Hybrid power system and vehicle

Abstract

The application discloses a hybrid power system and a vehicle, and relates to the technical field of vehicles. The hybrid power system comprises a double-rotor motor, an engine, a first speed regulation mechanism, a second speed regulation mechanism, an intermediate shaft and a switching device. The double-rotor motor comprises an inner rotor output shaft and an outer rotor output shaft. An engine shaft of the engine is connected to one of the inner rotor output shaft and the outer rotor output shaft. An input end of the first speed regulation mechanism is connected to the other one of the inner rotor output shaft and the outer rotor output shaft. An input end of the second speed regulation mechanism is connected to the engine shaft. The intermediate shaft is used for driving connection with wheels of the vehicle. The switching device is installed on the intermediate shaft, and the switching device controls power coupling or power separation between an output end of the first speed regulation mechanism and the intermediate shaft and controls power coupling or power separation between an output end of the second speed regulation mechanism and the intermediate shaft.

Description

Technical Field

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

[0002] Compared to traditional gasoline-powered and pure electric-powered vehicles, hybrid systems combine the range advantages of gasoline vehicles with the power performance and fuel economy of electric vehicles by coordinating the operation of the engine and motor.

[0003] Current hybrid systems often employ a dual-motor architecture, such as the P1 and P3 architectures. The dual-motor architecture allows for driving force output from a single motor in scenarios with low torque demand, while utilizing both motors simultaneously in scenarios with higher torque demand. Compared to a single-motor architecture, the dual-motor architecture offers increased driving force; however, it is larger, more complex, and more expensive to manufacture. In contrast, the dual-rotor motor architecture can meet the demands of new energy vehicles for a more efficient and compact drive system.

[0004] Among related technologies, hybrid power systems based on dual-rotor motor architecture have relatively low power output flexibility. Utility Model Content

[0005] Based on this, this application provides a hybrid power system and vehicle to solve the problem of low power output flexibility in hybrid power systems based on dual rotor motor architecture in the related art.

[0006] In a first aspect, embodiments of this application provide a hybrid power system, including:

[0007] A dual-rotor motor, comprising an inner rotor output shaft and an outer rotor output shaft;

[0008] An engine, wherein the engine shaft is connected to one of the inner rotor output shaft and the outer rotor output shaft;

[0009] A first speed regulating mechanism, the input end of which is connected to the other of the inner rotor output shaft and the outer rotor output shaft;

[0010] The second speed regulating mechanism has its input end connected to the engine shaft;

[0011] Intermediate shaft, used for connection to the vehicle's wheel drive;

[0012] A switching device is installed on the intermediate shaft; the switching device controls the output end of the first speed regulating mechanism to be dynamically coupled or decoupled from the intermediate shaft, and controls the output end of the second speed regulating mechanism to be dynamically coupled or decoupled from the intermediate shaft.

[0013] In some embodiments, the first speed regulating mechanism includes:

[0014] The first driving gear is connected to the other of the inner rotor output shaft and the outer rotor output shaft, and the first driving gear is the input end of the first speed regulating mechanism;

[0015] The first driven gear meshes with the first driving gear and is loosely fitted onto the intermediate shaft. The first driven gear is the output end of the first speed regulating mechanism.

[0016] In some embodiments, the number of teeth of the first driven gear is greater than the number of teeth of the first driving gear.

[0017] In some embodiments, the second speed regulating mechanism includes:

[0018] The second drive gear is connected to the engine shaft and serves as the input end of the second speed regulating mechanism.

[0019] The second driven gear meshes with the second driving gear and is loosely fitted onto the intermediate shaft. The second driven gear is the output end of the second speed regulating mechanism.

[0020] In some embodiments, the number of teeth of the second driving gear is greater than the number of teeth of the second driven gear.

[0021] In some embodiments, the inner rotor output shaft is loosely fitted onto the outer rotor output shaft; the first drive gear and the second drive gear are located between the dual rotor motor and the engine.

[0022] In some embodiments, the switching device is disposed between the first driven gear and the second driven gear.

[0023] In some embodiments, the hybrid power system further includes a third speed regulating mechanism, the third speed regulating mechanism comprising:

[0024] The third driving gear is connected to the intermediate shaft;

[0025] Differential gears are used to connect to half-shaft drives;

[0026] The third driven gear is connected to the differential and meshes with the third driving gear.

[0027] In some embodiments, the number of teeth of the third driven gear is greater than the number of teeth of the third driving gear.

[0028] In some embodiments, the engine is located on one side of the dual-rotor motor along the axial direction.

[0029] In some embodiments, the outer rotor output shaft is coaxially arranged with the engine shaft.

[0030] Secondly, embodiments of this application provide a vehicle including the hybrid power system described in the first aspect.

[0031] This application has at least the following beneficial effects:

[0032] The hybrid power system disclosed in this application includes a dual-rotor motor, an engine, a first speed regulating mechanism, a second speed regulating mechanism, an intermediate shaft, and a switching device. The input end of the first speed regulating mechanism is connected to one of the rotor output shafts of the dual-rotor motor, the input end of the second speed regulating mechanism is connected to the engine shaft, the engine shaft is connected to the other rotor output shaft of the dual-rotor motor, and the switching device is mounted on the intermediate shaft. With this design, by controlling the coupling or separation of the first speed regulating mechanism, the second speed regulating mechanism, and the intermediate shaft through the switching device, multiple modes such as pure electric drive, engine direct drive, dual-power combined drive, and parking or coasting power generation can be achieved. This helps solve the problems of single power path and low flexibility in related technologies' dual-rotor architectures, adapting to the needs of all scenarios including urban, highway, and heavy-load driving. Specifically, the first speed regulating mechanism adjusts the power ratio between the dual-rotor motor and the intermediate shaft, and the second speed regulating mechanism adjusts the power ratio between the engine and the intermediate shaft. Both operate independently, helping to ensure that the dual-rotor motor and engine operate within their optimal operating range and reducing energy loss in inefficient operating ranges. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 This is a schematic diagram of the hybrid power system in one or more embodiments of this application.

[0035] Explanation of reference numerals in the attached figures:

[0036] 100-Hybrid power system, 110-Dual rotor motor, 111-Inner rotor, 112-Outer rotor, 113-Stator, 114-Inner rotor output shaft, 115-Outer rotor output shaft, 120-Engine, 121-Engine shaft, 130-First speed regulating mechanism, 131-First driving gear, 132-First driven gear, 140-Second speed regulating mechanism, 141-Second driving gear, 142-Second driven gear, 150-Intermediate shaft, 160-Switching device, 170-Third speed regulating mechanism, 171-Third driving gear, 172-Third driven gear, 173-Differential gear, 200-Half shaft, 300-Wheel. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar components or components having the same or similar functions throughout. The described embodiments are some, but not all, of the embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0038] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, an indirect connection through an intermediate medium, or the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0039] In the description of this application, it should be understood that the terms "upper", "lower", "front", "back", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the accompanying drawings, and 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, and therefore should not be construed as a limitation of this application.

[0040] The terms “first,” “second,” and “third” (if any) in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0041] Furthermore, the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, such that a process, method, system, product, or display that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or display.

[0042] Compared to traditional gasoline-powered and pure electric-powered vehicles, hybrid systems combine the range advantages of gasoline vehicles with the power performance and fuel economy of electric vehicles by coordinating the operation of the engine and motor.

[0043] Current hybrid systems often employ a dual-motor architecture, such as the P1 and P3 architectures. The dual-motor architecture allows for driving force output from a single motor in scenarios with low torque demand, while utilizing both motors simultaneously in scenarios with higher torque demand. Compared to a single-motor architecture, the dual-motor architecture offers increased driving force; however, it is larger, more complex, and more expensive to manufacture. In contrast, the dual-rotor motor architecture can meet the demands of new energy vehicles for a more efficient and compact drive system.

[0044] Among related technologies, hybrid power systems based on dual-rotor motor architecture have relatively low power output flexibility.

[0045] In view of this, the applicant has designed a hybrid power system and vehicle. The hybrid power system, through the coordinated operation of a dual-rotor motor, an engine, a first speed control mechanism, a second speed control mechanism, an intermediate shaft, and a switching device, can achieve multiple modes such as pure electric drive, direct engine drive, dual-power combined drive, and parking or coasting power generation. This helps to solve the problems of single power path and low flexibility of dual-rotor architecture in related technologies, and is suitable for all scenarios such as urban, highway, and heavy-load driving.

[0046] The hybrid power system and vehicle provided in the embodiments of this application are described in detail below with reference to the accompanying drawings.

[0047] To facilitate understanding of this application, the term "empty sleeve" is explained as follows: An empty sleeve refers to a component being fitted around another component, where the two components are not connected by any means of transmitting torque, such as keys, splines, bolts, welding, interference fits, or friction. When one component rotates around its own axis under external force, the other component, lacking a transmission connection, will not follow the rotation, but will remain relatively stationary or rotate independently around its own axis, thus achieving power separation. However, when the two components are connected by other connecting parts (such as the switching device 160 in this application), the connecting part will establish a transmission connection between the two components. In this case, if one component rotates around its own axis or a preset trajectory under external force, the torque can be transmitted to the other component through the connecting part, causing the other component to rotate synchronously or according to a preset transmission ratio, thus achieving power coupling between the two components.

[0048] like Figure 1 As shown, the hybrid power system 100 includes: a dual-rotor motor 110, an engine 120, a first speed regulating mechanism 130, a second speed regulating mechanism 140, an intermediate shaft 150, and a switching device 160. The dual-rotor motor 110 includes an inner rotor output shaft 114 and an outer rotor output shaft 115. The engine shaft 121 of the engine 120 is connected to one of the inner rotor output shaft 114 and the outer rotor output shaft 115. The input end of the first speed regulating mechanism 130 is connected to the other of the inner rotor output shaft 114 and the outer rotor output shaft 115. The input end of the second speed regulating mechanism 140 is connected to the engine shaft 121. The intermediate shaft 150 is used for drive connection with the vehicle's wheels 300. The switching device 160 is mounted on the intermediate shaft 150, and controls the power coupling or decoupling of the output end of the first speed regulating mechanism 130 with the intermediate shaft 150, and controls the power coupling or decoupling of the output end of the second speed regulating mechanism 140 with the intermediate shaft 150.

[0049] The dual-rotor motor 110 includes a stator 113 and two rotors, namely an inner rotor 111 and an outer rotor 112. The inner rotor 111 is coaxially disposed inside the stator 113, and the outer rotor 112 is coaxially sleeved outside the stator 113. When the stator 113 is energized, it generates a rotating magnetic field, which can independently or collaboratively drive the inner rotor 111 and the outer rotor 112 to rotate. The dual-rotor motor 110 also includes an inner rotor output shaft 114 and an outer rotor output shaft 115. The inner rotor output shaft 114 is fixedly connected to the inner rotor 111 and rotates with the inner rotor 111. The outer rotor output shaft 115 can be a hollow shaft structure, coaxially sleeved outside the inner rotor output shaft 114, and is fixedly connected to the outer rotor 112, rotating with the outer rotor 112. The dual-rotor motor 110 has various structures, which are known to those skilled in the art, and is not limited in this application.

[0050] It should be noted that the dual-rotor motor 110 used in this application has both motor mode and generator mode. In motor mode, after the stator 113 is connected to an external power source, the magnetic field drives the inner rotor 111 and / or the outer rotor 112 to rotate, converting electrical energy into mechanical energy, and transmitting the power to the first speed regulating mechanism 130 through the inner rotor output shaft 114 and / or the outer rotor output shaft 115. In generator mode, external power (such as the power transmitted by the engine 120 through the rotor output shaft) drives the inner rotor output shaft 114 or the outer rotor output shaft 115 to rotate, thereby driving the inner rotor 111 or the outer rotor 112 to rotate. The magnetic field of the inner rotor 111 or the outer rotor 112 itself cuts the windings of the stator 113, causing the windings of the stator 113 to induce electrical energy, converting mechanical energy into electrical energy.

[0051] The switching device 160 can be a clutch, synchronizer, etc., and is not limited in this application. The clutch can be an embedded clutch, a friction clutch, etc. The embedded clutch can be a claw clutch, a dog-tooth clutch, etc., and the friction clutch can be a wet friction clutch, a dry friction clutch, etc. The structure and installation method of the clutch, synchronizer, etc. are known to those skilled in the art and will not be described in detail here.

[0052] Under the control of the switching device 160, the output end of the first speed regulating mechanism 130 is either dynamically coupled or dynamically separated from the intermediate shaft 150, and the output end of the second speed regulating mechanism 140 is either dynamically coupled or dynamically separated from the intermediate shaft 150.

[0053] The switching device 160 controls the output end of the first speed regulating mechanism 130 to be dynamically coupled with the intermediate shaft 150. Here, dynamic coupling means that the output end of the first speed regulating mechanism 130 is linked with the intermediate shaft 150. The rotation of the output end of the first speed regulating mechanism 130 will synchronously drive the intermediate shaft 150 to rotate, and the rotation of the intermediate shaft 150 will also drive the output end of the first speed regulating mechanism 130 to rotate.

[0054] The switching device 160 controls the output end of the first speed regulating mechanism 130 to be power-separated from the intermediate shaft 150. Here, power separation means that the output end of the first speed regulating mechanism 130 is not linked to the intermediate shaft 150, the rotation of the output end of the first speed regulating mechanism 130 will not drive the intermediate shaft 150 to rotate, and the rotation of the intermediate shaft 150 will not drive the output end of the first speed regulating mechanism 130 to rotate.

[0055] Similarly, the switching device 160 controls the output end of the second speed regulating mechanism 140 to be dynamically coupled with the intermediate shaft 150. Here, dynamic coupling means that the output end of the second speed regulating mechanism 140 is linked with the intermediate shaft 150. The rotation of the output end of the second speed regulating mechanism 140 will synchronously drive the intermediate shaft 150 to rotate, and the rotation of the intermediate shaft 150 will also drive the output end of the second speed regulating mechanism 140 to rotate.

[0056] Similarly, the switching device 160 controls the output end of the second speed regulating mechanism 140 to be power-separated from the intermediate shaft 150. Here, power separation means that the output end of the second speed regulating mechanism 140 is not linked to the intermediate shaft 150. The rotation of the output end of the second speed regulating mechanism 140 will not drive the intermediate shaft 150 to rotate, and the rotation of the intermediate shaft 150 will not drive the output end of the second speed regulating mechanism 140 to rotate.

[0057] The intermediate shaft 150 is connected to the wheel 300 in a transmission manner to drive the wheel 300 to rotate.

[0058] The engine shaft 121 is connected to either the inner rotor output shaft 114 or the outer rotor output shaft 115. When connected to the output shaft of the inner rotor 111, it rotates synchronously with the inner rotor output shaft 114; when connected to the outer rotor output shaft 115, it rotates synchronously with the outer rotor output shaft 115. It should be noted that the engine shaft 121 and the rotor output shaft (inner rotor output shaft 114 or outer rotor output shaft 115) can be directly fixedly connected by welding, couplings, etc., or they can be connected by transmission through gear sets, etc., without limitation.

[0059] The first speed regulating mechanism 130 is used to adjust the power transmission speed ratio between the dual-rotor motor 110 and the intermediate shaft 150. It can be a transmission component with a fixed speed ratio, such as a fixed transmission ratio gear set or a fixed speed ratio planetary gear train. Specifically, the input end of the first speed regulating mechanism 130 is connected to one of the inner rotor output shaft 114 and the outer rotor output shaft 115 that is not connected to the engine shaft 121. The rotor output shaft drives the first speed regulating mechanism 130 to rotate. The output end of the first speed regulating mechanism 130 is associated with the intermediate shaft 150 through the switching device 160 to selectively transmit power to the wheel 300.

[0060] Specifically, when the input end of the first speed regulating mechanism 130 is connected to the inner rotor output shaft 114, the power of the inner rotor output shaft 114 is transmitted to the output end of the first speed regulating mechanism 130 after being transmitted through the first speed regulating mechanism 130 at a preset fixed speed ratio. If the switching device 160 controls the first speed regulating mechanism 130 to couple with the intermediate shaft 150, the power will be transmitted to the intermediate shaft 150, thereby driving the wheel 300. Similarly, when the input end of the first speed regulating mechanism 130 is connected to the outer rotor output shaft 115, the power of the outer rotor output shaft 115 is transmitted to the output end of the first speed regulating mechanism 130 after being transmitted through the first speed regulating mechanism 130 at a preset fixed speed ratio. If the switching device 160 controls the first speed regulating mechanism 130 to couple with the intermediate shaft 150, the power can be transmitted to the wheel 300 through the intermediate shaft 150.

[0061] The preset fixed speed ratio of the first speed regulating mechanism 130 can be adapted to the different operating conditions of the vehicle. Specifically, if the dual rotor motor 110 outputs high speed and low torque, the first speed regulating mechanism 130 can be designed with a speed ratio that reduces speed and increases torque, converting high speed and low torque into low speed and high torque before transmitting it to the intermediate shaft 150; if the dual rotor motor 110 outputs low speed and high torque, the first speed regulating mechanism 130 can be designed with a speed ratio that increases speed and reduces torque, converting low speed and high torque into high speed and low torque before transmitting it to the intermediate shaft 150, ensuring that the power is adapted to the wheel end requirements.

[0062] The second speed regulating mechanism 140 is used to adjust the power transmission speed ratio between the engine 120 and the intermediate shaft 150. It can be a transmission component with a fixed speed ratio, such as a fixed transmission ratio gear set, a fixed speed ratio planetary gear system, etc.

[0063] Specifically, the input end of the second speed regulating mechanism 140 is connected to the engine shaft 121 of the engine 120, and the engine shaft 121 drives the second speed regulating mechanism 140 to rotate. The output end of the second speed regulating mechanism 140 is associated with the intermediate shaft 150 through the switching device 160 to selectively transmit power to the wheels 300.

[0064] It is understandable that, since the engine shaft 121 is connected to one of the inner rotor output shaft 114 and the outer rotor output shaft 115, when the engine 120 is not started, the engine shaft 121 can rotate with the corresponding rotor output shaft. Therefore, the rotor output shaft can also synchronously drive the second speed regulating mechanism 140 to rotate.

[0065] The preset fixed speed ratio of the second speed regulating mechanism 140 can be adapted to the different operating conditions of the engine 120. Specifically, if the engine 120 outputs high speed and low torque, the second speed regulating mechanism 140 can be designed with a speed ratio that reduces speed and increases torque, converting the high speed and low torque of the engine 120 into low speed and high torque before transmitting it to the intermediate shaft 150; if the engine 120 outputs low speed and high torque, the second speed regulating mechanism 140 can be designed with a speed ratio that increases speed and reduces torque, converting the low speed and high torque of the engine 120 into high speed and low torque before transmitting it to the intermediate shaft 150, ensuring that the engine 120 always operates in the high-efficiency range, while also adapting to the power requirements of the wheel ends.

[0066] Under the action of the switching device 160, the hybrid power system 100 can achieve the following multiple operating modes, as follows:

[0067] Mode 1: The output end of the first speed regulating mechanism 130 is coupled to the intermediate shaft 150, and the output end of the second speed regulating mechanism 140 is coupled to the intermediate shaft 150.

[0068] In this mode, the power of the dual rotor motor 110 is transmitted to the first speed regulating mechanism 130 via the inner rotor output shaft 114 or the outer rotor output shaft 115, and then to the intermediate shaft 150 via the first speed regulating mechanism 130. The power of the engine 120 is transmitted to the second speed regulating mechanism 140 via the engine shaft 121, and then to the intermediate shaft 150 via the second speed regulating mechanism 140. The two power paths are combined and transmitted to the wheel 300. This can meet the high torque drive requirements and generate electricity by driving the outer rotor 112 or the inner rotor 111 of the dual rotor motor 110 to rotate via the engine 120.

[0069] Mode 2: The output end of the first speed regulating mechanism 130 is separated from the intermediate shaft 150, and the output end of the second speed regulating mechanism 140 is separated from the intermediate shaft 150.

[0070] In this mode, the power of the dual rotor motor 110 and the engine 120 cannot be transmitted to the intermediate shaft 150, and the rotation of the wheel 300 cannot drive the dual rotor motor 110 and the engine 120 to rotate in the opposite direction. At this time, the engine 120 can drive the outer rotor 112 or the inner rotor 111 of the dual rotor motor 110 to rotate and generate electricity, and can reduce the drag loss when the vehicle is braking or coasting.

[0071] Mode 3: The output end of the second speed regulating mechanism 140 is coupled to the intermediate shaft 150, and the output end of the first speed regulating mechanism 130 is separated from the intermediate shaft 150.

[0072] In this mode, the power of the engine 120 is transmitted to the intermediate shaft 150 via the second speed regulating mechanism 140 and drives the wheels 300, while the power of the dual rotor motor 110 is blocked. When the vehicle brakes or decelerates, the wheels 300 can drag the intermediate shaft 150, the second speed regulating mechanism 140, and the engine shaft 121 to drive the outer rotor 112 or the inner rotor 111 of the dual rotor motor 110 to rotate, thereby realizing kinetic energy recovery.

[0073] Mode 4: The output end of the second speed regulating mechanism 140 is separated from the intermediate shaft 150, and the output end of the first speed regulating mechanism 130 is coupled to the intermediate shaft 150.

[0074] In this mode, the power of the dual rotor motor 110 is transmitted to the intermediate shaft 150 via the first speed regulating mechanism 130 and drives the wheels 300. The outer rotor 112 or inner rotor 111 of the dual rotor motor 110 generates electricity independently under the drive of the engine 120. When the power is sufficient, the engine 120 is turned off, and the wheels 300 are driven only by the inner rotor 111 or outer rotor 112 of the dual rotor motor 110 via the first speed regulating mechanism 130, so as to achieve the zero-emission driving requirement.

[0075] In summary, the hybrid power system 100 of this application includes a dual-rotor motor 110, an engine 120, a first speed regulating mechanism 130, a second speed regulating mechanism 140, an intermediate shaft 150, and a switching device 160. The input end of the first speed regulating mechanism 130 is connected to one of the rotor output shafts of the dual-rotor motor 110, the input end of the second speed regulating mechanism 140 is connected to the engine shaft 121, the engine shaft 121 is connected to the other rotor output shaft of the dual-rotor motor 110, and the switching device 160 is mounted on the intermediate shaft 150. With this design, by controlling the coupling or separation of the first speed regulating mechanism 130, the second speed regulating mechanism 140, and the intermediate shaft 150 through the switching device 160, multiple modes such as pure electric drive, direct drive of the engine 120, dual-power combined drive, and parking or coasting power generation can be achieved. This helps to solve the problems of single power path and low flexibility of dual-rotor architecture in related technologies, and adapts to the needs of all scenarios such as urban, highway, and heavy load. The first speed regulating mechanism 130 adjusts the power speed ratio between the dual rotor motor 110 and the intermediate shaft 150, and the second speed regulating mechanism 140 adjusts the power speed ratio between the engine 120 and the intermediate shaft 150. The two operate independently, which helps the dual rotor motor 110 and the engine 120 to operate in the optimal operating range as much as possible, reducing energy loss in the inefficient range.

[0076] In some embodiments, the engine shaft 121 is connected to one of the outer rotor output shafts 115, and the input end of the first speed regulating mechanism 130 is connected to the inner rotor output shaft 114.

[0077] In some embodiments, the first speed regulating mechanism 130 includes a first driving gear 131 and a first driven gear 132. The first driving gear 131 is connected to the other of the inner rotor output shaft 114 and the outer rotor output shaft 115, and serves as the input end of the first speed regulating mechanism 130. The first driven gear 132 meshes with the first driving gear 131 and is loosely fitted onto the intermediate shaft 150, serving as the output end of the first speed regulating mechanism 130.

[0078] It is understood that the first driving gear 131 can be connected to the inner rotor output shaft 114 or the outer rotor output shaft 115 by means of key, spline, bolt, welding, etc.; the first driven gear 132 realizes power transmission by meshing with the first driving gear 131, and the first driven gear 132 is loosely fitted on the intermediate shaft 150, and establishes a transmission relationship with the intermediate shaft 150 under the control of the switching device 160.

[0079] By engaging the first driving gear 131 and the first driven gear 132, the rotor output shaft connected to the first driving gear 131 and the intermediate shaft 150, which is loosely fitted by the first driven gear 132, can be arranged on different axes. This design allows for flexible adjustment of the axial positions of the rotor output shaft and the intermediate shaft 150 according to the actual installation space requirements of the dual rotor motor 110 and the intermediate shaft 150 in the vehicle's power compartment, thereby improving the adaptability of the hybrid power system 100 to different vehicle models.

[0080] Meanwhile, during the design phase, the tooth ratio of the first driving gear 131 to the first driven gear 132 can be preset according to the vehicle's operating conditions, such as focusing on high-torque scenarios like climbing hills and carrying heavy loads, or focusing on efficiency scenarios like high-speed cruising. Specifically, if high torque output is required, the ratio of the first driving gear 131 to the first driven gear 132 to be fewer teeth can be designed to achieve a speed reduction and torque increase effect when the power from the dual-rotor motor 110 is transmitted to the intermediate shaft 150; if high-efficiency operation is required to adapt to high-speed cruising, the ratio of the first driving gear 131 to the first driven gear 132 to be fewer teeth can be designed to achieve a speed increase and torque reduction effect, helping the dual-rotor motor 110 maintain a high-efficiency operating state under the target operating conditions.

[0081] In some embodiments, the number of teeth of the first driven gear 132 is greater than the number of teeth of the first driving gear 131.

[0082] With this tooth ratio, when the power of the dual-rotor motor 110 is transmitted to the intermediate shaft 150 through the meshing of the first driving gear 131 and the first driven gear 132, a speed-reducing and torque-increasing transmission effect can be achieved. That is, when the first driving gear 131 rotates once, it can drive the first driven gear 132, which has more teeth, to rotate less than once. This makes the speed of the intermediate shaft 150 lower than the speed of the rotor output shaft connected to the first driving gear 131. At the same time, the torque transmitted by the intermediate shaft 150 is correspondingly higher than the torque output by the rotor output shaft, so as to adapt to the power requirements of high torque scenarios such as climbing and heavy loads.

[0083] In some embodiments, the second speed regulating mechanism 140 includes a second driving gear 141 and a second driven gear 142. The second driving gear 141 is connected to the engine shaft 121 and serves as the input end of the second speed regulating mechanism 140. The second driven gear 142 meshes with the second driving gear 141 and is loosely fitted onto the intermediate shaft 150, serving as the output end of the second speed regulating mechanism 140.

[0084] It is understood that the second driving gear 141 can be connected to the engine shaft 121 by means of key, spline, bolt, welding, etc.; the second driven gear 142 realizes power transmission by meshing with the second driving gear 141, and the second driven gear 142 is loosely fitted on the intermediate shaft 150, and establishes a transmission relationship with the intermediate shaft 150 under the control of the switching device 160.

[0085] By engaging the second driving gear 141 and the second driven gear 142, the engine shaft 121 connected to the second driving gear 141 and the intermediate shaft 150, which is loosely fitted by the second driven gear 142, can be arranged with different axes. This design allows for flexible adjustment of the axial positions of the engine shaft 121 and the intermediate shaft 150 according to the actual installation space requirements of the engine 120 and the intermediate shaft 150 in the vehicle's power compartment, thereby improving the adaptability of the hybrid power system 100 to different vehicle models.

[0086] Meanwhile, during the design phase, the tooth ratio of the second drive gear 141 to the second driven gear 142 can be preset according to the operating conditions of the vehicle, such as emphasizing the high torque scenario of direct drive of engine 120 or the scenario of efficient cruising of engine 120. Specifically, if it is necessary to meet the high torque output requirement of direct drive of engine 120, it can be designed with a ratio of fewer teeth for the second drive gear 141 and more teeth for the second driven gear 142, so as to achieve the effect of speed reduction and torque increase when the power of engine 120 is transmitted to the intermediate shaft 150; if it is necessary to adapt to the efficient operation requirement of high-speed cruising of engine 120, it can be designed with a ratio of more teeth for the second drive gear 141 and fewer teeth for the second driven gear 142, so as to achieve the effect of speed increase and torque reduction, helping engine 120 maintain efficient operation under the target operating conditions.

[0087] In some embodiments, the number of teeth of the second driving gear 141 is greater than the number of teeth of the second driven gear 142.

[0088] When the engine shaft 121 rotates, the power drives the wheel 300 through the second drive gear 141, the second driven gear 142, and the intermediate shaft 150. At this time, the second drive gear 141 is the power input end and the second driven gear 142 is the power output end. Since the number of teeth of the second drive gear 141 is greater than the number of teeth of the second driven gear 142, according to the gear transmission principle, the two will achieve speed increase and torque reduction when they mesh. The low speed and high torque output by the engine 120 will be converted into the high speed and low torque required for the high speed driving of the wheel 300. For example, when cruising at high speed, the engine 120 does not need to maintain a high speed to meet the speed requirements of the wheel 300, so that the engine 120 can be kept stable in the low speed and high fuel efficiency economic operating range, reducing fuel consumption and noise under high speed conditions.

[0089] In some embodiments, the inner rotor output shaft 114 is loosely fitted onto the outer rotor output shaft 115; the first drive gear 131 and the second drive gear 141 are located between the dual rotor motor 110 and the engine 120.

[0090] The inner rotor output shaft 114 is a hollow shaft, which is loosely fitted outside the outer rotor output shaft 115. This coaxial nesting design can reduce the space occupied by the hybrid power system 100 along the radial direction of the inner rotor output shaft 114, adapt to the narrow installation environment such as the vehicle chassis and power compartment, and thus reserve more space for the arrangement of components such as battery pack and suspension system.

[0091] When the dual-rotor motor 110 and the engine 120 are arranged sequentially along the axial direction of the vehicle's power compartment, an axial space is formed between them. Placing the first drive gear 131 and the second drive gear 141 within this space prevents them from being dispersed to the outside of the dual-rotor motor 110 or the engine 120. This arrangement helps shorten the power transmission path: the power from the dual-rotor motor 110 does not need to bypass the engine 120 to extend outwards, and the power from the engine 120 does not need to bypass the dual-rotor motor 110 to extend to the other side. Both can output power directly to the intermediate shaft 150 from this intermediate space, thereby reducing energy loss that may result from an excessively long transmission path.

[0092] In some embodiments, the switching device 160 is disposed between the first driven gear 132 and the second driven gear 142.

[0093] In other words, along the axial direction of the intermediate shaft 150, the first driven gear 132, the switching device 160, and the second driven gear 142 are arranged sequentially. With this design, the distance between the switching device 160 and the first driven gear 132 and the second driven gear 142 is similar, eliminating the need for an excessively long transmission linkage structure to control the two gears separately. When switching the coupling or disengagement of the first driven gear 132 and the intermediate shaft 150, or the coupling or disengagement of the second driven gear 142 and the intermediate shaft 150, the action response is more direct, reducing the power interruption time during mode switching and reducing control errors that may be caused by an excessively long transmission linkage structure.

[0094] In some embodiments, the hybrid power system 100 further includes a third speed regulating mechanism 170, which includes a third drive gear 171, a differential 173, and a third driven gear 172. The third drive gear 171 is connected to the intermediate shaft 150. The differential 173 is used for transmission connection with the half-shaft 200. The third driven gear 172 is connected to the differential 173 and meshes with the third drive gear 171.

[0095] It is understood that the third driving gear 171 can be connected to the intermediate shaft 150 by means of keys, splines, bolts, welding, etc. The differential 173 can compensate for the speed difference between the left and right wheels 300 when the vehicle is turning: when the vehicle is turning, the travel radius of the inner wheel 300 is smaller than that of the outer wheel 300. The differential 173 can automatically adjust the power distribution between the left and right wheels 300 through its internal gear structure, allowing the two wheels 300 to rotate smoothly at different speeds. The structure of the differential 173 is known to those skilled in the art and will not be described or limited here. The third driven gear 172 can be fixedly connected to the housing of the differential 173.

[0096] When the intermediate shaft 150 rotates, it drives the third drive gear 171 mounted on it to rotate synchronously. The third drive gear 171 then drives the third driven gear 172 meshing with it to rotate. When the third driven gear 172 rotates, it drives the differential 173 to operate. Finally, the differential 173 drives the half shaft 200 and the wheel 300 to rotate.

[0097] These embodiments, through the cooperation of the third driving gear 171 and the third driven gear 172, can further refine the speed and torque ratio of power transmission. If the number of teeth on the third driven gear 172 is greater than that on the third driving gear 171, it can achieve a further reduction in speed and an increase in torque for the intermediate shaft 150, enhancing the torque output capability under low-speed, heavy-load conditions. If the number of teeth on the third driving gear 171 is greater than that on the third driven gear 172, it can achieve a further increase in speed and a decrease in torque, adapting to the high-speed cruising requirements of 300 RPM for the wheels.

[0098] In some embodiments, the number of teeth of the third driven gear 172 is greater than the number of teeth of the third driving gear 171.

[0099] According to the principle of gear transmission, when the two mesh, the power transmitted by the intermediate shaft 150 can be further reduced in speed and increased in torque.

[0100] In some embodiments, the engine 120 is located on one side of the dual rotor motor 110 along the axial direction.

[0101] This arrangement allows the engine 120 and the dual-rotor motor 110 to be compactly arranged along the same axis. On the one hand, it can shorten the connection distance between the engine shaft 121 and the rotor output shaft of the dual-rotor motor 110, simplify the connection structure between the two, and reduce path loss and assembly errors in the power transmission process. On the other hand, the axial arrangement can avoid the two occupying too much space in the radial direction, adapt to the narrow layout requirements of the vehicle's power compartment, reserve more installation space for other components such as the battery pack and cooling system, and improve the layout flexibility of the hybrid system in different models.

[0102] In some embodiments, the outer rotor output shaft 115 is coaxially arranged with the engine shaft 121.

[0103] The outer rotor output shaft 115 is coaxially arranged with the engine shaft 121, which allows the power of the engine 120 to be directly transmitted axially to the outer rotor 112 of the dual rotor motor 110 without the need for reversing components such as helical gears. This reduces torque off-center load and vibration during power transmission, and lowers transmission noise and component wear. At the same time, the coaxial arrangement ensures the coaxiality accuracy of the connection between the two, avoids the additional bending moment caused by non-coaxial arrangement, and improves the reliability and service life of the connection structure (such as welding, coupling).

[0104] Based on the same inventive concept, this application also provides a vehicle including the above-described hybrid power system 100.

[0105] Since the vehicle includes the aforementioned hybrid power system 100, it naturally possesses all the beneficial effects of the hybrid power system 100, which will not be elaborated upon here.

[0106] In some embodiments, the vehicle includes a wheel 300 and a half-shaft 200, one end of the half-shaft 200 being connected to the wheel 300 and the other end being connected to the differential 173.

[0107] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A hybrid power system, characterized in that, include: The dual rotor motor (110) includes an inner rotor output shaft (114) and an outer rotor output shaft (115). An engine (120), wherein the engine shaft (121) of the engine (120) is connected to one of the inner rotor output shaft (114) and the outer rotor output shaft (115); The first speed regulating mechanism (130) has its input end connected to the other of the inner rotor output shaft (114) and the outer rotor output shaft (115); The second speed regulating mechanism (140) has its input end connected to the engine shaft (121). Intermediate shaft (150) for drive connection with the vehicle's wheels (300); A switching device (160) is installed on the intermediate shaft (150); the switching device (160) controls the output end of the first speed regulating mechanism (130) to be dynamically coupled or decoupled from the intermediate shaft (150), and controls the output end of the second speed regulating mechanism (140) to be dynamically coupled or decoupled from the intermediate shaft (150).

2. The hybrid power system according to claim 1, characterized in that, The first speed regulating mechanism (130) includes: The first drive gear (131) is connected to the other of the inner rotor output shaft (114) and the outer rotor output shaft (115), and the first drive gear (131) is the input end of the first speed regulating mechanism (130); The first driven gear (132) meshes with the first driving gear (131) and is loosely fitted on the intermediate shaft (150). The first driven gear (132) is the output end of the first speed regulating mechanism (130).

3. The hybrid power system according to claim 2, characterized in that, The number of teeth of the first driven gear (132) is greater than the number of teeth of the first driving gear (131).

4. The hybrid power system according to claim 2, characterized in that, The second speed regulating mechanism (140) includes: The second drive gear (141) is connected to the engine shaft (121), and the second drive gear (141) is the input end of the second speed regulating mechanism (140); The second driven gear (142) meshes with the second driving gear (141) and is loosely fitted on the intermediate shaft (150). The second driven gear (142) is the output end of the second speed regulating mechanism (140).

5. The hybrid power system according to claim 4, characterized in that, The number of teeth of the second driving gear (141) is greater than the number of teeth of the second driven gear (142).

6. The hybrid power system according to claim 4, characterized in that, The inner rotor output shaft (114) is loosely fitted onto the outer rotor output shaft (115); the first drive gear (131) and the second drive gear (141) are located between the dual rotor motor (110) and the engine (120).

7. The hybrid power system according to claim 4, characterized in that, The switching device (160) is disposed between the first driven gear (132) and the second driven gear (142).

8. The hybrid power system according to any one of claims 1-7, characterized in that, The hybrid power system (100) further includes a third speed regulating mechanism (170), which includes: The third drive gear (171) is connected to the intermediate shaft (150). Differential (173) for drive connection with half shaft (200); The third driven gear (172) is connected to the differential (173) and meshes with the third driving gear (171).

9. The hybrid power system according to claim 8, characterized in that, The number of teeth of the third driven gear (172) is greater than the number of teeth of the third driving gear (171).

10. The hybrid power system according to any one of claims 1-7, characterized in that, The engine (120) is located on one side of the dual rotor motor (110) along the axial direction.

11. The hybrid power system according to any one of claims 1-7, characterized in that, The outer rotor output shaft (115) is coaxially arranged with the engine shaft (121).

12. A vehicle, characterized in that, include: The hybrid power system (100) according to any one of claims 1-11.

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