A dual-rotor electric motor hybrid power assembly and tractor

Abstract

The utility model provides a kind of double-rotor motor hybrid power assembly and tractor.A kind of double-rotor motor hybrid power assembly, comprising: diesel engine, double-rotor motor, generator clutch, power battery, motor controller, PTO clutch, PTO output shaft, gearbox, tractor rear axle and wheel, the diesel engine is connected with the double-rotor motor drive by the generator clutch, the double-rotor motor is electrically connected with the motor controller, the motor controller is electrically connected with the power battery, the double-rotor motor is connected with the PTO output shaft drive by the PTO clutch, the double-rotor motor is connected with the gearbox drive, the gearbox is connected with the tractor rear axle drive, the tractor rear axle is connected with the wheel drive.

Description

Technical Field

[0001] This utility model relates to the field of tractor power mechanism technology, and in particular to a dual-rotor motor hybrid power assembly and a tractor. Background Technology

[0002] In the field of agricultural machinery, tractors, as core power equipment, have traditionally been driven directly by diesel engines, which suffers from problems such as low fuel efficiency, high emissions, and high noise. With the development of intelligent and low-carbon agricultural machinery, the market urgently needs a hybrid power solution that is "compact in structure, highly energy efficient, and adaptable to various working conditions," allowing the diesel engine to continuously operate in its optimal fuel consumption range while simultaneously achieving decoupling and coordination between driving and implement power output.

[0003] Traditional tractor diesel engines typically operate under varying conditions and cannot always maintain their optimal fuel consumption range, resulting in energy waste.

[0004] The application of existing hybrid power technology in tractors is still immature. Most solutions adopt a split motor arrangement, such as a generator and drive motor arranged side by side in the Y direction or a generator and drive motor arranged side by side in the X direction. This results in a complex system structure, large axial dimensions, and difficult layout, which is particularly detrimental to the compact design of tractors. At the same time, tractors also need to take into account the function of implement power output (PTO), which further increases the complexity of the powertrain. Utility Model Content

[0005] The technical problem to be solved by this utility model is to address the shortcomings of the existing technology by providing a dual-rotor motor hybrid powertrain and a tractor.

[0006] The technical solution of this utility model to solve the above-mentioned technical problems is as follows: A dual-rotor motor hybrid powertrain includes: a diesel engine, a dual-rotor motor, a generator clutch, a power battery, a motor controller, a PTO clutch, a PTO output shaft, a gearbox, a tractor rear axle, and wheels. The diesel engine is driven by the dual-rotor motor through the generator clutch. The dual-rotor motor is electrically connected to the motor controller. The motor controller is electrically connected to the power battery. The dual-rotor motor is driven by the PTO clutch and the PTO output shaft. The dual-rotor motor is driven by the gearbox. The gearbox is driven by the tractor rear axle. The tractor rear axle is driven by the wheels.

[0007] The beneficial effects of adopting this utility model's technical solution are: the diesel engine's operating speed is stabilized within the optimal fuel consumption range, which is conducive to reducing fuel consumption. The generator clutch is used to control the engagement and disengagement of power transmission, realizing the switching of working modes. The PTO clutch is used to control the engagement and disengagement of the PTO output shaft, realizing the switching of working modes. The PTO output shaft is directly connected to the dual-rotor motor, transmitting the power of the diesel engine flywheel to the PTO output shaft, providing rotational power to the agricultural implements. The wheels are drive wheels. Through integrated design, the generator and drive motor are combined into a dual-rotor structure, achieving efficient diesel engine operation, multiple energy management modes, and a compact layout. This solution is particularly suitable for agricultural vehicles such as tractors, effectively reducing fuel consumption, emissions, and improving overall machine performance. It features a compact structure, high energy efficiency, and strong adaptability to working conditions. It achieves decoupling and coordination between driving and agricultural implement power output. By coaxially integrating the generator and drive motor into a single unit, space optimization is achieved through inner and outer layer arrangement, resulting in an extremely compact structure with excellent layout, solving the problem of large axial dimensions in tractor hybrid power systems. It is suitable for space-constrained vehicles such as tractors. The dual-rotor motor powertrain connects the diesel engine and the PTO shaft via dual clutches, achieving decoupling and coordination of driving, PTO output, and power generation.

[0008] Furthermore, the dual-rotor motor includes: an inner rotor, an outer rotor, a stator, and a motor housing. The outer rotor is sleeved around the outside of the inner rotor, and the stator is sleeved around the outside of the outer rotor. Both the inner rotor and the outer rotor are rotatably mounted in the motor housing. The stator is fixedly mounted inside the motor housing. The inner rotor is connected to the diesel engine and the PTO output shaft respectively via the generator clutch and the PTO clutch. The stator is electrically connected to the motor controller. The motor housing is fixedly connected to the diesel engine and the gearbox respectively.

[0009] The beneficial effects of adopting the above-mentioned further technical solution are: efficient energy conversion is achieved through the coordinated movement of the inner and outer rotors. The generator and drive motor are combined into a dual-rotor structure through integrated design, enabling efficient diesel engine operation, multiple energy management modes, and a compact layout. The inner rotor acts as a generator. The outer rotor, as the drive motor, receives electrical energy from the battery or the generator in the inner rotor. The outer rotor is connected to a multi-speed gearbox via gears, which is connected to the tractor's rear axle, enabling the tractor to move forward and backward. The stator is fixed to the motor housing and does not participate in rotation; its function is to generate an alternating magnetic field. The outer rotor and stator form the drive motor. When alternating current is applied to the stator windings, a rotating magnetic field is generated. This magnetic field acts on the permanent magnets on the outer side of the outer rotor, driving the outer rotor to rotate. The outer rotor then drives the travel system via a reduction gear connected to the gearbox. The inner rotor and outer rotor form a generator. The inner rotor is connected to the diesel engine, and its speed is the same as the diesel engine, generally maintained at the diesel engine's optimal fuel consumption speed. Utilizing the speed difference between the inner and outer rotors, the inner rotor windings cut the magnetic field generated by the permanent magnets on the inner side of the outer rotor to produce alternating current (AC). This AC current is then transmitted to the motor controller via the inner rotor windings, which converts it into direct current (DC). By coaxially integrating the generator and drive motor into a single unit and optimizing space through inner and outer layer arrangement, the structure becomes extremely compact and offers excellent layout flexibility, solving the problem of large axial dimensions in tractor hybrid power systems. It is suitable for space-constrained vehicles such as tractors.

[0010] Furthermore, the inner rotor and the outer rotor are coaxially arranged; the stator is an annular iron core made of stacked silicon steel sheets, and three-phase windings are wound on the surface of the stator; the outer rotor is a permanent magnet rotor, and the outer rotor is a permanent magnet with radially magnetized permanent magnets uniformly embedded on the inner and outer sides; the inner rotor is provided with a squirrel cage winding.

[0011] The beneficial effects of adopting the above-mentioned further technical solution are as follows: A novel motor structure with two coaxial rotors is designed, achieving efficient energy conversion through the coordinated movement of the inner and outer rotors. The generator and drive motor are combined into a dual-rotor structure through integrated design, enabling efficient diesel engine operation, multiple energy management modes, and a compact layout. The inner rotor acts as a generator. The outer rotor, as the drive motor, receives electrical energy from the battery or the generator in the inner rotor. The outer rotor is connected to a multi-speed gearbox via gears, which is connected to the tractor's rear axle, enabling the tractor to move forward and backward. The stator is fixed to the motor housing and does not participate in rotation; its function is to generate an alternating magnetic field. The outer rotor and stator form the drive motor. When alternating current is applied to the stator windings, a rotating magnetic field is generated. This magnetic field acts on the permanent magnets on the outer side of the outer rotor, driving the outer rotor to rotate. The outer rotor then drives the travel system via a reduction gear connected to the gearbox. The inner rotor and outer rotor form a generator. The inner rotor is connected to the diesel engine, and its speed is the same as the diesel engine, generally maintained at the diesel engine's optimal fuel consumption speed. Utilizing the speed difference between the inner and outer rotors, the inner rotor windings cut the magnetic field generated by the permanent magnets on the inner side of the outer rotor to produce alternating current. Then, the alternating current is transmitted to the motor controller through the inner rotor windings, and the motor controller converts the alternating current into direct current.

[0012] Furthermore, one end of the inner rotor is connected to the flywheel of the diesel engine via the generator clutch, and the other end of the inner rotor is connected to the PTO output shaft via the PTO clutch; the outer rotor is connected to the gearbox via gears.

[0013] The beneficial effect of adopting the above-mentioned further technical solution is that the PTO output shaft is directly connected to the inner rotor, which transmits the power of the diesel engine flywheel to the PTO output shaft, providing rotational power to the agricultural machinery.

[0014] Furthermore, the motor housing is a one-piece molded structure, and the material of the motor housing is metal; one end of the motor housing is fixedly connected to the flywheel housing of the diesel engine, and the other end of the motor housing is fixedly connected to the housing of the gearbox.

[0015] The beneficial effects of adopting the above-mentioned further technical solution are as follows: The motor housing, made of high-strength iron or steel, not only protects the internal components but also acts as the main load-bearing beam of the tractor. The motor housing is connected to the diesel engine flywheel housing at the front and the gearbox housing at the rear via flanges and bolts. It serves to connect the front and rear axles of the tractor chassis and bear the overall weight of the tractor. This simplifies the overall vehicle structure and improves rigidity and integration. The motor housing acts as a load-bearing beam. The motor housing, made of an integrated high-strength iron or steel structure, not only protects the internal components but also acts as the main load-bearing beam of the tractor, simplifying the overall vehicle structure and improving rigidity and integration.

[0016] Furthermore, the rated speed range of the outer rotor is 5000-10000 rpm.

[0017] The beneficial effects of adopting the above-mentioned further technical solution are: a high-speed motor is selected for the outer rotor. Utilizing the speed difference between the inner and outer rotors, the inner rotor windings cut the magnetic field generated by the permanent magnets on the inner side of the outer rotor to generate alternating current. Then, the alternating current is transmitted to the motor controller through the inner rotor windings, and the motor controller converts the alternating current into direct current.

[0018] Furthermore, the generator clutch and the PTO clutch are either dry clutches or wet clutches.

[0019] The beneficial effects of adopting the above-mentioned further technical solutions are as follows: the generator clutch can be of dry or wet type, used to control the engagement and disengagement of power transmission, and to achieve switching of working modes. The PTO clutch can be of dry or wet type, used to control the engagement and disengagement of the PTO output shaft, and to achieve switching of working modes.

[0020] Furthermore, the power battery is made of lithium iron phosphate or ternary lithium; the power battery is connected to a charging socket.

[0021] The advantages of adopting the above-mentioned further technical solution are: the power battery uses common battery materials such as lithium iron phosphate or ternary lithium, which facilitates the manufacturing of the power battery. It connects to the motor controller via a high-voltage wiring harness and has a charging socket, providing charging functionality.

[0022] Furthermore, the gearbox is a two-speed or multi-speed gearbox; the gearbox is equipped with a shifting mechanism, which is a meshing sleeve, a synchronizer, or a wet clutch; the gearbox is equipped with a four-drive shaft interface; and the tractor rear axle is equipped with a differential and a wheel-side planetary reducer.

[0023] The beneficial effects of adopting the above-mentioned further technical solutions are as follows: the gearbox connects the outer rotor to the tractor's rear axle and can be a two-speed or multi-speed gearbox. The shifting mechanism can adopt the form of a meshing sleeve, synchronizer, wet clutch, etc., to adapt to the speed requirements under different working conditions. The setting of the four-drive shaft interface can realize the transmission from the four-drive shaft to the front axle.

[0024] In addition, this utility model also provides a tractor, including the above-mentioned dual-rotor motor hybrid powertrain.

[0025] The advantages of this invention in its additional aspects will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0026] To more clearly illustrate the technical solutions of the embodiments of this utility model, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of the structure of the dual-rotor motor hybrid powertrain provided in an embodiment of the present invention.

[0028] Figure 2 This is one of the schematic flowcharts of the control method for a dual-rotor motor hybrid powertrain provided in an embodiment of the present utility model.

[0029] Figure 3 The second schematic flowchart is a control method for a dual-rotor motor hybrid powertrain provided in an embodiment of this utility model.

[0030] Figure 4 A schematic diagram of the working mode of the control method for the dual-rotor motor hybrid powertrain provided in this embodiment of the utility model.

[0031] Explanation of the reference numerals: 1. Diesel engine; 2. Generator clutch; 3. Power battery; 4. Motor controller; 5. Inner rotor; 6. Outer rotor; 7. Stator; 8. Motor housing; 9. PTO clutch; 10. PTO output shaft; 11. Gearbox; 12. Tractor rear axle; 13. Wheel; 14. Charging socket. Detailed Implementation

[0032] The principles and features of this utility model are described below with reference to the accompanying drawings. The embodiments described are only used to explain this utility model and are not intended to limit the scope of this utility model.

[0033] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. The components of the embodiments of this utility model described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0034] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0035] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0036] In the description of the embodiments of this utility model, it should be noted that if terms such as "upper," "lower," "horizontal," or "inner" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the utility model product is usually placed during use, they are only for the convenience of describing this utility model 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 utility model.

[0037] In the description of the embodiments of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0038] like Figure 1 As shown in the figure, this utility model embodiment provides a dual-rotor motor hybrid powertrain, including: a diesel engine 1, a dual-rotor motor, a generator clutch 2, a power battery 3, a motor controller 4, a PTO clutch 9, a PTO output shaft 10, a gearbox 11, a tractor rear axle 12, and wheels 13. The diesel engine 1 is driven by the dual-rotor motor through the generator clutch 2. The dual-rotor motor is electrically connected to the motor controller 4. The motor controller 4 is electrically connected to the power battery 3. The dual-rotor motor is driven by the PTO clutch 9 and the PTO output shaft 10. The dual-rotor motor is driven by the gearbox 11. The gearbox 11 is driven by the tractor rear axle 12. The tractor rear axle 12 is driven by the wheels 13.

[0039] The beneficial effects of adopting this utility model's technical solution are: the diesel engine's operating speed is stabilized within the optimal fuel consumption range, which is conducive to reducing fuel consumption. The generator clutch is used to control the engagement and disengagement of power transmission, realizing the switching of working modes. The PTO clutch is used to control the engagement and disengagement of the PTO output shaft, realizing the switching of working modes. The PTO output shaft is directly connected to the dual-rotor motor, transmitting the power of the diesel engine flywheel to the PTO output shaft, providing rotational power to the agricultural implements. The wheels are drive wheels. Through integrated design, the generator and drive motor are combined into a dual-rotor structure, achieving efficient diesel engine operation, multiple energy management modes, and a compact layout. This solution is particularly suitable for agricultural vehicles such as tractors, effectively reducing fuel consumption, emissions, and improving overall machine performance. It features a compact structure, high energy efficiency, and strong adaptability to working conditions. It achieves decoupling and coordination between driving and agricultural implement power output. By coaxially integrating the generator and drive motor into a single unit, space optimization is achieved through inner and outer layer arrangement, resulting in an extremely compact structure with excellent layout, solving the problem of large axial dimensions in tractor hybrid power systems. It is suitable for space-constrained vehicles such as tractors. The dual-rotor motor powertrain connects the diesel engine and the PTO shaft via dual clutches, achieving decoupling and coordination of driving, PTO output, and power generation.

[0040] Figure 1 In the diagram, the dashed lines between components represent high-voltage power connections, which are implemented as mechanical connections (transmission connections).

[0041] Furthermore, the dual-rotor motor includes: an inner rotor 5, an outer rotor 6, a stator 7, and a motor housing 8. The outer rotor 6 is sleeved around the outer side of the inner rotor 5, and the stator 7 is sleeved around the outer side of the outer rotor 6. Both the inner rotor 5 and the outer rotor 6 are rotatably mounted in the motor housing 8, and the stator 7 is fixedly mounted inside the motor housing 8. The inner rotor 5 is connected to the diesel engine 1 and the PTO output shaft 10 respectively through the generator clutch 2 and the PTO clutch 9. The stator 7 is electrically connected to the motor controller 4. The motor housing 8 is fixedly connected to the diesel engine 1 and the gearbox 11 respectively.

[0042] The beneficial effects of adopting the above-mentioned further technical solution are: efficient energy conversion is achieved through the coordinated movement of the inner and outer rotors. The generator and drive motor are combined into a dual-rotor structure through integrated design, enabling efficient diesel engine operation, multiple energy management modes, and a compact layout. The inner rotor acts as a generator. The outer rotor, as the drive motor, receives electrical energy from the battery or the generator in the inner rotor. The outer rotor is connected to a multi-speed gearbox via gears, which is connected to the tractor's rear axle, enabling the tractor to move forward and backward. The stator is fixed to the motor housing and does not participate in rotation; its function is to generate an alternating magnetic field. The outer rotor and stator form the drive motor. When alternating current is applied to the stator windings, a rotating magnetic field is generated. This magnetic field acts on the permanent magnets on the outer side of the outer rotor, driving the outer rotor to rotate. The outer rotor then drives the travel system via a reduction gear connected to the gearbox. The inner rotor and outer rotor form a generator. The inner rotor is connected to the diesel engine, and its speed is the same as the diesel engine, generally maintained at the diesel engine's optimal fuel consumption speed. Utilizing the speed difference between the inner and outer rotors, the inner rotor windings cut the magnetic field generated by the permanent magnets on the inner side of the outer rotor to produce alternating current (AC). This AC current is then transmitted to the motor controller via the inner rotor windings, which converts it into direct current (DC). By coaxially integrating the generator and drive motor into a single unit and optimizing space through inner and outer layer arrangement, the structure becomes extremely compact and offers excellent layout flexibility, solving the problem of large axial dimensions in tractor hybrid power systems. It is suitable for space-constrained vehicles such as tractors.

[0043] Furthermore, the inner rotor 5 and the outer rotor 6 are coaxially arranged; the stator 7 is an annular iron core made of stacked silicon steel sheets, and a three-phase winding is wound on the surface of the stator 7; the outer rotor 6 is a permanent magnet rotor, and the outer rotor 6 is a permanent magnet with radially magnetized permanent magnets uniformly embedded on the inner and outer sides; the inner rotor 5 is provided with a squirrel cage winding.

[0044] The beneficial effects of adopting the above-mentioned further technical solution are as follows: A novel motor structure with two coaxial rotors is designed, achieving efficient energy conversion through the coordinated movement of the inner and outer rotors. The generator and drive motor are combined into a dual-rotor structure through integrated design, enabling efficient diesel engine operation, multiple energy management modes, and a compact layout. The inner rotor acts as a generator. The outer rotor, as the drive motor, receives electrical energy from the battery or the generator in the inner rotor. The outer rotor is connected to a multi-speed gearbox via gears, which is connected to the tractor's rear axle, enabling the tractor to move forward and backward. The stator is fixed to the motor housing and does not participate in rotation; its function is to generate an alternating magnetic field. The outer rotor and stator form the drive motor. When alternating current is applied to the stator windings, a rotating magnetic field is generated. This magnetic field acts on the permanent magnets on the outer side of the outer rotor, driving the outer rotor to rotate. The outer rotor then drives the travel system via a reduction gear connected to the gearbox. The inner rotor and outer rotor form a generator. The inner rotor is connected to the diesel engine, and its speed is the same as the diesel engine, generally maintained at the diesel engine's optimal fuel consumption speed. Utilizing the speed difference between the inner and outer rotors, the inner rotor windings cut the magnetic field generated by the permanent magnets on the inner side of the outer rotor to produce alternating current. Then, the alternating current is transmitted to the motor controller through the inner rotor windings, and the motor controller converts the alternating current into direct current.

[0045] Furthermore, one end of the inner rotor 5 is connected to the flywheel of the diesel engine 1 via the generator clutch 2, and the other end of the inner rotor 5 is connected to the PTO output shaft 10 via the PTO clutch 9; the outer rotor 6 is connected to the gearbox 11 via gears; the motor housing 8 is an integrally formed structure, and the material of the motor housing 8 is metal; one end of the motor housing 8 is fixedly connected to the flywheel housing of the diesel engine 1, and the other end of the motor housing 8 is fixedly connected to the housing of the gearbox 11; the rated speed range of the outer rotor 6 is 5000-10000 rpm.

[0046] The beneficial effects of adopting the above-mentioned further technical solution are as follows: The motor housing, made of high-strength iron or steel, not only protects the internal components but also acts as the main load-bearing beam of the tractor. The motor housing is connected to the diesel engine flywheel housing at the front and the gearbox housing at the rear via flanges and bolts. It serves to connect the front and rear axles of the tractor chassis and bear the overall weight of the tractor. This simplifies the overall vehicle structure and improves rigidity and integration. The PTO output shaft is directly connected to the inner rotor, transmitting the power of the diesel engine flywheel to the PTO output shaft, providing rotational power to the agricultural implements. The motor housing acts as a load-bearing beam. The integrated high-strength iron or steel structure of the motor housing not only protects the internal components but also acts as the main load-bearing beam of the tractor, simplifying the overall vehicle structure and improving rigidity and integration.

[0047] Furthermore, the generator clutch 2 and the PTO clutch 9 are dry clutches or wet clutches; the power battery 3 is made of lithium iron phosphate or ternary lithium; the power battery 3 is connected to a charging socket 14; the gearbox 11 is a two-speed gearbox or a multi-speed gearbox; the gearbox 11 is equipped with a shifting mechanism, which is a meshing sleeve, a synchronizer, or a wet clutch; the gearbox 11 is equipped with a four-wheel drive shaft interface; the tractor rear axle 12 is equipped with a differential and a wheel-side planetary reducer.

[0048] The beneficial effects of adopting the above-mentioned further technical solutions are as follows: The generator clutch can be of dry or wet type, used to control the engagement and disengagement of power transmission, realizing the switching of working modes. The power battery uses common battery materials such as lithium iron phosphate or ternary lithium, is connected to the motor controller through a high-voltage wiring harness, and has a charging socket for charging. The PTO clutch can be of dry or wet type, used to control the engagement and disengagement of the PTO output shaft, realizing the switching of working modes. The gearbox connects the outer rotor to the tractor rear axle, and can be a two-speed or multi-speed gearbox. The shifting mechanism can be of the form of a meshing sleeve, synchronizer, wet clutch, etc., to adapt to the speed requirements under different working conditions. The four-wheel drive shaft interface can realize the transmission from the four-wheel drive shaft to the front axle.

[0049] This invention proposes a dual-rotor motor hybrid powertrain and tractor. Through integrated design, the generator and drive motor are combined into a dual-rotor structure (dual-rotor motor), achieving efficient diesel engine operation, multiple energy management modes, and a compact layout. This solution is particularly suitable for agricultural vehicles such as tractors, effectively reducing fuel consumption, emissions, and improving overall machine performance.

[0050] It should be noted that the acquisition, control, processing, analysis, judgment, calculation and comparison methods of the motor controller 4 and VCU are all existing technologies. Those skilled in the art can easily conceive of how to program and implement them as needed, so they will not be elaborated here.

[0051] Diesel engine 1: Select a dedicated diesel engine with appropriate power based on the actual total horsepower of the machine. The working speed is kept stable in the optimal fuel consumption range, which is conducive to reducing fuel consumption.

[0052] The clutch (generator clutch 2) can be either dry or wet type, used to control the engagement and disengagement of power transmission and to switch working modes.

[0053] The power battery 3 uses common battery materials such as lithium iron phosphate or ternary lithium, is connected to the motor controller 4 through a high-voltage wiring harness, and has a charging socket 14 for charging function.

[0054] The motor controller 4, as the core of the powertrain, receives electrical energy generated by the inner rotor 5 and distributes it to the outer rotor drive motor or the power battery 3. It also supports bidirectional energy flow, enabling drive, charging, and energy recovery functions. The motor controller 4 is connected to the inner rotor generator, outer rotor drive motor, and power battery 3 via a high-voltage wiring harness. The motor controller 4 adopts a multi-functional architecture, including both a generator controller and a drive motor controller. The core of the controller is a bidirectional inverter IGBT module, composed of multiple IGBTs forming a full-bridge topology, which uses PWM modulation to achieve bidirectional conversion between DC and three-phase AC power. For example, during power generation, the AC power generated by the motor is rectified into DC power to supply the drive motor or battery. During drive operation, the rectified DC power from the generator or battery is inverted into AC power to drive the motor.

[0055] The inner rotor 5 functions as a generator. One end of the inner rotor 5 is connected to the flywheel of the tractor diesel engine, and a clutch (generator clutch 2) is provided in the middle. The other end extends to the PTO power output shaft (PTO output shaft 10), and a clutch (PTO clutch) is provided in the middle.

[0056] The outer rotor 6 acts as a drive motor, receiving electrical energy from the battery (power battery 3) or the inner rotor generator. The outer rotor 6 is connected to a multi-speed gearbox (gearbox 11) via gears, and the multi-speed gearbox is connected to the tractor's rear axle 12, enabling the tractor to move forward and backward.

[0057] The stator 7 is fixed inside the motor housing 8 and connected to the motor controller 4 via a three-phase cable.

[0058] The motor housing 8 is constructed of high-strength iron or steel, protecting internal components and serving as the tractor's main load-bearing beam. The motor housing connects to the flywheel housing of the diesel engine 1 at the front and to the gearbox housing at the rear via flanges and bolts. It connects the front and rear axles of the tractor chassis and bears the overall weight of the tractor. This simplifies the overall vehicle structure and improves rigidity and integration.

[0059] The clutch (PTO clutch 9) can be either dry or wet type, and is used to control the engagement and disengagement of the PTO output shaft 10 to achieve switching of working modes.

[0060] The PTO output shaft 10 is directly connected to the inner rotor 5, transmitting the power of the diesel engine flywheel to the output shaft (PTO output shaft 10) to provide rotational power to agricultural implements, such as rotary tillers and seeders.

[0061] The gearbox 11 connects the outer rotor 6 to the rear axle (tractor rear axle 12), and can be a two-speed or multi-speed gearbox. The shifting mechanism can adopt the form of a meshing sleeve, synchronizer, wet clutch, etc., to adapt to the speed requirements under different working conditions. It also has a four-drive shaft interface (generally located below the gearbox, where rotational power is transmitted to the four-drive shaft interface via the gear set inside the gearbox; this interface is flange-type, and the four-drive shaft can be connected via flange and bolts to transmit power to the front axle. The four-drive shaft is optional depending on the tractor configuration; if four-drive function is required, the four-drive shaft is installed and connected to the front axle; if four-drive function is not required, the four-drive shaft interface is left empty). This allows for the transmission of power from the four-drive shaft to the front axle.

[0062] The tractor rear axle 12 connects the multi-speed gearbox (gearbox 11) and the rear drive wheel (wheel 13), and has a built-in differential and wheel-side planetary reducer.

[0063] Wheel 13 is the drive wheel.

[0064] Charging socket 14 is a DC or AC charging socket.

[0065] Introduction to the structure of a dual-rotor motor: A dual-rotor motor is a new type of motor structure with two coaxial rotors. Its core feature is that it achieves efficient energy conversion through the coordinated movement of the inner and outer rotors.

[0066] The outermost stator 7 is a toroidal iron core made of stacked silicon steel sheets, with three-phase windings wound on its surface. It is connected to the DC power supply (power battery 3) through the motor controller 4. The stator 7 is fixed to the motor housing 8 and does not participate in rotation; its function is to generate an alternating magnetic field.

[0067] The outer rotor 6 is a permanent magnet rotor, coaxially arranged with the inner rotor 5. The inner and outer sides of the outer rotor 6 are uniformly inlaid with radially magnetized permanent magnets. The outer rotor 6 is connected to the motor shaft through bearings and can rotate around the stator 7.

[0068] The innermost inner rotor 5 is coaxially arranged with the outer rotor 6. The front end is connected to the diesel engine 1 and the rear end is connected to the PTO output shaft 10. It has a squirrel-cage winding. The three-phase distributed winding of the inner rotor 5 is led out through slip rings and connected to the DC power supply (power battery 3) through the motor controller 4. The inner rotor 5 is also fixed on the motor shaft by bearings and can rotate independently of the outer rotor 6.

[0069] Working principle of a dual-rotor motor: The outer rotor 6 and the stator 7 form a drive motor. When alternating current is applied to the stator windings, a rotating magnetic field is generated. This magnetic field acts on the permanent magnets on the outer side of the outer rotor 6, driving the outer rotor 6 to rotate. Then, the outer rotor 6 is connected to the gearbox 11 through a reduction gear to drive the walking system.

[0070] The inner rotor 5 and the outer rotor 6 form a generator. The inner rotor 5 is connected to the diesel engine 1 and rotates at the same speed as the diesel engine 1, typically maintained at the diesel engine 1's optimal fuel consumption speed (generally 1500-1800 rpm). The outer rotor 6 is a high-speed motor (rated speed generally 5000-10000 rpm). Utilizing the speed difference between the inner rotor 5 and the outer rotor 6, the inner rotor windings cut the magnetic field generated by the permanent magnets on the inner side of the outer rotor 6 to produce alternating current (AC). This AC current is then transmitted to the motor controller 4 through the windings of the inner rotor 5, and the motor controller 4 converts the AC current into direct current (DC).

[0071] 1. By integrating the inner and outer rotors, space optimization is achieved, resulting in an extremely compact axial dimension structure of the transmission system with excellent layout, thus solving the problem of large axial dimensions in tractor hybrid power systems.

[0072] 2. Multiple operating modes, high energy efficiency, and significant fuel savings. The decoupling and synergy of "driving drive, PTO output, and power generation" ensure the diesel engine always operates in its high-efficiency range, while also supporting energy recovery and external charging, thus improving overall energy efficiency.

[0073] 3. The integrated motor housing serves as a load-bearing beam. It not only protects the internal components but also acts as the tractor's main load-bearing beam, simplifying the overall vehicle structure and improving rigidity and integration.

[0074] In addition, this utility model also provides a tractor, including the above-mentioned dual-rotor motor hybrid powertrain.

[0075] like Figure 2 As shown, this utility model also provides a control method for a dual-rotor motor hybrid powertrain. Based on the above-mentioned dual-rotor motor hybrid powertrain, the control method for the dual-rotor motor hybrid powertrain includes: S1, receiving an enable signal from a tractor and a multi-operating mode collaborative control strategy; S2, generating an operating mode command adapted to the enable signal according to the enable signal and the multi-operating mode collaborative control strategy; S3, controlling the diesel engine 1, the dual-rotor motor, the generator clutch 2, the motor controller 4, and the PTO clutch 9 according to the operating mode command adapted to the enable signal.

[0076] The beneficial effects of adopting this utility model's technical solution are: the diesel engine's operating speed is stabilized within the optimal fuel consumption range, which is conducive to reducing fuel consumption. The generator clutch is used to control the engagement and disengagement of power transmission, realizing the switching of working modes. The PTO clutch is used to control the engagement and disengagement of the PTO output shaft, realizing the switching of working modes. The PTO output shaft is directly connected to the dual-rotor motor, transmitting the power of the diesel engine flywheel to the PTO output shaft, providing rotational power to the agricultural implements. The wheels are drive wheels. Through integrated design, the generator and drive motor are combined into a dual-rotor structure, achieving efficient diesel engine operation, multiple energy management modes, and a compact layout. This solution is particularly suitable for agricultural vehicles such as tractors, effectively reducing fuel consumption, emissions, and improving overall machine performance. It features a compact structure, high energy efficiency, and strong adaptability to working conditions. It achieves decoupling and coordination between driving and agricultural implement power output. By coaxially integrating the generator and drive motor into a single unit, space optimization is achieved through inner and outer layer arrangement, resulting in an extremely compact structure with excellent layout, solving the problem of large axial dimensions in tractor hybrid power systems. It is suitable for space-constrained vehicles such as tractors. The dual-rotor motor powertrain connects the diesel engine and the PTO shaft via dual clutches, achieving decoupling and coordination of driving, PTO output, and power generation.

[0077] Furthermore, the enabling signals of the tractor include: throttle enabling signal, PTO enabling signal, travel power demand, and power battery SOC.

[0078] The beneficial effects of adopting the above-mentioned further technical solutions are: comprehensive analysis of multiple enabling signals improves accuracy. This facilitates accurate analysis of the tractor's enabling signals, improving stability and reliability.

[0079] Furthermore, the multi-mode collaborative control strategy includes: when the throttle signal is on and the PTO signal is off, determining whether the actual throttle opening is not less than a first preset value and whether the actual driving power demand is not less than a second preset value; when the actual throttle opening is less than the first preset value and the actual driving power demand is less than the second preset value, generating a pure electric driving mode command; when the actual throttle opening is not less than the first preset value or the actual driving power demand is not less than the second preset value, determining whether the actual power battery SOC is less than a third preset value; when the actual power battery SOC is less than the third preset value, generating a series charging driving mode command; when the actual power battery SOC is not less than the third preset value, determining whether the actual driving power demand is greater than a fourth preset value; when the actual driving power demand is less than the third preset value, generating a series charging driving mode command; when the actual power battery SOC is not less than the third preset value, determining whether the actual driving power demand is greater than a fourth preset value; when the actual driving power demand is less than the third preset value, generating a series charging driving mode command. When the required power is not greater than the fourth preset value, a series driving mode command is generated; when the actual driving power demand is greater than the fourth preset value, a high-load series driving mode command is generated; when the throttle signal is off and the PTO signal is on, it is determined whether the actual power battery SOC is not less than the third preset value; when the actual power battery SOC is not less than the third preset value, a PTO mode command is generated; when the actual power battery SOC is less than the third preset value, a charging PTO mode command is generated; when the throttle signal is on and the PTO signal is on, it is determined whether the actual power battery SOC is not less than the third preset value; when the actual power battery SOC is not less than the third preset value, a series hybrid mode command is generated; when the actual power battery SOC is less than the third preset value, a series charging hybrid mode command is generated.

[0080] The beneficial effects of adopting the above-mentioned further technical solutions are: multiple operating modes and high energy efficiency. A dual-clutch-dual-rotor-battery collaborative control strategy has been developed, enabling seamless switching between multiple operating modes, with multiple control strategies centrally controlled by the VCU. It can meet the needs of all scenarios, including short-distance relocation, heavy-duty tillage, light-duty sowing, and downhill braking. Through multi-mode design, the diesel engine speed is adjusted in real time via the VCU or ECU, ensuring the diesel engine always operates in its high-efficiency range. Simultaneously, it supports energy recovery and external charging, improving overall energy efficiency.

[0081] Figure 3 In the process, 1. The tractor starts. 2. The VCU reads the throttle enable signal and the PTO enable signal. 3. When the throttle signal is on and the PTO signal is off, the VCU determines whether the throttle opening is ≥50% or whether the required power for travel is ≥30% of the rated power of the travel motor. 31. If no, pure electric travel mode. 32. If yes, the VCU determines whether the SOC of the power battery is ≥ the power preservation threshold. 321. If yes, it determines whether the required power for travel is > the rated power of the travel motor. 3211. If no, series travel mode. 3212. If yes, high-load series travel mode. After step 32, the following is included: 322. If no, series charging travel mode.

[0082] Step 2 is followed by: 4. When the throttle signal is off and the PTO signal is on, the VCU determines whether the SOC of the power battery is greater than or equal to the charge protection threshold. 41. If yes, PTO mode; if no, charging PTO mode.

[0083] Step 2 is followed by: 5. When the throttle signal is on and the PTO signal is on, the VCU determines whether the SOC of the power battery is greater than or equal to the power preservation threshold. 51. If yes, series hybrid mode. 52. If no, series charging hybrid mode.

[0084] Further, the first preset value is 50% throttle opening, and the second preset value is 30% of the rated power of the travel motor; wherein, the travel motor includes an outer rotor, and the generator motor includes an inner rotor; the third preset value is the power preservation threshold, and the fourth preset value is the rated power of the travel motor; the multi-working-mode collaborative control strategy includes: generating an energy recovery mode command when braking or going downhill; generating a diesel engine start mode command when the diesel engine starts; in step S3, according to the pure electric travel mode command, controlling the diesel engine 1 to not work, the generator clutch 2 to disengage, and the PTO clutch 9 to disengage, the power battery supplies power to the motor controller 4 to drive the outer rotor to rotate, and the outer rotor drives the wheels through the gearbox; according to the series travel mode... According to the command for the series charging travel mode, the diesel engine 1 is controlled to operate within a preset speed range, the generator clutch 2 is engaged, and the PTO clutch 9 is disengaged, driving the inner rotor to generate electricity. The electrical energy generated by the inner rotor directly drives the outer rotor to rotate, and the outer rotor drives the wheels through the gearbox. According to the command for the series charging travel mode, the diesel engine 1 is controlled to operate within a preset speed range, the generator clutch 2 is engaged, and the PTO clutch 9 is disengaged, driving the inner rotor to generate electricity. The electrical energy generated by the inner rotor drives the outer rotor to rotate, and the outer rotor drives the wheels through the gearbox. The remaining electrical energy is stored in the power battery until the power battery's SOC reaches 100%. According to the command for the high-load series travel mode, the diesel engine 1 is controlled to operate within a preset speed range, the generator clutch 2 is engaged, and the PTO clutch 9 is disengaged. 9. When the power battery is disconnected, it supplies power to the motor controller 4 to drive the outer rotor to rotate. Simultaneously, the electrical energy generated by the inner rotor drives the outer rotor to rotate, and the outer rotor drives the wheels through the gearbox. According to the PTO mode command, the diesel engine 1 is controlled to work, the generator clutch 2 is engaged, and the PTO clutch 9 is engaged. The diesel engine 1 directly drives the PTO output shaft 10 to rotate through the inner rotor 5. According to the charging PTO mode command, the diesel engine 1 is controlled to work, the generator clutch 2 is engaged, and the PTO clutch 9 is engaged. The diesel engine 1 directly drives the PTO output shaft 10 to rotate through the inner rotor 5. The inner rotor 5 generates electricity to charge the power battery until the power battery SOC reaches 100%. According to the series hybrid mode command, the diesel engine 1 is controlled to work at the pre- The system operates within a preset speed range, with generator clutch 2 and PTO clutch 9 engaged. This drives the inner rotor to generate electricity, which directly drives the outer rotor to rotate. The outer rotor then drives the wheels via the gearbox. Simultaneously, the inner rotor directly drives the PTO output shaft 10 to rotate via PTO clutch 9. According to the series charging hybrid mode command, the diesel engine 1 operates within a preset speed range, with generator clutch 2 and PTO clutch 9 engaged. This drives the inner rotor to generate electricity, which directly drives the outer rotor to rotate. The outer rotor then drives the wheels via the gearbox. Simultaneously, the inner rotor directly drives the PTO output shaft 10 to rotate via PTO clutch 9. Remaining electrical energy is stored in the power battery until the power battery reaches 100% SOC.According to the energy recovery mode command, the generator clutch 2 and PTO clutch 9 are disengaged, allowing the outer rotor to operate as a generator, converting kinetic energy into electrical energy, which is then stored in the power battery via the motor controller. According to the diesel engine starting mode command, the generator clutch 2 is engaged and the PTO clutch 9 is disengaged, allowing the inner rotor to act as a starter, controlling the power battery's electrical energy to drive the diesel engine flywheel in reverse, achieving rapid starting.

[0085] The beneficial effects of adopting the above-mentioned further technical solutions are: multiple operating modes and high energy efficiency. A dual-clutch-dual-rotor-battery collaborative control strategy is developed, enabling seamless switching between multiple operating modes, with multiple control strategies integrated through the VCU. It can meet the needs of all scenarios, including short-distance relocation, heavy-duty tillage, light-duty sowing, and downhill braking. Through multi-mode design, the diesel engine speed is adjusted in real time via the VCU or ECU, ensuring the diesel engine always operates in its high-efficiency range. It also supports energy recovery and external charging, improving overall energy efficiency. The diesel engine's operating speed is stabilized within the optimal fuel consumption range, which helps reduce fuel consumption. The motor controller, as the core of the powertrain, receives electrical energy generated by the inner rotor and distributes it to the outer rotor drive motor or power battery. It also supports bidirectional energy flow, realizing drive, charging, and recovery functions. During braking or downhill driving, the outer rotor operates as a generator, converting kinetic energy into electrical energy, which is stored in the battery through the motor controller. In diesel engine starting mode, the inner rotor acts as a starter, using battery power to reverse-drive the diesel engine flywheel, resulting in high starting torque and rapid starting.

[0086] Figure 4 In the pure electric driving mode, the diesel engine 1 is turned off, the power battery 3 is discharged, the generator clutch 2 is disengaged, the PTO clutch 9 is disengaged, the inner rotor 5 is turned off, and the outer rotor 6 is driven.

[0087] When the working mode is the series travel mode, the diesel engine 1 is turned on, the power battery 3 is turned off, the generator clutch 2 is engaged, the PTO clutch 9 is disengaged, the inner rotor 5 generates electricity, and the outer rotor 6 drives the engine.

[0088] When the working mode is series charging and walking mode, the diesel engine 1 is turned on, the power battery 3 is charged, the generator clutch 2 is engaged, the PTO clutch 9 is disengaged, the inner rotor 5 generates electricity, and the outer rotor 6 is driven.

[0089] When the working mode is the heavy load series travel mode, the diesel engine 1 is turned on, the power battery 3 is discharged, the generator clutch 2 is engaged, the PTO clutch 9 is disengaged, the inner rotor 5 generates electricity, and the outer rotor 6 is driven.

[0090] When the working mode is PTO mode, diesel engine 1 is on, power battery 3 is off, generator clutch 2 is engaged, PTO clutch 9 is engaged, inner rotor 5 is off, and outer rotor 6 is off.

[0091] When the working mode is PTO charging mode, diesel engine 1 is turned on, power battery 3 is charged, generator clutch 2 is engaged, PTO clutch 9 is engaged, inner rotor 5 generates electricity, and outer rotor 6 is turned off.

[0092] When the working mode is series hybrid mode, the diesel engine 1 is turned on, the power battery 3 is turned off, the generator clutch 2 is engaged, the PTO clutch 9 is engaged, the inner rotor 5 generates electricity, and the outer rotor 6 drives the generator.

[0093] When the working mode is series charging hybrid mode, the diesel engine 1 is turned on, the power battery 3 is charged, the generator clutch 2 is engaged, the PTO clutch 9 is engaged, the inner rotor 5 generates electricity, and the outer rotor 6 is driven.

[0094] When the working mode is energy recovery mode, diesel engine 1 is turned off, power battery 3 is charged, generator clutch 2 is disengaged, PTO clutch 9 is disengaged, inner rotor 5 is turned off, and outer rotor 6 generates electricity.

[0095] When the working mode is diesel engine start mode, diesel engine 1 is turned on, power battery 3 is discharged, generator clutch 2 is engaged, PTO clutch 9 is disengaged, inner rotor 5 is driven, and outer rotor 6 is closed.

[0096] Operating Mode Introduction: The powertrain (dual-rotor motor hybrid powertrain) is based on electric energy management and enables multiple operating modes: Pure electric driving mode: Driving operation is in progress, PTO is not engaged, and the VCU determines that the throttle opening is <50% and the driving power demand is <30% of the rated power of the driving motor (external rotor drive motor). Both generator clutch 2 and PTO clutch 9 are disengaged, and diesel engine 1 is not operating. Power battery 3 supplies power to motor controller 4, driving the external rotor motor 6, which in turn drives the wheels 13 via gearbox 11. Suitable for short-term operating conditions such as low-speed starts and temporary transfers.

[0097] Series Walking Mode: Walking operation is active, PTO is inactive. The VCU determines that the throttle opening is ≥50% or the walking power demand is ≥30% of the rated power of the walking motor (outer rotor drive motor). Generator clutch 2 engages, PTO clutch 9 disengages, and diesel engine 1 operates in its optimal fuel consumption speed range. Because diesel engine 1 is not directly connected to the walking system in this hybrid solution, its speed is independent of vehicle speed, so the VCU can set it to operate at a fixed speed. The optimal fuel consumption speed range is determined based on the universal characteristics of each diesel engine. Generally, agricultural diesel engines operate at their optimal fuel consumption speed of 1500-1800 rpm, where fuel consumption is lowest for the same power output. The inner rotor 5 generates electricity, which is then transmitted to the motor controller 4. The motor controller 4 is connected to the inner rotor generator, outer rotor drive motor, and power battery via a high-voltage wiring harness. The motor controller 4 adopts a multi-in-one architecture, including both a generator controller and a drive motor controller. The core of the controller is a bidirectional inverter IGBT module, composed of multiple IGBT power transistors forming a full-bridge topology, which uses PWM modulation to achieve bidirectional conversion between DC and three-phase AC power. For example, during power generation, the alternating current (AC) generated by the motor is rectified into direct current (DC) to power the drive motor or battery. During driving, the rectified DC power from the generator or battery is inverted into AC power to drive the motor. It can directly power an external rotor drive motor.

[0098] If the SOC of the power battery is high, the VCU determines that when the SOC of the power battery is greater than or equal to the power protection threshold, the output power of the diesel engine = the power generated by the generator = the power of the drive motor. Series charging travel mode: When traveling, PTO is not working. VCU determines that the throttle opening is ≥50% or the travel power demand is ≥30% of the travel motor's rated power. Generator clutch 2 is engaged, PTO clutch 9 is disengaged, and diesel engine 1 operates in the optimal fuel consumption speed range.

[0099] If the SOC of the power battery is low, the VCU determines that when the SOC of the power battery is less than the power reserve threshold (the power reserve threshold is adjusted by the system based on the tractor's operating conditions and load power. For example, for heavy-duty tractors engaged in heavy-load operations such as tilling (working load power ≥ 50% of the tractor's rated power), the power battery SOC power reserve threshold is set to 60% to prevent the battery from rapidly losing power due to high speed and high energy consumption; for light-load operations such as transporting medium and small tractors (working load power < 50% of the tractor's rated power), the power battery SOC power reserve threshold is set to 40%). In this case, the VCU controls the diesel engine and generator to increase their power. At this time, the diesel engine output power equals the generator power, and the generator power equals the drive motor power plus the power battery charging power. Excess energy is stored in power battery 3 until the SOC of power battery 3 reaches 100%.

[0100] High-load series walking mode: When walking is in operation, PTO is not in operation. The VCU determines that the power battery SOC is greater than the power protection threshold and the walking power demand is greater than the walking motor rated power. The generator clutch 2 is engaged, the PTO clutch 9 is disengaged, and the diesel engine 1 operates in the optimal fuel consumption speed range.

[0101] The active discharge of the power battery 3 and the electrical energy generated by the generator simultaneously drive the external rotor drive motor. After the currents are added together, the drive motor (external rotor drive motor) can temporarily achieve peak power operation for 1 minute, which can help the tractor overcome instantaneous large resistance, such as crossing ditches and bumps. At this time, the diesel engine output power = generator power, and the drive motor power = generator power + power battery discharge power.

[0102] PTO mode: PTO is active, travel is not active. Both generator clutch 2 and PTO clutch 9 are engaged. The diesel engine flywheel directly drives the PTO output shaft 10 through the inner rotor 5, providing power to the agricultural implements. At this time, the outer rotor 6 is stopped.

[0103] If the SOC of the power battery 3 is high, the VCU determines that when the SOC of the power battery is greater than or equal to the power protection threshold, the diesel engine 1 only provides power for the PTO output, and the inner rotor 5 only serves as a drive shaft and does not generate electricity. At this time, the output power of the diesel engine 1 is equal to the output power of the PTO.

[0104] Charging PTO mode: PTO is working, walking is not working. Both generator clutch 2 and PTO clutch 9 are engaged. The diesel engine flywheel directly drives the PTO shaft (PTO output shaft 10) through the inner rotor 5, providing power to the agricultural implement. At this time, the outer rotor 6 is stopped.

[0105] If the SOC of the power battery 3 is low, the VCU determines that when the SOC of the power battery 3 is less than the power protection threshold, it controls the diesel engine 1 and the generator to increase the power. At this time, the inner rotor 5 starts the power generation function to charge the power battery 3. At this time, the output power of the diesel engine = the power generation power of the generator + the output power of the PTO; the power generation power of the generator = the charging power of the power battery.

[0106] Series hybrid mode: Traveling and PTO operate simultaneously, with both generator clutch 2 and PTO clutch 9 engaged. Diesel engine 1 operates at its optimal speed range, driving inner rotor 5 to generate electricity. The electrical energy is directly supplied to the outer rotor drive motor via the controller (motor controller 4). Simultaneously, inner rotor 5 directly drives the PTO shaft (PTO output shaft 10) via PTO clutch 9, providing power to the agricultural implements.

[0107] If the SOC of the power battery is high, the VCU determines that when the SOC of the power battery is greater than or equal to the power preservation threshold, the diesel engine output power = generator power + PTO output power, and the generator power = drive motor power. Series charging hybrid mode: Walking and PTO work simultaneously, with both generator clutch 2 and PTO clutch 9 engaged. Diesel engine 1 operates in its optimal speed range, driving inner rotor 5 to generate electricity. The electrical energy is directly supplied to the outer rotor drive motor via the controller (motor controller 4). At the same time, inner rotor 5 directly drives the PTO shaft (PTO output shaft 10) through PTO clutch 9, providing power to the agricultural implements.

[0108] If the SOC of the power battery is low, the VCU determines that when the SOC of the power battery is less than the power reserve threshold, the inner rotor 5 generates electricity to charge the power battery 3. The VCU controls the diesel engine 1 and the generator to increase power. At this time, the diesel engine output power = generator power + PTO output power, and the generator power = drive motor power + power battery charging power. Excess energy and remaining electrical energy are stored in the power battery 3.

[0109] Energy recovery mode: During braking or downhill driving, the outer rotor 6 operates as a generator, converting kinetic energy into electrical energy, which is stored in the battery (power battery 3) via the motor controller 4. Both the generator clutch 2 and the PTO clutch 9 are disengaged.

[0110] Diesel engine starting mode: The internal rotor 5 acts as the starter, using the battery (power battery 3) to reverse-drive the diesel engine flywheel, resulting in high starting torque and rapid starting. The generator clutch 2 is engaged, and the PTO clutch 9 is disengaged.

[0111] 1. Dual-rotor motor integrated design. The generator (inner rotor) and drive motor (outer rotor) are coaxially integrated into a single unit. Space optimization is achieved through the arrangement of inner and outer layers, resulting in an extremely compact structure with excellent layout, solving the problem of large axial dimensions in tractor hybrid power systems. This is the core structural innovation of this invention, particularly suitable for space-constrained vehicles such as tractors.

[0112] 2. The dual-rotor motor powertrain connects the diesel engine and the PTO shaft respectively through dual clutches, realizing the decoupling and coordination of "driving drive, PTO output, and power generation".

[0113] 3. Multiple operating modes and high energy efficiency. A collaborative control strategy of "dual clutch-dual rotor-battery" has been developed, enabling seamless switching between multiple operating modes. The multiple control strategies (multiple operating mode collaborative control strategies) are the aforementioned operating modes, controlled holistically by the VCU. It can meet the needs of all scenarios, including "short-distance migration, heavy-load tillage, light-load sowing, and downhill braking." Through multi-mode design, the diesel engine speed is adjusted in real-time via the VCU or ECU (locking the optimal fuel consumption zone; because the diesel engine in this hybrid system is not directly connected to the walking system, its speed is independent of vehicle speed, so a fixed operating speed can be set via the VCU. The optimal fuel consumption speed zone is determined based on the universal characteristics of each diesel engine; generally, agricultural diesel engines operate at their optimal fuel consumption speed of 1500-1800 rpm, where fuel consumption is lowest for the same power output). The diesel engine always operates in the high-efficiency zone, while also supporting energy recovery and external charging, improving overall energy efficiency.

[0114] 4. The motor housing serves as a load-bearing beam. The motor housing is made of a one-piece high-strength iron or steel structure, which not only protects the internal components but also acts as the main load-bearing beam of the tractor, simplifying the overall vehicle structure and improving rigidity and integration.

[0115] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although the utility model 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 utility model.

Claims

1. A dual-rotor motor hybrid powertrain, characterized in that, include: The components include a diesel engine (1), a dual-rotor motor, a generator clutch (2), a power battery (3), a motor controller (4), a PTO clutch (9), a PTO output shaft (10), a gearbox (11), a tractor rear axle (12), and wheels (13). The diesel engine (1) is connected to the dual-rotor motor via the generator clutch (2). The dual-rotor motor is electrically connected to the motor controller (4). The motor controller (4) is electrically connected to the power battery (3). The dual-rotor motor is connected to the PTO output shaft (10) via the PTO clutch (9). The dual-rotor motor is connected to the gearbox (11). The gearbox (11) is connected to the tractor rear axle (12). The tractor rear axle (12) is connected to the wheels (13).

2. The dual-rotor motor hybrid powertrain according to claim 1, characterized in that, The dual-rotor motor includes an inner rotor (5), an outer rotor (6), a stator (7), and a motor housing (8). The outer rotor (6) is sleeved around the outer side of the inner rotor (5), and the stator (7) is sleeved around the outer side of the outer rotor (6). The inner rotor (5) and the outer rotor (6) are rotatably mounted in the motor housing (8). The stator (7) is fixedly mounted inside the motor housing (8). The inner rotor (5) is connected to the diesel engine (1) and the PTO output shaft (10) respectively through the generator clutch (2) and the PTO clutch (9). The stator (7) is electrically connected to the motor controller (4). The motor housing (8) is fixedly connected to the diesel engine (1) and the gearbox (11) respectively.

3. A dual-rotor motor hybrid powertrain according to claim 2, characterized in that, The inner rotor (5) and the outer rotor (6) are coaxially arranged; the stator (7) is an annular iron core made of stacked silicon steel sheets, and the surface of the stator (7) is wound with three-phase windings; the outer rotor (6) is a permanent magnet rotor, and the outer rotor (6) is a permanent magnet with radially magnetized permanent magnets uniformly embedded on the inner and outer sides; the inner rotor (5) is provided with a squirrel cage winding.

4. A dual-rotor motor hybrid powertrain according to claim 2, characterized in that, One end of the inner rotor (5) is connected to the flywheel of the diesel engine (1) via the generator clutch (2), and the other end of the inner rotor (5) is connected to the PTO output shaft (10) via the PTO clutch (9); the outer rotor (6) is connected to the gearbox (11) via gears.

5. A dual-rotor motor hybrid powertrain according to claim 4, characterized in that, The motor housing (8) is an integrally formed structure, and the material of the motor housing (8) is metal; one end of the motor housing (8) is fixedly connected to the flywheel housing of the diesel engine (1), and the other end of the motor housing (8) is fixedly connected to the housing of the gearbox (11).

6. A dual-rotor motor hybrid powertrain according to claim 2, characterized in that, The rated speed range of the outer rotor (6) is 5000-10000 rpm.

7. A dual-rotor motor hybrid powertrain according to claim 1, characterized in that, The generator clutch (2) and the PTO clutch (9) are either dry clutches or wet clutches.

8. A dual-rotor motor hybrid powertrain according to claim 1, characterized in that, The power battery (3) is made of lithium iron phosphate or ternary lithium; the power battery (3) is connected to a charging socket (14).

9. A dual-rotor motor hybrid powertrain according to claim 1, characterized in that, The gearbox (11) is a two-speed gearbox or a multi-speed gearbox; the gearbox (11) is provided with a shifting mechanism, which is a meshing sleeve, a synchronizer or a wet clutch; the gearbox (11) is provided with a four-drive shaft interface; the tractor rear axle (12) is equipped with a differential and a wheel-side planetary reducer.

10. A tractor, characterized in that, The invention includes a dual-rotor motor hybrid powertrain as described in any one of claims 1 to 9.

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