear transmission mechanism 40, a differential 50, a shock absorber 60, and half shafts 51 and 52.

[0055] See Figure 1 The conjugate stator motor 10 includes an inner motor 11 and an outer motor 12. The inner motor 11 may include an inner motor stator 111 and an inner motor rotor 112 located radially inside the inner motor stator 111. The outer motor 12 may include an outer motor stator 121 and an outer motor rotor 122 located radially outside the outer motor stator 121. The inner motor stator 111 and the outer motor stator 121 may share the same stator core 110 (see [reference]). Figure 2 The stator structure is designed as an integrated unit, which helps reduce material redundancy and size.

[0056] like Figure 2As shown, the stator core 110 may include multiple stamped silicon steel sheets, which are stacked to form the core body 119. The inner periphery of the core body 119 is provided with multiple inner stator conductor slots 118, while the outer periphery is provided with multiple outer stator conductor slots 117.

[0057] It is understood that, compared to the radially central portion of the core body 119 without slots, the inner stator conductor slot 118 is located radially inside the core body 119, while the outer stator conductor slot 117 is located radially outside the core body 119. Multiple outer stator conductor slots 117 can be evenly spaced along the circumferential direction C, and multiple inner stator conductor slots 118 can be evenly spaced along the circumferential direction C.

[0058] Furthermore, the slot opening of the inner stator conductor slot 118 is open radially inward toward the core body 119, and the slot opening of the outer stator conductor slot 117 is open radially outward toward the core body 119. Specifically, the inner stator conductor slot 118 is used to install the stator winding 114 of the inner motor 11; the outer stator conductor slot 117 is used to install the stator winding 124 of the outer motor 12.

[0059] See Figure 1 The internal motor 11 is an internal rotor motor, which serves as the drive motor in the hybrid drive system. Specifically, the internal motor rotor 112 of the internal motor 11 is torsionally connected to the differential 50 via the second shaft 113 and the gear transmission mechanism 40, and is used to drive the vehicle.

[0060] The inner motor stator 111 can be fixed on the housing (not shown) of the drive system, while the inner motor rotor 112 is located radially inside the inner motor stator 111. The second shaft 113 of the inner motor 11 is torsionally connected to the inner motor rotor 112 and is rotatably supported on the housing by two bearings.

[0061] See Figure 1 The external motor 12 is an external rotor motor, which mainly functions as a generator in the hybrid drive system to charge the power battery. Specifically, the engine 20 can be torsionally connected to the rotor support 123 of the external motor 12 via the first shaft 21, thereby driving the external motor rotor 122 to rotate and generating electricity. In this embodiment, the torque of the engine 20 does not need to go through a gear mechanism and can be directly transmitted to the rotor support 123. In this way, the torque of the engine 20 drives the external motor 12 to generate electricity through the vibration damper 60 and the first shaft 21, forming an efficient power generation path.

[0062] Further, see Figure 1 The first shaft 21 of the engine 20 passes through the second shaft 113, which is a hollow shaft, and is arranged coaxially with the second shaft 113. In addition, a bearing may be provided between the first shaft 21 and the second shaft 113.

[0063] like Figure 1 As shown, in this embodiment, the clutch 30 can be disposed inside the conjugate stator motor 10 to realize power transmission between the engine 20 and the differential 50 when the clutch 30 is engaged. That is, the power of the engine 20 can be transmitted to the differential 50 through the internal motor 11 and the gear transmission mechanism 40. When the clutch 30 is disengaged, the engine 20 is separated from the differential 50, thereby enabling the hybrid drive system to have multiple operating modes such as series drive, parallel drive, and pure electric drive.

[0064] For example, when clutch 30 is disengaged (e.g., in pure electric or series mode), engine 20 does not participate in driving, avoiding mechanical drag losses, and the inner motor 11 and outer motor 12 can operate independently without interfering with each other. When clutch 30 is engaged (e.g., in parallel mode or direct drive by engine 20), the power of engine 20 can be directly transmitted through clutch 30, forming an overall power transmission path, improving transmission efficiency, or enhancing vehicle dynamics.

[0065] Preferably, see Figure 1 The clutch 30 can be arranged within the cavity formed between the inner motor stator 111 and the inner motor rotor 112, and along the axial direction A of the hybrid drive system. It is understood that the cavity does not necessarily have to be completely closed; a portion of the cavity may be enclosed by a housing or by an outer rotor support 123. At least a portion of the structure of the clutch 30 can be located radially inside the inner motor stator 111, axially overlapping with the inner motor stator 111 (especially the inner motor winding 114). It is understood that axial overlap here means occupying the same position along the same axial direction A, or in other words, the clutch 30 and the inner motor stator 111 are partially obstructed when viewed along at least one radial direction. This allows full utilization of the internal space of the inner motor stator 111, particularly the internal space of the inner motor winding 114, avoiding an increase in the axial length of the system.

[0066] See Figure 1 A portion of the clutch 30 is torsionally connected to the rotor support 123 of the external motor 12, and the rotor support 123 is torsionally connected to the first shaft 21, thereby realizing the power path connection between the clutch 30 and the engine 20; the other portion of the clutch 30 is torsionally connected to the second shaft 113 of the internal motor 11.

[0067] It is understood that the clutch 30 is located in the power transmission path between the rotor support 123 and the second shaft 113, and is used to selectively connect or disconnect the first shaft 21 and the second shaft 113.

[0068] The rotor support 123 is located on the side of the conjugate stator motor 10 away from the gear transmission mechanism 40 along the axial direction A. The first shaft 21 passes through the rotor support 123 and is supported by bearings on the housing of the hybrid drive system. It can be understood that the bearings can be directly located between the first shaft 21 and the housing, or directly located between the rotor support 123 and the housing.

[0069] When the clutch 30 is engaged, the first shaft 21 and the second shaft 113 form an integrated power transmission shaft, enabling torque transmission between the engine 20 and the differential 50, thus improving the system's structural compactness and transmission efficiency.

[0070] When the clutch 30 is disengaged, the inner motor 11 and the outer motor 12 can operate independently, enabling switching between multiple working modes and ensuring that their operation does not interfere with each other.

[0071] In this embodiment, as Figure 1 As shown, the gear transmission mechanism 40 may include a first gear pair, a second gear pair, and an intermediate shaft 45. The intermediate shaft 45, the first shaft 21, and the second shaft 113 are arranged in parallel, and the two ends of the intermediate shaft 45 are supported by the housing of the hybrid drive system through bearings.

[0072] Specifically, the first gear pair includes a first gear 41 and a second gear 42 that mesh with each other. The first gear 41 is torsionally connected to the second shaft 113, and the second gear 42 is torsionally connected to the intermediate shaft 45. The second gear pair includes a third gear 43 and a fourth gear 44 that mesh with each other. The third gear 43 is torsionally connected to the intermediate shaft 45, and the fourth gear 44 constitutes the input gear of the differential 50.

[0073] When the internal motor rotor 112 rotates, it drives the first gear 41 to rotate. The first gear 41 meshes with the second gear 42, thereby driving the intermediate shaft 45 to rotate. The intermediate shaft 45 drives the third gear 43, which is torsionally connected to it, to rotate. The third gear 43 meshes with the fourth gear 44, thereby driving the fourth gear 44 to rotate. Finally, the torque is transmitted to the wheels via the differential 50 and the two half-shafts 51 and 52, realizing vehicle drive.

[0074] In this embodiment, the differential 50 can be a bevel gear differential, and the fourth gear 44 can be fixed to its housing as the input gear of the differential 50. Bearings are respectively provided on the left and right sides of the housing of the differential 50, and the housing of the drive system can support the differential 50 via the bearings.

[0075] Preferably, the shock absorber 60 can be or includes a flywheel mechanism to absorb the torsional vibration of the engine 20 and improve the smoothness of the drive system operation. The two half-shafts 51 and 52 can be torsionally connected to the two output gears of the bevel gear differential, respectively, while also being torsionally connected to the left and right wheels of the vehicle. Thus, the differential 50 can not only transmit torque to the wheels via the two half-shafts 51 and 52, but also allow the left and right wheels to rotate at different speeds to meet the vehicle's steering requirements.

[0076] Preferably, the half-shafts 51 and 52 can be arranged parallel to each other with the second shaft 113 and the intermediate shaft 45, further optimizing the arrangement structure.

[0077] In this embodiment, the hybrid drive system can achieve multiple operating modes, including pure electric drive, series drive and parallel drive, by engaging or disengaging the clutch 30.

[0078] Pure electric drive mode: The clutch 30 is disengaged, the engine 20 does not participate in power output, and the system is in pure electric drive mode. Specifically, the torque of the internal motor 11 is transmitted sequentially through the second shaft 113, the first gear 41, the second gear 42, the intermediate shaft 45, the third gear 43, the fourth gear 44, the differential 50, and the two half shafts 51 and 52, and finally to the wheels to drive the vehicle.

[0079] Series drive mode: The clutch 30 remains disengaged, and the engine 20 does not directly drive the vehicle. Instead, it drives the external motor 12 as a generator to supply power to the internal motor 11, thus achieving series drive. Specifically, the torque of the engine 20 drives the external motor 12 to generate electricity via the first shaft 21 and rotor support 123. After generating electricity, the external motor 12 provides electrical energy to the internal motor 11, which then outputs torque to drive the vehicle. Its power transmission path is the same as that of the pure electric drive mode.

[0080] Parallel drive mode: With clutch 30 engaged, engine 20 and internal motor 11 achieve power coupling, forming an integrated power transmission shaft. In this mode, the torque of engine 20 is transmitted to the wheels via first shaft 21, rotor support 123, clutch 30, second shaft 113, and then via first gear 41, second gear 42, intermediate shaft 45, third gear 43, fourth gear 44, differential 50, and two half-shafts 51 and 52, thus achieving drive. In this mode, engine 20 directly participates in drive, and only two sets of gears are involved in the transmission, resulting in a short path, high transmission efficiency, and low energy loss.

[0081] Furthermore, when the clutch 30 is engaged, the external motor 11 can operate in power generation mode during vehicle deceleration or braking, transmitting the vehicle's kinetic energy through the wheels, differential 50, gear transmission mechanism 40, second shaft 113, clutch 30, and rotor support 123, and transmitting torque to the external motor 11, enabling it to operate in power generation mode, converting kinetic energy into electrical energy, and recharging it back into the vehicle's power battery, thus achieving energy recovery.

[0082] Furthermore, such as Figure 1 As shown, in the axial direction A of the drive system, the conjugate stator motor 10 and the engine 20 are located on opposite sides of the gear transmission mechanism 40. It can be understood that the conjugate stator motor 10, the gear transmission mechanism 40, and the engine 20 are arranged sequentially in the axial direction A. Furthermore, viewed along at least one radial direction R of the drive system, the gear transmission mechanism 40 and the differential 50 can at least partially overlap. That is, viewed from the radial direction R of the conjugate stator motor 10, at least a portion of each of the gear transmission mechanism 40 and the differential 50 is configured to be located in the same axial position. This facilitates a reduction in the size of the drive system, thereby achieving a smaller overall shape and improving its compactness.

[0083] This application provides a hybrid drive system with a conjugate stator motor 10. The conjugate stator motor 10 and the engine 20 are coaxially arranged, and the clutch 30 is located inside the conjugate stator motor 10, making full use of the hollow area of ​​the motor and avoiding increasing axial dimensions. Furthermore, by optimizing the gear set configuration, the torque of the engine 20 can be directly transmitted to the differential 50 through only two sets of gears, and a gearless direct connection is achieved between the engine 20 and the external motor 12, significantly reducing gear meshing losses and improving system transmission efficiency. Under low-speed, high-torque conditions, this system exhibits superior power performance and also significantly improves the overall vehicle's structural integration, NVH performance, and energy efficiency.

[0084] Embodiments of this application also provide a range-extended drive system with a conjugate stator motor, suitable for range-extended vehicles. Specifically, see... Figure 3 The range-extended drive system may include a conjugate stator motor 10, an engine 20, a gear transmission mechanism 40, a differential 50, a first shaft 21, a second shaft 113, a shock absorber 60, and half shafts 51 and 52.

[0085] The overall structural layout of this range-extended drive system is the same as that of the hybrid drive system in the above embodiments. The main difference is that the range-extended drive system in this embodiment eliminates the traditional clutch 30. By eliminating the clutch 30, the system structure can be effectively simplified, control complexity and manufacturing costs can be reduced, and system reliability can be further improved.

[0086] In this embodiment, the internal motor 11 serves as a drive motor. Specifically, the internal motor rotor 112 of the internal motor 11 is torsionally connected to the gear transmission mechanism 40 via the second shaft 113, and further to the differential 50, for driving the vehicle. In this way, the torque of the internal motor 11 is transmitted to the wheels via the second shaft 113, the gear transmission mechanism 40, and finally through the differential 50 and the two half-shafts 51 and 52, realizing the vehicle's driving function.

[0087] The external motor 12 acts as a generator to provide electrical energy to the power battery. Specifically, the engine 20 can be torsionally connected to the rotor support 123 via the first shaft 21, driving the external motor rotor 122 to rotate and output electrical energy. In this embodiment, the output torque of the engine 20 does not need to go through a gear transmission mechanism, but can be directly transmitted to the rotor support 123, making energy transfer simpler and more efficient.

[0088] Preferably, see Figure 3 One end of the second shaft 113 extends into the interior of the inner motor 11 and is supported on the housing of the drive system (e.g., the housing of the motor) via bearings and the first shaft 21 to provide radial support for the second shaft 113. This enhances the installation stability and rotational coaxiality of the second shaft 113, reduces vibration and sway during high-speed operation, and improves the NVH performance of the entire vehicle.

[0089] Preferably, see Figure 4 The vibration damper 60 can also be replaced by a flexible flywheel 61, through which the engine 20 is torsionalally connected to the first shaft 21. Compared to traditional vibration dampers, the flexible flywheel 61 has a more compact structure, lower cost, and can effectively suppress torsional vibrations of the engine output under specific engine torsional vibration control strategies. This design simplifies the structural layout, reduces manufacturing costs, and further improves the system integration.

[0090] Optionally, see Figure 5 The inner motor stator 111 and the outer motor stator 121 can have different lengths along the axial direction A, which can be adjusted according to actual needs to optimize the electromagnetic design parameters of the inner and outer motors. Specifically, the axial length of the inner motor stator 111 can be greater than that of the outer motor stator 121. The stator cores of the inner motor stator 111 and the outer motor stator 121 can be aligned at one end axially or centered. This design allows for flexible adaptation to different drive and power generation requirements, further improving motor performance and system energy efficiency.

[0091] Understandable. Figure 4 and Figure 5 The structure or feature shown can be related to Figure 1 The structures or features shown may be appropriately replaced or combined.

[0092] This application provides a range-extended drive system with a conjugate stator motor. By eliminating the traditional clutch structure, it effectively avoids efficiency losses caused by clutch control and energy transfer, thereby improving system drive efficiency and reducing overall vehicle energy consumption. Furthermore, the radial support design of the second axle not only enhances the rigidity and stability of the axle system but also effectively reduces the system's size and weight, improving space utilization and facilitating a more compact and lightweight vehicle layout.

[0093] It should be understood that the above-described embodiments, examples, or examples are merely exemplary and are not intended to limit this application. Those skilled in the art can make various modifications and changes to the above-described embodiments, examples, or examples under the teachings of this application without departing from the scope of this application.

Claims

1. A hybrid drive system with a conjugate stator motor, characterized in that, This includes a conjugate stator motor, engine, clutch, gear transmission mechanism, and differential; The conjugate stator motor includes an inner motor and an outer motor. The inner motor includes an inner motor stator and an inner motor rotor located radially inside the inner motor stator. The outer motor includes an outer motor stator and an outer motor rotor located radially outside the outer motor stator. The inner motor stator and the outer motor stator share a stator core. 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 engine's power is 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.

2. The hybrid drive system with a conjugate stator motor according to claim 1, characterized in that, It also includes a first shaft and a second shaft. The engine is torsionally connected to the outer motor rotor through the first shaft, and the inner motor rotor is torsionally connected to the gear transmission mechanism through the second shaft. The first shaft and the second shaft are arranged coaxially. The second shaft is a hollow shaft, and the first shaft passes through the second shaft.

3. The hybrid drive system with a conjugate stator motor according to claim 2, characterized in that, The clutch is disposed in the cavity formed between the inner motor stator and the inner motor rotor, and is arranged along the axial direction of the hybrid drive system. At least a portion of the clutch structure is located radially inside the inner motor stator and overlaps with the inner motor stator axially.

4. The hybrid drive system with a conjugate stator motor according to claim 2, characterized in that, The external motor includes a rotor support that is anti-torsional connected to the rotor of the external motor, and the first shaft is anti-torsional connected to the rotor support; The clutch is used to selectively connect or disconnect the rotor support from the second shaft.

5. The hybrid drive system with a conjugate stator motor according to claim 4, characterized in that, The rotor support is located on the side of the conjugate stator motor away from the gear transmission mechanism along its axial direction, and the first shaft passes through or out of the rotor support and is supported by bearings on the housing of the hybrid drive system.

6. The hybrid drive system with a conjugate stator motor according to claim 2, characterized in that, One end of the second shaft extends into the interior of the internal motor and is supported by the housing of the hybrid drive system via bearings and the first shaft to provide radial support for the second shaft.

7. The hybrid drive system with a conjugate stator motor according to claim 2, characterized in that, It also includes a flexible flywheel, through which the engine is torsionally connected to the first shaft.

8. The hybrid drive system with a conjugate stator motor according to claim 1, characterized in that, The stator core, the inner motor rotor, and the outer motor rotor overlap each other axially in the conjugate stator motor. The axial length of the inner motor stator is greater than the axial length of the outer motor stator.

9. A range-extended drive system with a conjugate stator motor, characterized in that, It includes a conjugate stator motor, an engine, a gear transmission mechanism, a differential, a first shaft, and a second shaft; The conjugate stator motor includes an internal motor and an external motor; The first shaft and the second shaft are arranged coaxially, with the first shaft passing through the second shaft. One end of the second shaft extends into the interior of the internal motor and is supported by the bearing and the first shaft on the housing of the range extender drive system to provide radial support for the second shaft. The inner motor is anti-torsionally connected to the differential via the second shaft and the gear transmission mechanism, and the outer motor is anti-torsionally connected to the engine via the first shaft.

10. The range-extended drive system with a conjugate stator motor according to claim 9, characterized in that, It also includes a flexible flywheel, through which the engine is torsionally connected to the first shaft; and / or The inner motor includes an inner motor stator, and the outer motor includes an outer motor stator. The inner motor stator and the outer motor stator share a common stator core, and the axial length of the inner motor stator is greater than the axial length of the outer motor stator.

Images