Hybrid drive system

Abstract

Hybrid drive system comprising: a twin-rotor motor (100), wherein the twin-rotor motor (100) comprises a first motor unit (1) and a second motor unit (2), the first motor unit (1) comprising a first stator (11) and an inner rotor (12), the inner rotor (12) being arranged on a radial inside of the first stator (11), the second motor unit (2) being arranged on a radial outside of the first motor unit (1), the second motor unit (2) comprising a second stator (21) and an outer rotor (22), the outer rotor (22) being arranged on a radial outside of the second stator (21); a first shaft (3), the first shaft (3) being connected to the inner rotor (12), the first shaft (3) being located on the radial inside of the inner rotor (12);and a second shaft (4), wherein the second shaft (4) is connected to the outer rotor (22), wherein the second shaft (4) is mounted on the radial outside of the first shaft (3), wherein the first shaft (3) and the second shaft (4) are arranged coaxially, wherein a first support bearing for the second shaft (41) is arranged at an axial end section of the second shaft (4) in a radial space between the inner rotor (12) and the second shaft (4), wherein a first intermediate shaft support bearing (32) is arranged in the radial space between the first shaft (3) and the second shaft (4).

Description

TECHNICAL AREA The present application relates to the field of hybrid drive vehicles, in particular a hybrid drive system. BACKGROUND OF THE INVENTION In CN114761265A, a drive unit and a drive assembly are developed that provide weak support for the rotor shaft, with the need to improve the stiffness of the rotor shaft. CONTENTS OF THE INSTRUCTION MANUAL The purpose of the present application is to develop a hybrid drive system so that the rotor of the motor can have better structural stiffness. The embodiments of the present application develop a hybrid drive system comprising the following: a twin-rotor motor, wherein the twin-rotor motor comprises a first motor unit and a second motor unit, the first motor unit comprising a first stator and an inner rotor, the inner rotor being arranged on a radial inside of the first stator, the second motor unit being arranged on a radial outside of the first motor unit, the second motor unit comprising a second stator and an outer rotor, the outer rotor being arranged on a radial outside of the second stator; a first shaft, wherein the first shaft is connected to the inner rotor, the first shaft being located on the radial inside of the inner rotor;and a second shaft, wherein the second shaft is connected to the outer rotor, wherein the second shaft is mounted on the radial outside of the first shaft, wherein the first shaft and the second shaft are arranged coaxially, wherein a first support bearing for the second shaft is arranged at an axial end section of the second shaft in a radial space between the inner rotor and the second shaft, wherein a first intermediate shaft support bearing is arranged in the radial space between the first shaft and the second shaft. In at least one possible embodiment, a second intermediate shaft support bearing is arranged at another axial end section of the second shaft in the radial space between the first shaft and the second shaft. In at least one possible embodiment, the first shaft is supported on a housing of the hybrid drive system via a support bearing for the first shaft, wherein the support bearing for the first shaft is mounted on the first shaft, with the support bearing for the first shaft and the second intermediate shaft support bearing each being located in areas at the two axial ends of the first shaft. In at least one possible embodiment, the hybrid drive system further comprises an inner rotor carrier, wherein the inner rotor carrier connects the inner rotor and the first shaft at an axial side of the first shaft in a drive-like manner, wherein the second shaft extends to a radial inner side of an outer circumferential section of the inner rotor carrier, wherein the first support bearing for the second shaft is arranged between the outer circumferential section of the inner rotor carrier and an axial lateral end of the second shaft. In at least one possible embodiment, the hybrid drive system further comprises a second support bearing for the second shaft, wherein the first support bearing for the second shaft is located on an axial side of the second support bearing for the second shaft, and wherein the second support bearing for the second shaft is mounted on another axial side of the inner rotor on the radial outside of the second shaft. In at least one possible embodiment, the hybrid drive system further comprises an outer rotor carrier, wherein the outer rotor carrier is supported on the housing of the hybrid drive system via a bearing for the outer rotor carrier, wherein the bearing for the outer rotor carrier is mounted on the radial outside at another axial lateral end of the outer rotor carrier. In at least one possible embodiment, the hybrid drive system further comprises: an internal combustion engine; a differential; a first transmission stage, wherein an output end of the internal combustion engine is connected to the first shaft via the first transmission stage; a central shaft, wherein the central shaft and the first shaft are parallel to each other; a second transmission stage, wherein the second shaft is connected to the central shaft via the second transmission stage; and a third transmission stage, wherein the central shaft is connected to the differential via the third transmission stage. In at least one possible embodiment, a stator yoke of the first stator and a stator yoke of the second stator share a stator iron core; wherein the first stator and the second stator have the same axial length and are in the same position in an axial direction of the hybrid drive system, the second stator completely covering the first stator when viewed along a radial direction of the hybrid drive system. In at least one possible embodiment, the hybrid drive system further comprises a clutch, wherein the clutch is configured to control a first gear of the first gear stage in such a way that it is rotationally fixed to the second shaft or is independent of it. In at least one possible embodiment, the coupling is located in the axial direction of the hybrid drive system between the first gear stage and the second gear stage. By applying the above technical solution, the second shaft is effectively supported and exhibits improved structural stiffness by arranging a first support bearing for the second shaft in a radial space between the inner rotor and the second shaft, and by arranging a first intermediate shaft support bearing between the first shaft and the second shaft. FIGURE DESCRIPTION Fig. 1 shows a schematic representation of the structure of the hybrid drive system according to a first embodiment of the present application. Fig. 2 shows a schematic representation of the structure of the hybrid drive system according to a second embodiment of the present application. DETAILED DESIGNS To more clearly illustrate the above-mentioned purposes, features, and advantages of the present application, the specific embodiments of the present application are described in detail herein with reference to the accompanying drawings. In addition to the various embodiments described in this part, the present application can also be implemented in other ways, and without infringing the spirit of the present application, the person skilled in the art can make corresponding improvements, modifications, and substitutions, so that the present application is not limited to the specific embodiments disclosed in this part. The scope of protection of the present application is therefore governed by the claims. (The first embodiment) As shown in Fig. 1, a first embodiment of the present application develops a hybrid drive vehicle comprising a hybrid drive system for driving wheels or for recovering power from the wheels. The hybrid drive vehicle can be an extended-range electric vehicle (REEV). The hybrid drive system includes a twin rotor motor 100, an internal combustion engine 200, a first shaft 3, a second shaft 4, a middle shaft 5, a first gear stage 6, a second gear stage 7, a third gear stage 8, a damper 300 and a differential 400. The twin-rotor motor 100 comprises a first motor unit 1 and a second motor unit 2, wherein the second motor unit 2 can be arranged on a radial outside of the first motor unit 1, and wherein the first motor unit 1 and the second motor unit 2 are arranged coaxially. The first motor unit 1 comprises a first stator 11 and an inner rotor 12, wherein the inner rotor 12 can be arranged on the radial inside of the first stator 11, while the second motor unit 2 comprises a second stator 21 and an outer rotor 22, wherein the outer rotor 22 can be arranged on the radial outside of the second stator 21, and the second stator 21 can be arranged on the radial outside of the first stator 11, and wherein the inner rotor 12 and the outer rotor 22 are arranged coaxially. The stator yoke of the first stator 11 and the stator yoke of the second stator 21 can share a stator iron core, that is, the stator yoke of the first stator 11 and the stator yoke of the second stator 21 can be formed in one piece, which helps to increase the power density of the twin rotor motor 100 and to make the hybrid drive system more compact. The first stator 11 and the second stator 21 have the same axial length and are located in the same position along an axial direction A of the hybrid drive system. The second stator 21 completely covers the first stator 11 when viewed along a radial direction R of the hybrid drive system, which helps to make the twin-rotor motor 100 more compact in the axial direction A and to occupy less space. The inner rotor 12 can be connected to the inner rotor support 13. The inner rotor support 13 can comprise an outer circumferential section extending along the axial direction A and a circumferential direction, and an inner circumferential section extending along the radial direction R and the circumferential direction, the inner circumferential section being connected to the radial inner surface of the outer circumferential section. The inner rotor support 13 is drive-connected (i.e., torque-transmitting) to the inner rotor 12 and the first shaft 3 on an axial side (the left side in Fig. 1), allowing the inner rotor 12 and the first shaft 3 to rotate synchronously. The outer rotor 22 can be connected to the outer rotor carrier 23, and the outer rotor carrier 23 is connected to the second shaft 4. The outer rotor carrier 23 can be installed on the second shaft 4, for example, by a splined connection with an interference fit, so that the second shaft 4 rotates together with the outer rotor carrier 23, and the outer rotor 22 and the second shaft 4 can rotate synchronously. The second shaft 4 can be a hollow shaft, and the second shaft 4 can be mounted on the radial outer surface of the first shaft 3. The first shaft 3 and the second shaft 4 are arranged coaxially. The second shaft 4 can extend to the radial inside of the outer circumferential section of the inner rotor carrier 13, and the first support bearing 41 for the second shaft can be arranged in a radial space between the outer circumferential section of the inner rotor carrier 13 and an axial lateral end of the second shaft 4 (the left side in Fig. 1). In an axial end region of the second shaft 4 (the left side in Fig. 1), a first intermediate shaft support bearing 32 can be arranged in the radial space between the first shaft 3 and the second shaft 4. The first support bearing 41 for the second shaft and the first intermediate shaft support bearing 32 can be located at different positions in the axial direction A. For example, the first intermediate shaft support bearing 32 can be located on the axial side of the first support bearing 41 for the second shaft (the left side in Fig. 1). At one axial end of the first shaft 3 (the left side in Fig. 1), the first shaft 3 can be supported on a housing (not shown) of the hybrid drive system via the support bearing 31 for the first shaft, and the support bearing 31 for the first shaft can be mounted on an axial end of the first shaft 3. In this way, the inner rotor 12 can be supported at its axial end via the support bearing 31 for the first shaft and at its other axial end via the first support bearing 41 for the second shaft, thereby increasing the support stability. In another axial end region of the first shaft 3 (the right side in Fig. 1), a second intermediate shaft support bearing 33 can be arranged in the radial space between the first shaft 3 and the second shaft 4. The support bearing 31 for the first shaft and the second intermediate shaft support bearing 33 are each located in both axial end regions of the first shaft 3. The first shaft 3 is supported by the support bearing 31 for the first shaft and the second intermediate shaft support bearing 33, thereby providing stable support for the first shaft 3. The first intermediate shaft support bearing 32 and the second intermediate shaft support bearing 33 can each be located on the radial inner surfaces of the two axial end sections of the second shaft 4. The output end of the internal combustion engine 200 can be connected to the first shaft 3 via the first gear stage 6, thereby transmitting the power of the internal combustion engine 200 to the first gear stage 6. Optionally, the output end of the internal combustion engine 200 can be connected to the first gear stage 6 via the damper 300. The first gear stage 6 can be a gear pair, and the first gear stage 6 can comprise a ring gear 61 and a first gear 62, wherein the ring gear 61 can be connected to the output end of the internal combustion engine 200 via the damper 300, and wherein the first gear 62 can be connected to the first shaft 3. The middle shaft 5 runs parallel to the first shaft 3 and the middle shaft 5 runs parallel to the second shaft 4. The second gear stage 7 can be arranged between the second shaft 4 and the center shaft 5, so that power can be transmitted from the second shaft 4 to the center shaft 5 via the second gear stage 7. The second gear stage 7 can be a gear pair, and the second gear stage 7 comprises a second gear 71 and a third gear 72. The second gear 71 can be connected to the second shaft 4, and the third gear 72 can be connected to the center shaft 5. The second gear 71 and the third gear 72 mesh with each other, so that power can be transmitted from the second shaft 4 to the center shaft 5 via the second gear stage 7. A second support bearing 42 for the second shaft can be arranged between the housing (not shown) of the hybrid drive system and the second shaft 4, and the second support bearing 42 for the second shaft can be mounted on the radial outside of the second shaft 4. A bearing 43 for the outer rotor carrier can be arranged between the inner circumferential section of the outer rotor carrier 23 and the housing (not shown) of the hybrid drive system. The bearing 43 for the outer rotor carrier can be mounted on the radial outside of the inner circumferential section of the outer rotor carrier 23. The second support bearing 42 for the second shaft and the bearing 43 for the outer rotor carrier can be arranged on an axial side of the second gear 71. The outer rotor 22 is connected to the second shaft 4 via the outer rotor carrier 23, and the second shaft 4 is supported at both its axial ends by a bearing.The second shaft 4 is stably supported, which in turn stably supports the outer rotor support 23 and the outer rotor 22. The third gear stage 8 can be arranged between the center shaft 5 and the differential 400, thereby transmitting power from the center shaft 5 to the differential 400 via the third gear stage 8. The center shaft 5 runs parallel to a half-shaft 401 of the differential 400. The third gear stage 8 can be a gear pair, comprising a fourth gear 81 and a fifth gear 82. The fourth gear 81 can be connected to the center shaft 5, and the fifth gear 82 can be connected to the differential 400, for example, it can be rotationally fixed to the housing of the differential 400. The fourth gear 81 and the fifth gear 82 mesh, so that the rotation and torque of the center shaft 5 can be transmitted to the differential 400 via the third gear stage 8. In the hybrid drive system of the present application, the internal combustion engine 200 can drive the first motor unit 1 via the first gear stage 6 to generate electricity, and the second motor unit 2 can transmit the power via the second gear stage 7 and the third gear stage 8 to the differential 400 to drive the wheels. The hybrid drive system used by extended-range electric vehicles (REEVs) does not require a clutch, is therefore more cost-effective, lighter, and has no power loss caused by clutch resistance, thus increasing the electric drive power and efficiency, and simplifying system control. (The second embodiment) As shown in Fig. 2, a second embodiment of the present application develops a hybrid drive vehicle comprising a hybrid drive system for driving wheels or for recovering power from the wheels. A hybrid drive vehicle can be a plug-in hybrid electric vehicle (PHEV). The hybrid drive system includes a twin rotor motor 100, an internal combustion engine 200, a first shaft 3, a second shaft 4, a middle shaft 5, a first gear stage 6, a second gear stage 7, a third gear stage 8, a clutch 9, a damper 300 and a differential 400. The hybrid drive system of the second embodiment of the present application has largely the same structure as the hybrid drive system of the first embodiment, uses the same attached markings for parts that are the same or similar in both embodiments, and does not differ in its specific structure. The main difference between the hybrid drive system of the second embodiment of the present application and the hybrid drive system of the first embodiment is that the hybrid drive system of the second embodiment includes a coupling 9. The coupling 9 can control the first gear 62 so that it is rotationally fixed to the second shaft 4 or independent of it. Part of the coupling 9 can be connected to the first shaft 3, and another part of the coupling 9 can be connected to the second shaft 4. Accordingly, the torque transmission path between the inner rotor 12 of the first motor unit 1 and the outer rotor 22 of the second motor unit 2 can be formed or interrupted by means of the coupling 9. When clutch 9 is engaged, power transmission can be achieved between the first shaft 3 (internal combustion engine 200) and the second shaft 4, so that the output end of the internal combustion engine 200 can deliver power and torque to the second shaft 4. When clutch 9 is disengaged, the power transmission between the first shaft 3 (internal combustion engine 200) and the second shaft 4 is interrupted, so that the output end of the internal combustion engine 200 can only deliver power and torque to the first shaft 3. In the axial direction A of the hybrid drive system, the coupling 9 can be located between the first gear stage 6 and the second gear stage 7. This arrangement is advantageous for the bearings belonging to the twin-rotor motor 100, in particular the bearings used to support the second shaft 4. By optimizing the bearing arrangement, the second shaft 4 is stably supported and is strong and durable. It is understood that at least some of the aspects or features of the above embodiments, exemplary embodiments or examples can be combined in a suitable manner. It is understood that in the present application, where the number of parts or components is not expressly limited, the number may be one or more, where more means two or more. In cases where the accompanying drawings and / or the description describe the number of parts or components as a specific number, e.g., two, three, four, etc., this specific number is generally exemplary rather than limiting and may be understood as a plurality, i.e., two or more, which, however, does not mean that the present application excludes the case of a single part. In the present application, terms such as "installed," "mounted," "assembled," "connected," "coupled," "linked," "attached," "involved," "communicating," "conductive," "fastened," and "secured" are to be interpreted broadly, unless expressly stated or limited otherwise. They may, for example, be direct or indirect. Unless otherwise stated or limited, the connection is to be understood in the broadest sense; for example, it may be a fixed connection, a detachable connection, a one-piece connection, a mechanical connection, an electrical connection, or a communication connection; it may be a direct connection or an indirect connection through an intermediary; and it may be internal communication between two elements or an interaction between two elements.With regard to communication / direction, this can refer, for example, to direct communication / direction or to indirect communication / direction via an intermediary. For a competent person, the specific meaning of the above terms in this application is clear. In the present application, unless expressly stated otherwise or limited, the placement of a component within / on / in / contained in / arranged in another component may refer to one of the following two scenarios: Part or most of one component is arranged within the other component; and one component is completely contained within the other component. Although the present application is described in detail with reference to the embodiments described above, it is obvious to the person skilled in the art that the present application is not limited to the embodiments specified in the description. The present application can be modified and implemented as modified embodiments without departing from the subject matter and scope of protection of the present application as defined by the claims. Therefore, the content set forth in the description serves the purpose of providing examples and has no limiting effect on the present application. Reference symbol list 100 Twin-rotor motor 200 Internal combustion engine 300 Damper 400 Differential 401 Half-shaft 1 First motor unit 11 First stator 12 Inner rotor 13 Inner rotor carrier 2 Second motor unit 21 Second stator 22 Outer rotor 23 Outer rotor carrier 3 First shaft 31 Support bearing for the first shaft 32 First intermediate shaft support bearing 33 Second intermediate shaft support bearing 4 Second shaft 41 First support bearing for the second shaft 42 Second support bearing for the second shaft 43 Bearing for the outer rotor carrier 5 Center shaft 6 First gear stage 61 Ring gear 62 First gear 7 Second gear stage 71 Second gear 72 Third gear 8 Third gear stage 81 Fourth gear 82 Fifth gear 9 Clutch A Axial direction R Radial direction QUOTES INCLUDED IN THE DESCRIPTION This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature CN 114761265A

[0002]

Claims

Hybrid drive system comprising: a twin-rotor motor (100), wherein the twin-rotor motor (100) comprises a first motor unit (1) and a second motor unit (2), the first motor unit (1) comprising a first stator (11) and an inner rotor (12), the inner rotor (12) being arranged on a radial inside of the first stator (11), the second motor unit (2) being arranged on a radial outside of the first motor unit (1), the second motor unit (2) comprising a second stator (21) and an outer rotor (22), the outer rotor (22) being arranged on a radial outside of the second stator (21); a first shaft (3), the first shaft (3) being connected to the inner rotor (12), the first shaft (3) being located on the radial inside of the inner rotor (12);and a second shaft (4), wherein the second shaft (4) is connected to the outer rotor (22), wherein the second shaft (4) is mounted on the radial outside of the first shaft (3), wherein the first shaft (3) and the second shaft (4) are arranged coaxially, wherein a first support bearing for the second shaft (41) is arranged at an axial end section of the second shaft (4) in a radial space between the inner rotor (12) and the second shaft (4), wherein a first intermediate shaft support bearing (32) is arranged in the radial space between the first shaft (3) and the second shaft (4). Hybrid drive system according to claim 1, wherein a second intermediate shaft support bearing (33) is arranged at another axial end section of the second shaft (4) in the radial space between the first shaft (3) and the second shaft (4). Hybrid drive system according to claim 2, wherein the first shaft (3) is supported on a housing of the hybrid drive system via a support bearing for the first shaft (31), wherein the support bearing for the first shaft (31) is mounted on the first shaft (3), wherein the support bearing for the first shaft (31) and the second intermediate shaft support bearing (33) are each located in areas at the two axial ends of the first shaft (3). Hybrid drive system according to one of claims 1 to 3, wherein the hybrid drive system further comprises an inner rotor carrier (13), wherein the inner rotor carrier (13) connects the inner rotor (12) and the first shaft (3) at an axial side of the first shaft (3) in a drive manner, wherein the second shaft (4) extends to a radial inner side of an outer circumferential section of the inner rotor carrier (13), wherein the first support bearing for the second shaft (41) is arranged between the outer circumferential section of the inner rotor carrier (13) and an axial lateral end of the second shaft (4). Hybrid drive system according to one of claims 1 to 4, wherein the hybrid drive system further comprises a second support bearing for the second shaft (42), wherein the first support bearing for the second shaft (41) is located on an axial side of the second support bearing for the second shaft (42), wherein the second support bearing for the second shaft (42) is mounted on another axial side of the inner rotor (12) on the radial outside of the second shaft (4). Hybrid drive system according to one of claims 1 to 5, wherein the hybrid drive system further comprises an outer rotor carrier (23), wherein the outer rotor carrier (23) is supported on the housing of the hybrid drive system via a bearing for the outer rotor carrier (43), wherein the bearing for the outer rotor carrier (43) is mounted on the radial outside at another axial lateral end of the outer rotor carrier (23). Hybrid drive system according to any one of claims 1 to 6, wherein the hybrid drive system further comprises: an internal combustion engine (200); a differential (400); a first transmission stage (6), wherein an output end of the internal combustion engine (200) is connected to the first shaft (3) via the first transmission stage (6); a medium shaft (5), wherein the medium shaft (5) and the first shaft (3) are parallel to each other; a second transmission stage (7), wherein the second shaft (4) is connected to the medium shaft (5) via the second transmission stage (7); and a third transmission stage (8), wherein the medium shaft (5) is connected to the differential (400) via the third transmission stage (8). Hybrid drive system according to any one of claims 1 to 7, wherein a stator yoke of the first stator (11) and a stator yoke of the second stator (21) share a stator iron core; wherein the first stator (11) and the second stator (21) have the same axial length and are in the same position in an axial direction of the hybrid drive system, wherein the second stator (21) completely covers the first stator (11) when viewed along a radial direction of the hybrid drive system. Hybrid drive system according to claim 7 or 8, wherein the hybrid drive system further comprises a clutch (9), wherein the clutch (9) is configured to control a first gear (62) of the first gear stage (6) such that it is rotationally fixed to the second shaft (4) or is independent of it. Hybrid drive system according to claim 9, wherein the coupling (9) is located in the axial direction (A) of the hybrid drive system between the first transmission stage (6) and the second transmission stage (7).

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