Drive device

Abstract

The drive device provided in this application includes: a power shaft, a compressor assembly, a motor assembly, a first clutch, and a wheel assembly. The compressor assembly and the motor assembly are both mounted on the power shaft, which is connected to the first power end of the first clutch. The wheel assembly is mounted on the second power end of the first clutch. When the first clutch is engaged and the motor assembly is in generator mode, the wheel assembly drives the first clutch to rotate, which in turn drives the power shaft to rotate. The power shaft then drives the compressor assembly to move, causing the compressor assembly to compress the refrigerant. This allows the drive device to use driving kinetic energy instead of electrical energy to cool or heat the vehicle, reducing the power consumption of the compressor during vehicle temperature regulation.

Description

Technical Field

[0001] This application relates to the field of air conditioning technology for pure electric vehicles, and more particularly to a drive device. Background Technology

[0002] With the current focus on carbon neutrality and environmental protection, the automotive industry is quietly changing. Traditional gasoline-powered vehicles are gradually shifting towards hybrid and pure electric models. During vehicle use, electric compressors, crucial for regulating the temperature of the vehicle's interior air and components, are increasingly being replaced by mechanical compressors to address the issues of high cost, complex control, and poor reliability associated with electric compressors. When a vehicle receives a temperature adjustment command, the electric compressor can only provide kinetic energy through a control motor driven by electricity to power the temperature control system, resulting in high power consumption during the temperature adjustment process.

[0003] Therefore, reducing the power consumption of electric compressors during vehicle temperature regulation has become an urgent problem to be solved. Summary of the Invention

[0004] This application provides a drive device to solve the problem of reducing the power consumption of electric compressors during vehicle temperature regulation.

[0005] This application provides a drive device, including: a power shaft, a compressor assembly, a motor assembly, a first clutch, and a wheel assembly;

[0006] Both the compressor assembly and the motor assembly are mounted on the drive shaft; the drive shaft is connected to the first power end of the first clutch, and the wheel assembly is mounted on the second power end of the first clutch.

[0007] When the first clutch is engaged and the motor assembly is in generator mode, the wheel assembly drives the first clutch to rotate, the first clutch drives the power shaft to rotate, and the power shaft drives the compressor assembly to move, so that the compressor assembly compresses the refrigerant.

[0008] In the above technical solution, the drive unit uses the first clutch in the engaged state to enable the motor assembly and the compressor assembly to obtain the kinetic energy generated during vehicle driving through the power shaft. The motor assembly converts the vehicle's kinetic energy into usable electrical energy, and the compressor assembly uses the vehicle's kinetic energy to provide cooling or heating for vehicle temperature regulation. This realizes that the drive unit can use driving kinetic energy instead of electrical energy to provide cooling or heating for the vehicle, reducing the power consumption of the compressor during vehicle temperature regulation.

[0009] Optionally, when the first clutch is disengaged, the motor assembly is in motor mode, driving the power shaft to rotate. The power shaft drives the compressor assembly to move, causing the compressor assembly to compress the refrigerant.

[0010] Optionally, when the first clutch is engaged and the motor assembly is in motor mode, it drives the power shaft to rotate, which in turn drives the compressor assembly to move, thereby compressing the refrigerant. The power shaft also drives the first clutch to rotate, thereby driving the wheel assembly to rotate.

[0011] Optionally, the drive unit also includes a housing;

[0012] The power shaft, compressor assembly, and motor assembly are located inside the housing, which has a refrigerant inlet and a refrigerant outlet.

[0013] The refrigerant inlet is located near the motor assembly, and the refrigerant enters through the refrigerant inlet to cool the motor assembly.

[0014] Optionally, the drive unit may also include: a drive motor, a second clutch, and a gearbox;

[0015] The first power end of the drive motor is connected to the first power end of the second clutch, the power end of the gearbox is mechanically connected to the second power end of the second clutch, and the final gear of the gearbox is mounted on the wheel axle.

[0016] When the wheel assembly is a front wheel assembly, the gearbox is mounted on the rear wheel axle; when the wheel assembly is a rear wheel assembly, the gearbox is mounted on the front wheel axle.

[0017] Optionally, the drive unit also includes: a third clutch and a compressor;

[0018] The second power end of the drive motor is connected to the first power end of the third clutch, and the power input end of the compressor is connected to the second power end of the third clutch.

[0019] Optionally, the drive unit further includes: a controller;

[0020] When the controller receives a temperature adjustment request, if it determines that the vehicle is stationary, it controls the first clutch to be disengaged and controls the motor assembly to be in motor mode, so that the motor assembly drives the compressor assembly to compress the refrigerant.

[0021] Optionally, the controller is also configured to respond to a temperature adjustment request;

[0022] If it is determined that the vehicle is in motion, the vehicle's driving resistance is less than the maximum output power of the drive motor, and the temperature regulation power is less than the first preset power threshold, the first clutch is controlled to be engaged, and the motor assembly is controlled to be in generator mode, so that the wheel assembly drives the compressor assembly to compress the refrigerant.

[0023] If it is determined that the vehicle is in motion, and the vehicle's driving resistance is less than the maximum output power of the drive motor, and the temperature regulation power is greater than or equal to the first preset power threshold, the first clutch is controlled to be engaged, and the motor assembly is controlled to be in motor mode, so that the wheel assembly and the motor assembly jointly drive the compressor assembly to compress the refrigerant.

[0024] Optionally, the controller is also configured to, upon receiving a temperature adjustment request:

[0025] If it is determined that the vehicle is in motion and the vehicle's driving resistance is equal to the maximum output power of the drive motor, or if it is determined that the vehicle is in motion and the temperature control power is greater than or equal to the second preset power threshold.

[0026] The first clutch is kept in the disengaged state, and the motor assembly is kept in motor mode, so that the motor assembly drives the compressor assembly to compress the refrigerant.

[0027] Optionally, the controller is also configured to, upon receiving a temperature adjustment request:

[0028] If it is determined that the vehicle is in motion and the vehicle's driving resistance is greater than the maximum output power of the drive motor;

[0029] The first clutch is controlled to be engaged, and the motor assembly is controlled to be in motor mode. The motor assembly drives the compressor assembly to compress the refrigerant, and the motor assembly drives the corresponding wheel to rotate.

[0030] Optionally, the controller is also configured to respond to a temperature adjustment request;

[0031] If it is determined that the vehicle is in motion, the drive motor stops outputting power, and the temperature control power is less than the first preset power threshold, the first clutch is controlled to be engaged, and the motor assembly is controlled to be in generator mode, so that the wheel assembly drives the compressor assembly to compress the refrigerant.

[0032] If it is determined that the vehicle is in motion, the drive motor stops outputting power, and when the temperature control power is greater than or equal to the first preset power threshold, the first clutch is controlled to be engaged, and the motor assembly is controlled to be in motor mode, so that the wheel assembly and the motor assembly jointly drive the compressor assembly to compress the refrigerant.

[0033] In the above technical solution, the controller determines whether the kinetic energy generated in the vehicle's operating state can provide the required temperature adjustment power based on the received temperature adjustment request. In this way, the controller adjusts the state of the first clutch to provide driving force to meet the vehicle's driving needs and temperature adjustment request by utilizing electrical energy and / or kinetic energy, thereby reducing the vehicle's electrical energy consumption.

[0034] The drive device provided in this application includes: a power shaft, a compressor assembly, a motor assembly, a first clutch, and a wheel assembly. The compressor assembly and the motor assembly are both mounted on the power shaft, which is connected to the first power end of the first clutch. The wheel assembly is mounted on the second power end of the first clutch. When the first clutch is engaged and the motor assembly is in generator mode, the wheel assembly drives the first clutch to rotate, which in turn drives the power shaft to rotate. The power shaft then drives the compressor assembly to move, causing the compressor assembly to compress the refrigerant. This allows the drive device to use driving kinetic energy instead of electrical energy to cool or heat the vehicle, reducing the power consumption of the compressor during vehicle temperature regulation. Attached Figure Description

[0035] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0036] Figure 1 This is an application scenario diagram of a driving device provided in an embodiment of this application;

[0037] Figure 2 This is a schematic diagram of the structure of a driving device provided in an embodiment of this application;

[0038] Figure 3 A schematic diagram of the structure of a driving device provided in another embodiment of this application;

[0039] Figure 4 A schematic diagram of the structure of a driving device provided in another embodiment of this application;

[0040] Figure 5 A schematic diagram of the structure of a driving device provided in another embodiment of this application;

[0041] Figure 6 A schematic diagram of the structure of a driving device provided in another embodiment of this application;

[0042] Figure 7 This is a schematic diagram of the structure of a driving device provided in another embodiment of this application.

[0043] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0044] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0045] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. Furthermore, components, features, and elements with the same names in different embodiments of this application may have the same meaning or different meanings, the specific meaning of which must be determined by its interpretation in that specific embodiment or further in conjunction with the context of that specific embodiment.

[0046] It should be understood that although the terms first, second, third, etc., may be used herein to describe various information, such information should not be limited to these terms. These terms are used only to distinguish information of the same type from one another. For example, without departing from the scope of this document, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the word "if," as used herein, may be interpreted as "when," "when," or "in response to determination." Furthermore, as used herein, the singular forms "a," "an," and "the" are intended to also include the plural forms unless the context indicates otherwise. It should be further understood that the terms "comprising," "including," indicate the presence of a feature, step, operation, element, component, item, kind, and / or group, but do not exclude the presence, occurrence, or addition of one or more other features, steps, operations, elements, components, items, kinds, and / or groups. The terms "or," "and / or," "including at least one of the following," etc., used in this application may be interpreted as inclusive, or mean any one or any combination thereof. For example, "including at least one of the following: A, B, C" means "any one of the following: A; B; C; A and B; A and C; B and C; A and B and C." Similarly, "A, B, or C" or "A, B, and / or C" means "any one of the following: A; B; C; A and B; A and C; B and C; A and B and C." Exceptions to this definition only occur when the combination of elements, functions, steps, or operations is inherently mutually exclusive in some way.

[0047] It should be understood that although the steps in the flowcharts of this application's embodiments are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some of the steps in the figures may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times, and their execution order is not necessarily sequential, but can be performed alternately or in turn with other steps or at least a portion of the sub-steps or stages of other steps.

[0048] Depending on the context, the words “if” or “suppose” as used here can be interpreted as “when” or “in response to determination” or “in response to detection.” Similarly, depending on the context, the phrases “if determination” or “if detection (of the stated condition or event)” can be interpreted as “when determination” or “in response to determination” or “when detection (of the stated condition or event)” or “in response to detection (of the stated condition or event).”

[0049] It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application.

[0050] With the current focus on carbon neutrality and environmental protection, the automotive industry is quietly changing. Traditional gasoline-powered vehicles are gradually shifting towards hybrid and pure electric models. During vehicle use, electric compressors, crucial for regulating the temperature of the vehicle's interior air and components, are increasingly being replaced by mechanical compressors to address the issues of high cost, complex control, and poor reliability associated with electric compressors. When a vehicle receives a temperature adjustment command, the electric compressor can only provide kinetic energy through a control motor driven by electricity to power the temperature control system, resulting in high power consumption during the temperature adjustment process.

[0051] Therefore, reducing the power consumption of electric compressors during vehicle temperature regulation has become an urgent problem to be solved.

[0052] To address the aforementioned technical problems, this application provides a driving device aimed at reducing the power consumption of an electric compressor during vehicle temperature regulation. The technical concept of this application is as follows: a coaxially connected motor and compressor are connected to a wheel axle. The controller, based on the operating state of the wheel axle and the operating state of the motor receiving the temperature regulation command, controls the compressor to provide cooling or heating to the vehicle under the power generated by the motor and / or the wheel axle. This allows the compressor to utilize the kinetic energy generated during vehicle operation and / or the electrical energy obtained from the motor for cooling or heating operations, thereby reducing the power consumption of the compressor during vehicle temperature regulation.

[0053] Figure 1 This is an application scenario diagram of a driving device provided in an embodiment of this application, such as... Figure 1 As shown, the vehicle includes a drive unit 10, a temperature control execution unit 11, a front axle 13, a rear axle 12, front wheels 15, and rear wheels 14. The drive unit 10 includes a temperature control drive unit 102 and a main drive unit 101. The temperature control drive unit 102 is connected to the main drive unit 101 and also to the temperature control execution unit 11. The main drive unit 101 in the drive unit 10 is connected to the front axle 13 and also to the rear axle 12. The front axle 13 is connected to the front wheels 15, and the rear axle 12 is connected to the rear wheels 14.

[0054] The vehicle's operating states include an on state and a stopped state. The on state includes a parked state and a driving state. When the vehicle is parked, the front axle 13 and its connected front wheels 15, and the rear axle 12 and its connected rear wheels 14, do not rotate; the vehicle is powered on but not moving. When the vehicle is in motion, if the vehicle is front-wheel drive, the drive unit 10 drives the front axle 13 to rotate, thereby rotating the front wheels 15 and enabling the vehicle to move. During front-wheel drive, the vehicle also rotates the rear wheels 14 and the rear axle 12. If the vehicle is rear-wheel drive, the drive unit 10 drives the rear axle 12 to rotate, thereby rotating the rear wheels 14 and enabling the vehicle to move. During rear-wheel drive, the vehicle also rotates the front wheels 15 and the front axle 13. If the vehicle is four-wheel drive, the drive unit simultaneously controls the rotation of both the front axle 13 and the rear axle 12 to enable the vehicle to move.

[0055] When the vehicle is in the on state, if the vehicle receives a temperature adjustment request, the temperature adjustment drive unit 102 connected to the main drive unit 101 receives the driving force generated by the main drive unit 101 and starts to run, so as to provide cooling or heating to the temperature adjustment execution unit 11. More specifically, the temperature adjustment drive unit 102 provides driving force for the circulation of the cold medium by compressing the cold medium, so as to ensure that the cold medium exchanges heat during the flow, thereby realizing the temperature adjustment of the vehicle.

[0056] Figure 2 A system structure diagram of a driving device provided in an embodiment of this application is shown below. Figure 2As shown, the drive unit includes a drive shaft 20, a compressor assembly 22, a motor assembly 21, a first clutch 23, a wheel assembly 24, a controller 25, and a housing 26. The compressor assembly 22 and the motor assembly 21 are both mounted on the drive shaft 20. The drive shaft 20 is connected to the first power end of the first clutch 23, and the wheel assembly 24 is connected to the second end of the first clutch 23. The controller 25 controls the operating state of the compressor assembly 22, the operating mode of the motor assembly 21, and the state of the first clutch 23. The aforementioned drive shaft 20, compressor assembly 22, and motor assembly 21 are all located inside the housing 26. The housing 26 is provided with a refrigerant inlet 261 and a refrigerant outlet 262. The refrigerant inlet 261 is located near the motor assembly 21, and the refrigerant outlet 262 is located near the compressor assembly 22. The refrigerant inlet 261 and the refrigerant outlet 262 are connected to a refrigerant circulation channel. The refrigerant enters the housing 26 from the refrigerant inlet 261, passes through the motor assembly 21, and flows out from the refrigerant outlet 262 under the drive of the compressor assembly 22 to enter the refrigerant circulation channel. During the circulation process in the refrigerant circulation channel, heat exchange occurs, and the refrigerant re-enters the refrigerant inlet 261 of the housing 26 to achieve one cycle of the refrigerant flow. The aforementioned heat exchange is used to regulate the temperature of the vehicle's battery and / or air conditioning.

[0057] More specifically, the aforementioned power shaft 20 is located on the axis of the compressor assembly 22 and the motor assembly 21. The compressor assembly 22 and the motor assembly 21 perform corresponding rotation operations based on the power generated by the power shaft 20 to realize their respective component functions. That is, when the motor assembly 21 is in generator mode, the aforementioned power shaft 20 provides the power required for the generator operation of the motor assembly 21; when the motor assembly 21 is in motor mode, the power source connected to the motor assembly 21 provides the required electrical energy to maintain the operation of the motor assembly 21. During operation, the motor assembly 21 drives the aforementioned power shaft 20 to rotate and transmits power from the motor assembly 21 to the power shaft 20; when the compressor assembly 22 is in operation, the aforementioned power shaft 20 provides the power required for the compression operation of the compressor assembly 22.

[0058] When the vehicle is in motion, if the first clutch 23 is engaged and the motor assembly 21 is in generator mode, the motor assembly 21 is not driven by the power source connected to it. The wheel assembly 24 moves according to the vehicle's movement, transmitting the power generated during operation to the first clutch 23, causing the first clutch 23 to rotate. The first clutch 23 drives the power shaft 20 to rotate, providing power to the motor assembly 21 and compressor assembly 22 mounted on the power shaft 20, thus driving the motor assembly 21 and compressor assembly 22 to move. More specifically, the motor assembly 21 uses the power provided by the power shaft 20 to generate electricity, converting kinetic energy into electrical energy; the compressor assembly 22 uses the power provided by the power shaft 20 to change the refrigerant pressure and temperature, maintaining the circulation of the compressed refrigerant in its refrigerant circulation channel and heat exchange during the flow. The refrigerant also exchanges heat with the motor assembly 21 when passing through it.

[0059] When the vehicle is in the active state, if the first clutch 23 is disengaged and the motor assembly 21 is in motor mode, the motor assembly 21 is driven by the power source connected to it to operate. The power shaft 20 connected to the motor assembly 21 rotates under the drive of the motor assembly 21, and the compressor assembly 22 connected to the power shaft 20 operates accordingly, compressing the refrigerant. During the above operation, the compressor assembly 22 only compresses the refrigerant under the drive of the motor assembly 21 to provide the driving force for the circulation of the refrigerant. Since the first clutch 23 is disengaged, it does not connect the wheel assembly 24 and the motor assembly 21. The motor assembly 21 does not exchange energy with the wheel assembly 24. That is, the motor assembly 21 does not provide kinetic energy for operation to the wheel assembly 24 through the power shaft 20 and the first clutch 23, and the wheel assembly 24 cannot provide rotational kinetic energy to the power shaft 20 through the first clutch 23 during its operation.

[0060] When the vehicle is in the on state, if the first clutch 23 is engaged and the motor assembly 21 is in electric motor mode, the energy conversion process and operation process between the motor assembly 21 and the compressor assembly 22 are the same as those described above when the vehicle is in the on state, the first clutch 23 is disengaged, and the motor assembly 21 is in electric motor mode. Therefore, they will not be repeated here. Because the first clutch 23 is engaged, the first clutch 23 and the wheel assembly 24 connected to it receive driving force from the power shaft 20, causing the wheel assembly 24 to move under the drive of the power shaft 20.

[0061] In the above technical solution, the wheel assembly and the power shaft control the energy exchange process according to the state of the first clutch. This enables the motor assembly to generate electricity and recover electrical energy when the kinetic energy generated by the motor assembly in the current operating state of the vehicle is sufficient to provide the required driving force for the compressor assembly. When the kinetic energy generated by the motor assembly in the current operating state of the vehicle is insufficient to provide the required driving force for the compressor assembly, the obtained electrical energy is used to generate compensating driving force, or even to provide driving force for the vehicle. This enables the drive device to perform energy-saving operation on the obtained electrical energy and reduces the power consumption of the electric compressor during vehicle temperature regulation.

[0062] Figure 3 This is a system structure diagram of a driving device provided in an embodiment of this application. Figure 2 A cross-sectional view of the specific structure corresponding to the embodiment. For example... Figure 3 As shown, the motor assembly 21 includes a stator 211 and a rotor 212, the compressor assembly 22 includes a stationary disc 221 and a moving disc 222, and the wheel assembly includes a drive gear 241 and a driven gear 242. The compressor assembly 22 and the motor assembly 21 are housed in a housing 26, which has a refrigerant inlet 261 and a refrigerant outlet 262. The refrigerant enters through the refrigerant inlet 261, flows through the housing 26, and exits through the refrigerant outlet 262. The power shaft 20 is located on the axis of the rotor 212 in the motor assembly 21 and also on the axis of the moving disc 222 in the compressor assembly 22. A first clutch 23 is connected to the power shaft 20, and this first clutch 23 is isolated from the motor assembly 21, meaning that the refrigerant cannot flow from the motor assembly 21 to the space where the first clutch 23 is located. The drive gear 241 is connected to the first clutch 23 and rotates with the rotation of the first clutch 23. The driven gear 242 meshes with the drive gear 241 for transmission. The wheel axle 27 is connected to the driven gear 242 and is located on the axis of the driven gear 242. The two ends of the wheel axle 27 are connected to wheels. In one embodiment, the first clutch 23 is a hydraulic clutch with inlet and outlet ports. When hydraulic oil is injected into the clutch from the inlet and outlet ports, the clutch is engaged; when hydraulic oil is discharged from the inlet and outlet ports, the clutch is disengaged.

[0063] During the operation of the drive unit, the stators 211 on both sides of the rotor 212 in the motor assembly 21 receive electrical signals and generate an electromagnetic field under the action of electromagnetic induction. If the first clutch 23 is engaged and the motor assembly 21 is in generator mode, the rotor 212 in the motor assembly 21 does not receive electrical signals. During vehicle operation, the wheels rotate, and the wheel axle 27 connected to the wheels rotates. The wheel axle 27 drives the driven gear 242 connected to it to rotate, and the drive gear 241 connected to the driven gear 242 rotates in the opposite direction to the driven gear 242. The first clutch 23 connected to the drive gear 241 rotates, and the power shaft 20 connected to the first clutch 23 rotates. As the power shaft 20 rotates, on the one hand, the rotor 212 in the motor assembly 21 rotates, cutting magnetic field lines and generating current in the rotor 212; on the other hand, the moving disk 222 in the compressor assembly 22 rotates with the power shaft 20. During the rotation of the moving disk 222, it squeezes the refrigerant against the stationary disk 221, compressing the refrigerant to achieve changes in pressure and temperature, thereby providing power for the circulation of the refrigerant in the refrigerant circulation channel.

[0064] If the motor assembly 21 is in motor mode, the rotor 212 in the motor assembly 21 rotates under the influence of the magnetic field generated by the stator 211. In one embodiment, the motor assembly 21 is a synchronous motor. The rotor 212 in the motor assembly 21 receives an externally input electrical signal and receives an Ampere force under the influence of the magnetic field generated by the stator 211, thereby rotating. In another embodiment, the motor assembly 21 is an asynchronous motor. The rotor 212 in the motor assembly 21 generates an induced current under the induction of the electromagnetic field generated by the stator 211, thereby receiving an Ampere force and rotating. When the rotor 212 rotates, the power shaft 20 connected to the rotor 212 rotates accordingly, and the moving disk 222 in the compressor assembly 22 connected to the power shaft 20 rotates, working in conjunction with the stationary disk 221 to compress the refrigerant. The working principle of the compressor assembly 22 is the same as that of the compressor assembly 22 in generator mode as described above, and will not be repeated here. The drive shaft 20 is also connected to the first power end of the first clutch 23. If the first clutch 23 is in the disengaged state, the second power end of the first clutch 23 fails to obtain the driving force of its first power end, and the drive gear 241, driven gear 242 and wheel axle 27 also do not obtain the driving force of the drive shaft 20. If the first clutch 23 is in the engaged state, the second power end of the first clutch 23 will obtain the driving force generated by the drive shaft 20, the drive gear 241 will rotate with the first clutch 23, the driven gear 242 will rotate in the opposite direction under the drive of the drive gear 241, the wheel axle 27 will rotate with the rotation of the driven gear 242, and the wheel connected to the wheel axle 27 will rotate.

[0065] In the above technical solution, the drive unit utilizes the built-in stator and rotor to convert kinetic energy into electrical energy, enabling the motor assembly to function as both an electric motor and an engine. The stationary disc, coaxially connected to the rotor, follows the rotor's rotation to compress the cooling medium, thus providing cooling or heating to the temperature control system. The first clutch, coaxially connected to the rotor, transfers kinetic energy generated during vehicle movement through the wheel assembly, allowing the motor assembly to obtain the kinetic energy generated during vehicle movement via the power shaft. The motor assembly converts the vehicle's kinetic energy into usable electrical energy. The compressor assembly moves with the motor assembly and utilizes the vehicle's kinetic energy to provide cooling or heating for temperature control. This allows the drive unit to use driving kinetic energy instead of electrical energy to provide cooling or heating for the vehicle. The motor assembly can also transfer the generated kinetic energy to the compressor assembly and wheel assembly via the power shaft, providing the energy required by the vehicle. This reduces the power consumption of the compressor assembly during vehicle temperature control while ensuring the vehicle's operational and temperature control needs are met.

[0066] Figure 4 A system structure diagram of a driving device provided in an embodiment of this application is shown below. Figure 4 As shown, the drive unit includes a drive motor 31, a second clutch 32, a gearbox 33, and a controller 34. The power end of the drive motor 31 is connected to the first power end of the second clutch 32, the second power end of the second clutch 32 is mechanically connected to the power end of the gearbox 33, and the end gear of the gearbox 33 is mounted on the wheel axle.

[0067] During operation of the drive unit, the drive motor 31 converts electrical energy into kinetic energy, causing the first power end of the second clutch 32, connected to the power end of the drive motor 31, to rotate. If the second clutch 32 is engaged, the power end of the gearbox 33, connected to the second power end of the second clutch 32, receives driving force. The rotational speed of the power end of the gearbox 33 is a preset input speed. The gears in the gearbox 33 adjust the rotational speed obtained by its power end to obtain an output speed, which is then transmitted to the wheel axle through the end gear of the gearbox 33, thereby enabling the drive motor 31 to drive the vehicle. If the second clutch 32 is disengaged, the gearbox 33 and the wheel axle connected to the end gear of the gearbox 33 do not receive driving force from the drive motor 31, and the vehicle will not change its driving state under the action of the drive motor 31.

[0068] In the above technical solution, the controller also provides driving force during vehicle operation by controlling the state of the drive motor and the second clutch in the drive unit, and utilizes the kinetic energy generated during vehicle operation for... Figure 3 In the corresponding embodiment, the compressor assembly in the drive device provides driving force, reducing the electrical energy consumed by the compressor assembly during vehicle temperature regulation.

[0069] Figure 5 A system structure diagram of a driving device provided in an embodiment of this application is shown below. Figure 5 As shown, in Figure 4 The corresponding embodiment also includes a compressor 36 and a third clutch 35 in the drive device. The first power end of the drive motor 31 is connected to the first power end of the second clutch 32. The second power end of the second clutch 32 is mechanically connected to the power end of the gearbox 33. The end gear of the gearbox 33 is mounted on the wheel axle. The second power end of the drive motor 31 is connected to the first power end of the third clutch 35. The second power end of the third clutch 35 is connected to the power input end of the compressor 36.

[0070] During the operation of the drive unit, the drive motor 31 and the second clutch 32, under the control of the controller 34, realize the process of driving the vehicle. Figure 4 The corresponding implementation methods are the same, and will not be repeated here.

[0071] When the controller 34 receives a temperature adjustment request, it controls the drive motor 31 to run and engages the third clutch 35. This allows the drive motor 31 to transmit its driving force to the compressor 36 via the third clutch 35, causing the compressor 36 to compress the refrigerant and circulate it, thus regulating the temperature of the refrigerant. The temperature control system corresponding to the compressor 36 is... Figure 2 or Figure 3 The compressor components involved have different temperature control systems, which can respectively realize the temperature regulation of two types of temperature-controlled target objects, improving the targeting of different temperature-controlled target objects.

[0072] Figure 6 A system structure diagram of a driving device provided in an embodiment of this application is shown below. Figure 6 As shown, the vehicle includes a front axle 47 and a rear axle 48. Figure 2 In the corresponding embodiment, the drive unit is mounted on the rear wheel axle 48 of the vehicle. Figure 4 In the corresponding embodiment, the drive unit is mounted on the front axle 47 of the vehicle.

[0073] When the controller 40 receives a temperature adjustment request, the vehicle will face the following eight operating conditions. The controller 40 adopts corresponding control strategies for these eight conditions to ensure that the vehicle can meet the received operating and / or temperature adjustment requests.

[0074] If the vehicle is determined to be stationary, the controller 40 controls the first clutch 43 to be disengaged and the second clutch 45 to be disengaged, and controls the motor assembly 42 to be in motor mode. The motor assembly 42 drives the compressor assembly 41 to compress the refrigerant, so as to ensure that the motor assembly 42 drives the refrigerant in the temperature control system to circulate and regulate the temperature during the circulation process.

[0075] If it is determined that the vehicle is in motion, and the vehicle's driving resistance is less than the maximum output power of the drive motor 44, and the temperature regulation power is less than the first preset power threshold, that is, when the second clutch 45 is engaged, the output power of the drive motor 44 is sufficient to maintain the vehicle's operating needs, and the cooling or heating capacity required by the vehicle is less than the maximum temperature regulation load that the compressor assembly 41 can maintain under the current vehicle operating conditions, the compressor assembly 41 can utilize the kinetic energy of the vehicle's movement to compress the refrigerant. That is, the drive motor 44 on the front axle 47 not only provides forward driving force for the vehicle's operation, but also provides the driving force required to compress the refrigerant for the compressor assembly 41 on the rear axle 48, and uses the motor assembly 42 to generate the power required for other vehicle components. At this time, the controller 40 controls the first clutch 43 to be engaged and controls the motor assembly 42 to be in generator mode, so that the wheel assembly drives the compressor assembly 41 to compress the refrigerant to achieve vehicle temperature regulation.

[0076] If the vehicle is in motion, and the vehicle's driving resistance is less than the maximum output power of the drive motor 44, and the temperature control power is greater than or equal to the first preset power threshold (i.e., the second clutch 45 is engaged), then during vehicle operation, the output power of the drive motor 44 is sufficient to maintain the vehicle's operating needs. However, if the required cooling or heating capacity is greater than or equal to the maximum temperature regulation load that the compressor assembly 41 can maintain under the current vehicle operating conditions, the compressor assembly 41 needs the motor assembly 42, which is connected to the power shaft and installed on the rear wheel axle 48, to provide kinetic energy to supplement the driving force lacking in the drive motor 44 located on the front wheel axle 47. This can be achieved by increasing the input driving force of the compressor assembly 41 to increase the maximum temperature regulation load that the compressor assembly 41 can maintain, thereby meeting the vehicle's required cooling or heating capacity. At this time, the controller 40 controls the first clutch 43 to be engaged and controls the motor assembly 42 to be in electric motor mode, whereby the wheel assembly and the motor assembly 42 jointly drive the compressor assembly 41 to compress the refrigerant.

[0077] If it is determined that the vehicle is in motion and the vehicle's driving resistance is equal to the maximum output power of the drive motor 44, that is, when the vehicle is running in front-wheel drive mode using the drive motor 44, the output power of the drive motor 44 reaches its maximum value. At this time, the power required for the vehicle to resist the driving resistance is equal to the maximum output power of the drive motor 44. The drive motor 44 can no longer increase the vehicle's operating speed, nor can it provide power to the compressor assembly 41 located on the rear wheel axle 48. Power can be supplied to the compressor assembly 41 by controlling the drive motor 44 to stop supplying power to the compressor assembly 41, and by using the motor assembly 42 connected to the compressor assembly 41 to provide power to the compressor assembly 41. This ensures that the vehicle maintains its current operating speed and provides the driving force required to drive the compressor assembly 41 to meet the currently received temperature adjustment request. At this time, the controller 40 controls the first clutch 43 to be disengaged and controls the motor assembly 42 to be in electric motor mode, whereby the motor assembly 42 drives the compressor assembly 41 to compress the refrigerant.

[0078] If the vehicle is determined to be in motion, and the temperature control power is greater than or equal to the second preset power threshold (i.e., the vehicle is in operation), and the first clutch 43 is engaged, the cooling or heating power generated by the drive motor 44 on the front axle 47 supplying power to the compressor assembly 41 on the rear axle 48 is less than or equal to the temperature control power required by the vehicle. Where the current cooling or heating power provided by the compressor assembly 41 is equal to the second preset power threshold, the vehicle utilizes the motor assembly 42 connected to the compressor assembly 41 to provide power to the compressor assembly 41 independently, ensuring that the power obtained by the compressor assembly 41 is greater than the currently available power, thereby satisfying the vehicle's required temperature control power. Therefore, the controller 40 controls the first clutch 43 to be disengaged and controls the motor assembly 42 to be in motor mode, whereby the motor assembly 42 drives the compressor assembly 41 to compress the refrigerant.

[0079] If the vehicle is determined to be in motion, and the vehicle's driving resistance is greater than the maximum output power of the drive motor 44 (i.e., the driving force provided by the drive motor 44 on the front axle 47 is less than the driving force required to maintain the vehicle's current speed), then the vehicle needs the motor assembly 42 on the rear axle 48 to provide driving force to increase the vehicle's available driving force, so that the vehicle's maximum output power is greater than or equal to the vehicle's driving resistance. The controller 40 controls the first clutch 43 to be engaged and controls the motor assembly 42 to be in electric motor mode. The motor assembly 42 drives the compressor assembly 41 to compress the refrigerant, and the motor assembly 42 drives the corresponding wheels to rotate. The drive motor 44 drives the corresponding wheels to rotate. In other words, the motor assembly 42 not only provides the compressor with the power required to meet the temperature regulation request but also provides the driving force required for the vehicle's operation.

[0080] If it is determined that the vehicle is in motion, the drive motor 44 stops outputting power, and the temperature regulation power is less than the first preset power threshold, that is, the vehicle is in a coasting state during operation. Neither the drive motor 44 on the front wheel axle 47 nor the motor assembly 42 on the rear wheel axle 48 provides driving force to the vehicle to resist driving resistance. If the temperature regulation power required by the vehicle to meet the temperature regulation demand is less than the temperature regulation power that can be generated by driving the compressor assembly 41 in the current vehicle operating state, then the temperature regulation power that can be generated by the compressor assembly 41 driven by the running kinetic energy corresponding to the current operating state of the vehicle is equal to the first preset power threshold. At this time, the controller 40 controls the first clutch 43 to be engaged and controls the motor assembly 42 to be in generator mode, so that the wheel assembly drives the compressor assembly 41 to compress the refrigerant.

[0081] If it is determined that the vehicle is in motion, the drive motor 44 stops outputting power, and the temperature regulation power is greater than or equal to the first preset power threshold, i.e., the vehicle is in a coasting state. If the temperature regulation power generated by the compressor assembly 41 driven by the current operating state of the vehicle is insufficient to maintain the required temperature regulation power corresponding to the temperature regulation request received by the vehicle, the vehicle not only uses the kinetic energy corresponding to its current operating state to provide the driving force required for the compressor assembly 41 to operate, but also uses the motor assembly 42 connected to the compressor assembly 41 to provide the driving force required by the compressor assembly 41 to meet the required temperature regulation power. At this time, the controller 40 controls the first clutch 43 to be engaged and controls the motor assembly 42 to be in motor mode, so that the wheel assembly and the motor assembly 42 jointly drive the compressor assembly 41 to compress the refrigerant.

[0082] It is worth noting that the above control methods are also applicable to Figure 2 In the corresponding embodiment, the drive unit is mounted on the front axle 47 of the vehicle. Figure 4 In the corresponding embodiment, where the drive unit is mounted on the rear wheel axle 48 of the vehicle, the processing procedure is the same and will not be repeated here.

[0083] In the above technical solution, the controller adjusts the state of the first clutch according to the obtained temperature adjustment command under different vehicle operating states, so as to realize the direction and process of energy transmission on the power shaft connected to the first clutch. When the kinetic energy generated by the motor assembly under the current vehicle operating state is sufficient to provide the required driving force for the compressor assembly, the kinetic energy is used to generate electricity for energy recovery. When the kinetic energy generated by the motor assembly under the current vehicle operating state is insufficient to provide the required driving force for the compressor assembly, the obtained electrical energy is used to generate compensating driving force, or even to provide driving force for vehicle movement, so as to realize the energy-saving operation of the drive device on the obtained electrical energy and reduce the power consumption of the electric compressor during vehicle temperature adjustment.

[0084] Figure 7 A system structure diagram of a driving device provided in an embodiment of this application is shown below. Figure 7 As shown, the vehicle includes a front axle 47 and a rear axle 48. Figure 2 In the corresponding embodiment, the drive unit is mounted on the front axle 47 of the vehicle. Figure 5 In the corresponding embodiment, the drive unit is mounted on the rear axle 48 of the vehicle. The vehicle includes two temperature control systems: an air conditioning system and a battery temperature control system. The air conditioning system regulates the temperature of the air inside the passenger compartment, while the battery temperature control system regulates the temperature of the power supply battery in the pure electric vehicle. In one embodiment, a compressor 50 assembly 41 mounted on the front axle 47 provides power for the refrigerant circulation of the battery temperature control system, and a compressor 50 mounted on the rear axle 48 provides power for the refrigerant circulation of the air conditioning system, thereby enabling the temperature control operation of the corresponding temperature control systems.

[0085] If the vehicle is determined to be stationary, when the vehicle receives air conditioning temperature adjustment commands and battery temperature adjustment commands, the controller controls the first clutch 43 and the second clutch 45 to be disengaged, controls the third clutch 49 to be engaged, and controls the motor assembly 42 to be in motor mode. The motor assembly 42 drives the compressor 50 assembly 41 to compress the refrigerant, so as to ensure that the refrigerant in the battery temperature adjustment system driven by the motor assembly 42 circulates and adjusts the temperature during the circulation. At the same time, the drive motor 44 transmits the driving force to the compressor 50 through the engaged third clutch 49 and compresses the refrigerant to realize the air conditioning temperature adjustment operation.

[0086] If the vehicle is determined to be in motion, when the vehicle receives air conditioning and battery temperature control commands, and the vehicle's driving resistance is less than the maximum output power of the drive motor 44, and the battery temperature control power is less than the first preset power threshold and the air conditioning temperature control power is less than the third preset power threshold, that is, when both the second clutch 45 and the third clutch 49 of the vehicle are engaged, the rear driving force generated by the drive motor 44 satisfies the vehicle's driving resistance. The power generated by the drive motor 44 can also meet the power required for air conditioning temperature control, and the current operating state of the vehicle is sufficient to drive the compressor 50 assembly 41 in the drive device of the front wheel axle 47 to provide the temperature control power corresponding to the temperature control request. At this time, the controller controls the first clutch 43 to be engaged and controls the motor assembly 42 to be in generator mode. The wheel assembly drives the compressor 50 assembly 41 to compress the refrigerant to achieve vehicle temperature control. That is, the drive motor 44 on the rear wheel axle 48 not only provides driving force to resist the driving resistance of the vehicle, but also provides driving force for the power generation process of the motor assembly 42, the compression process of the compressor 50 assembly 41 in the battery temperature control system, and the compression process of the compressor 50 in the air conditioning system.

[0087] If the vehicle is determined to be in motion, and the vehicle receives air conditioning temperature control commands and battery temperature control commands, and the vehicle's driving resistance is less than the maximum output power of the drive motor 44, and the battery temperature control power is greater than or equal to the first preset power threshold, and the air conditioning temperature control power is less than the third preset power threshold, that is, during vehicle operation, the second clutch 45 and the third clutch 49 are engaged, and the output power of the drive motor 44 is sufficient to maintain the vehicle's operating needs and the air conditioning temperature control needs, but the cooling or heating capacity required for the battery temperature control request is greater than or equal to the maximum temperature regulation load of the battery temperature control system that the compressor 50 assembly 41 can maintain under the current vehicle operating conditions, the compressor 50 assembly 41 needs the motor assembly 42, which is connected to it via the power shaft and installed on the front wheel axle 47, to provide kinetic energy to the compressor 50 assembly 41 to supplement the driving force lacking in the drive motor 44 located on the rear wheel axle 48. This can be achieved by increasing the input driving force of the compressor 50 assembly 41 to increase the maximum temperature regulation load of the battery temperature control system that the compressor 50 assembly 41 can maintain, thereby meeting the cooling or heating capacity required for battery temperature control. At this time, the controller controls the first clutch 43 to be engaged and controls the motor assembly 42 to be in motor mode. The wheel assembly and the motor assembly 42 jointly drive the compressor 50 assembly 41 to compress the cold medium to generate the corresponding temperature regulation power to meet the battery temperature regulation requirements.

[0088] If the vehicle is determined to be in motion, and the vehicle receives air conditioning and battery temperature control commands, when the vehicle's driving resistance equals the maximum output power of the drive motor 44 and the air conditioning temperature control power equals the third preset power threshold, i.e. when the vehicle is in rear-wheel drive mode using the drive motor 44, the second clutch 45 and the third clutch 49 are engaged, and the output power of the drive motor 44 reaches its maximum value. At this time, the sum of the power required by the vehicle to resist driving resistance and the temperature control power required by the air conditioning system is exactly equal to the maximum output power of the drive motor 44. The drive motor 44 can no longer increase the vehicle's operating speed or the air conditioning temperature control power, nor can it provide power to the compressor 50 assembly 41 located on the front wheel axle 47. The drive motor 44 can be controlled to stop providing power to the compressor 50 assembly 41, and the motor assembly 42 connected to the compressor 50 assembly 41 can be used to provide power to the compressor 50 assembly 41 to ensure that the vehicle maintains its current operating speed and achieves the driving force required to drive the compressor 50 assembly 41 to meet the currently received battery temperature control request. At this time, the controller controls the first clutch 43 to be in the disengaged state and controls the motor assembly 42 to be in motor mode, so that the motor assembly 42 drives the compressor 50 assembly 41 to compress the refrigerant.

[0089] If the vehicle is determined to be in motion, and the vehicle receives air conditioning and battery temperature control commands, and the battery temperature control power is greater than or equal to the second preset power threshold (i.e., the vehicle is in operation), and the first controller is engaged, the cooling or heating power generated by the drive motor 44 on the front axle 47 supplying power to the compressor 50 assembly 41 on the rear axle 48 is less than or equal to the vehicle's required temperature control power. Where the current cooling or heating power provided by the compressor 50 assembly 41 is equal to the second preset power threshold, the vehicle utilizes the motor assembly 42 connected to the compressor 50 assembly 41 to provide power to the compressor 50 assembly 41 separately, ensuring that the power obtained by the compressor 50 assembly 41 is greater than the currently available power, thereby meeting the vehicle's required temperature control power. For this purpose, the controller controls the first clutch 43 to be disengaged and controls the motor assembly 42 to be in motor mode, whereby the motor assembly 42 drives the compressor 50 assembly 41 to compress the refrigerant.

[0090] If the vehicle is determined to be in motion, the drive motor 44 stops outputting power. When the vehicle receives a battery temperature adjustment command, and the required temperature adjustment power is less than the first preset power threshold, i.e., the vehicle is in a coasting state during operation, the first clutch 43 and the second clutch 45 are both disengaged, and neither the drive motor 44 on the rear axle 48 nor the motor assembly 42 on the rear axle 48 provides driving force to resist driving resistance. If the temperature adjustment power required by the battery temperature adjustment command received by the vehicle at this time is less than the temperature adjustment power that can be generated by driving the compressor assembly 41 in the current vehicle operating state, then the temperature adjustment power that can be generated by the compressor assembly 41 driven by the driving kinetic energy corresponding to the current operating state of the vehicle is equal to the first preset power threshold. At this time, the controller controls the first clutch 43 to be engaged and controls the motor assembly 42 to be in generator mode, and the wheel assembly drives the compressor assembly 41 to compress the refrigerant.

[0091] If the vehicle is determined to be in motion, the drive motor 44 stops outputting power. When the vehicle receives an air conditioning temperature adjustment command, and the required temperature adjustment power is greater than or equal to a first preset power threshold, i.e., the vehicle is in a coasting state, both the first clutch 43 and the second clutch 45 are disengaged. If the temperature adjustment power generated by the compressor 50 assembly 41 driven by the vehicle's current operating state is insufficient to maintain the required temperature adjustment power corresponding to the air conditioning temperature adjustment request received by the vehicle, the vehicle not only uses the kinetic energy corresponding to its current operating state to provide the driving force required for the compressor 50 assembly 41 to operate, but also uses the motor assembly 42 connected to the compressor 50 assembly 41 to provide the driving force required by the compressor 50 assembly 41 to meet the required temperature adjustment power. At this time, the controller controls the first clutch 43 to be engaged and controls the motor assembly 42 to be in motor mode, so that the wheel assembly and the motor assembly 42 jointly drive the compressor 50 assembly 41 to compress the refrigerant.

[0092] It is worth noting that the above control methods are also applicable to Figure 2 In the corresponding embodiment, the drive unit is mounted on the rear wheel axle 48 of the vehicle. Figure 5 In the corresponding embodiment, where the drive unit is mounted on the front axle 47 of the vehicle, the processing procedure is the same and will not be repeated here.

[0093] In the above technical solution, the controller adjusts the state of the corresponding clutch according to the obtained air conditioning temperature adjustment command and battery temperature adjustment command under different vehicle operating states. The compressor component can not only use the kinetic energy generated during vehicle operation to perform compression operation, reducing the power consumption of the compressor component during vehicle temperature adjustment, but also combine with the compressor to achieve more targeted temperature adjustment operation for air conditioning and battery.

[0094] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0095] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A driving device, characterized in that, include: The drive shaft, compressor assembly, motor assembly, first clutch, and wheel assembly; Both the compressor assembly and the motor assembly are mounted on the power shaft; the power shaft is connected to the first power end of the first clutch, and the wheel assembly is mounted on the second power end of the first clutch. When the first clutch is engaged and the motor assembly is in generator mode, the wheel assembly drives the first clutch to rotate, the first clutch drives the power shaft to rotate, and the power shaft drives the compressor assembly to move, so that the compressor assembly compresses the refrigerant. Furthermore, the motor assembly converts kinetic energy into electrical energy through the rotation of the power shaft; The drive device further includes: a drive motor and a controller; The controller is used to receive a temperature adjustment request if it determines that the vehicle is in motion and the vehicle's driving resistance is equal to the maximum output power of the drive motor, or if it determines that the vehicle is in motion and the temperature adjustment power is greater than or equal to a second preset power threshold. The first clutch is controlled to be in the disengaged state, and the motor assembly is controlled to be in motor mode, so that the compressor assembly is driven by the motor assembly to compress the refrigerant.

2. The driving device according to claim 1, characterized in that... ； When the first clutch is disengaged, the motor assembly is in motor mode, driving the power shaft to rotate. The power shaft drives the compressor assembly to move, causing the compressor assembly to compress the refrigerant.

3. The driving device according to claim 1 or 2, characterized in that... ； When the first clutch is engaged and the motor assembly is in motor mode, it drives the power shaft to rotate, which in turn drives the compressor assembly to compress the refrigerant. The power shaft also drives the first clutch to rotate, thereby driving the wheel assembly to rotate.

4. The driving device according to claim 1 or 2, characterized in that, The drive unit also includes a housing; The power shaft, the compressor assembly, and the motor assembly are located inside the housing, and the housing is provided with a refrigerant inlet and a refrigerant outlet for the refrigerant medium. The refrigerant inlet is located near the motor assembly, and the refrigerant enters through the refrigerant inlet to cool the motor assembly.

5. The driving device according to claim 1 or 2, characterized in that, The drive unit also includes: a second clutch and a gearbox; The first power end of the drive motor is connected to the first power end of the second clutch, the power end of the gearbox is mechanically connected to the second power end of the second clutch, and the end gear of the gearbox is mounted on the wheel axle; Wherein, when the wheel assembly is a front wheel assembly, the gearbox is mounted on the rear wheel axle; when the wheel assembly is a rear wheel assembly, the gearbox is mounted on the front wheel axle.

6. The driving device according to claim 5, characterized in that, The controller is also configured to, upon receiving a temperature adjustment request, if it is determined that the vehicle is stationary, control the first clutch to be disengaged and control the motor assembly to be in motor mode, so that the motor assembly drives the compressor assembly to compress the refrigerant.

7. The driving device according to claim 6, characterized in that, The controller is also used to receive a temperature adjustment request; If it is determined that the vehicle is in a driving state, the driving resistance of the vehicle is less than the maximum output power of the drive motor, and the temperature adjustment power is less than the first preset power threshold, the first clutch is controlled to be engaged, and the motor assembly is controlled to be in generator mode, so that the wheel assembly drives the compressor assembly to compress the refrigerant. If it is determined that the vehicle is in a driving state, and the driving resistance of the vehicle is less than the maximum output power of the drive motor, and the temperature regulation power is greater than or equal to the first preset power threshold, the first clutch is controlled to be engaged, and the motor assembly is controlled to be in motor mode, so that the wheel assembly and the motor assembly jointly drive the compressor assembly to compress the refrigerant.

8. The driving device according to claim 6, characterized in that, The controller is also configured to, upon receiving a temperature adjustment request: If it is determined that the vehicle is in motion, and the vehicle's driving resistance is greater than the maximum output power of the drive motor; The first clutch is controlled to be engaged, and the motor assembly is controlled to be in motor mode. The motor assembly drives the compressor assembly to compress the refrigerant, and the motor assembly drives the corresponding wheel to rotate. The drive motor drives the corresponding wheel to rotate.

9. The driving device according to claim 6, characterized in that, The controller is also used to receive a temperature adjustment request; If it is determined that the vehicle is in motion, the drive motor stops outputting power, and when the temperature control power is less than the first preset power threshold, the first clutch is controlled to be engaged, and the motor assembly is controlled to be in generator mode, so that the wheel assembly drives the compressor assembly to compress the refrigerant. If it is determined that the vehicle is in motion, the drive motor stops outputting power, and when the temperature control power is greater than or equal to the first preset power threshold, the first clutch is controlled to be engaged, and the motor assembly is controlled to be in motor mode, so that the wheel assembly and the motor assembly jointly drive the compressor assembly to compress the refrigerant.

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