Drive assembly, vehicle and control method

Abstract

The embodiments of the present application disclose a drive assembly, a vehicle, and a control method, which relate to the field of vehicle technology and can solve the problem of being large in size and not being able to meet the high power density requirements of the vehicle. The drive assembly includes a motor and a clutch transmission group. The motor includes a stator with inner and outer coils, a rotatable outer rotor arranged on the outside of the stator, and a first inner rotor and a second inner rotor rotatable on the inside of the stator, and the first inner rotor and the second inner rotor are independently arranged. The clutch transmission group includes a first input end, a second input end, and a first output end and a second output end. The outer rotor and the first inner rotor are both transmission-connected to the first input end. The outer rotor and the second inner rotor are both transmission-connected to the second input end. The first input end and the first output end are transmission-coupled, and the second input end and the second output end are transmission-coupled. The first output end is used for transmission connection to the left wheel, and the second output end is used for transmission connection to the right wheel.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of vehicle technology, and in particular, to a drive assembly, a vehicle, and a control method. Background Art

[0002] Against the backdrop of increasingly severe global energy and environmental challenges, environmentally friendly and energy-efficient electric vehicles have become a hot topic. For example, an electric vehicle's four-wheel independent drive system, where four motors independently drive each of the vehicle's four wheels, allows for precise and independent control of the torque and speed of each wheel. This offers a range of advantages, including tighter turning radius, assisted ESP functionality, assisted steering, and assisted braking.

[0003] However, existing four-wheel independent drive systems are usually large in size, heavy and costly, and cannot meet the high power density requirements of vehicles. Summary of the Invention

[0004] The embodiments of the present application provide a drive assembly, a vehicle, and a control method, which have the advantages of compact structure and high power density.

[0005] In a first aspect, an embodiment of the present application provides a drive assembly comprising a motor and a clutch transmission group. The motor comprises a stator with inner and outer coils, a rotatable outer rotor disposed outside the stator, and first and second inner rotors rotatably disposed inside the stator, wherein the first inner rotor and the second inner rotor are independently disposed; the outer rotor serves as the first power output end of the motor, and the first and second inner rotors serve as the second power output ends of the motor; the clutch transmission group comprises a first input end, a second input end, and first and second output ends; the outer rotor and the first inner rotor are both transmission-connected to the first input end; the outer rotor and the second inner rotor are both transmission-connected to the second input end; the first input end and the first output end are transmission-coupled, and the second input end and the second output end are transmission-coupled; the first output end is transmission-connected to the left wheel, and the second output end is transmission-connected to the right wheel.

[0006] Specifically, the motor includes a stator with inner and outer coils. Here, the stator with inner and outer coils can refer to, for example, an outer stator coil provided on the outside of the stator and an inner stator coil provided on the inside of the stator, and the outer stator coil and the inner stator coil have opposite polarities and are provided with steel silicon sheets. The steel silicon sheets of the outer stator coil and the steel silicon sheets of the inner stator coil can be staggered or co-located. Preferably, a staggered structure can be adopted to enable the motor to have a larger output torque. Here, the stator can be a cylindrical tube-shaped structure, and the outer rotor can be rotatably mounted on the outside of the stator, and the outer rotor and the stator are coaxially arranged. In this case, outer rotor permanent magnets are spaced apart on the inner wall of the outer rotor, specifically so that the outer rotor can rotate around the central axis of the stator. The outer rotor is used as the first power output end of the motor, for example, the outer rotor is used to bear the main power output of the vehicle.

[0007] Next, the stator is equipped with a rotatable first and second inner rotors. These rotors are independent of each other, meaning they do not affect each other during operation. For example, when the first rotor rotates clockwise around the stator, the second rotor can rotate counterclockwise. Alternatively, when the first and second rotors rotate in the same direction, their speeds differ. For example, both the first and second rotors can achieve a speed range of ±5,000 rpm. The output power of the outer rotor is typically greater than that of the inner rotor. For example, when the outer rotor has a power of 150 kW, the corresponding inner rotor has a power of between 40 and 50 kW. This means that the outer rotor provides the primary power output of the motor, while the first and second rotors serve as secondary power output terminals. These secondary power output terminals primarily provide auxiliary power output. The first and second rotors regulate speed and distribute power, thereby varying the output speed and power of the left and right wheels. Specifically, the outer rotor and the first inner rotor are both transmission-connected to the first input end of the clutch transmission assembly, and the first output end of the clutch transmission is transmission-connected to the left wheel; correspondingly, the outer rotor and the second inner rotor are both transmission-connected to the second input end, wherein, when the input speed and output power of the outer rotor to the clutch transmission group are constant, the output end of the first inner rotor is connected to the first input end of the clutch transmission group, and the output end of the second inner rotor is connected to the second input end of the clutch transmission group.

[0008] Because the first and second inner rotors are independently configured, their operations do not affect each other. By adjusting the speeds of the first and second inner rotors, for example, the speeds of the first and second inner rotors can be controlled to be opposite, resulting in different speeds output to the left and right wheels. This can assist in vehicle steering, enabling a smaller turning radius or pivoting. For another example, when the vehicle is traveling in a straight line, the first and second inner rotors can be controlled to have the same speed and the same direction of rotation. Because the motor uses a single outer rotor, when the first and second inner rotors have the same speed and the same direction of rotation, the speeds output to the left and right wheels are also the same, ensuring normal straight-line driving. Furthermore, while driving in a straight line, the speeds of the first and second inner rotors can be controlled to increase to a higher, identical speed, thereby increasing the vehicle's speed. Because the first and second inner rotors share a stator, this configuration makes the drive assembly of the present application more compact and has a higher power density.

[0009] It should be noted that the first inner rotor, second inner rotor, and outer rotor can operate simultaneously and, if connected to different power sources, can also operate in a time-sharing manner. This means that the first inner rotor, second inner rotor, or outer rotor can operate independently of each other. For example, when the outer rotor rotates, the first inner rotor can rotate in the same or opposite direction as the outer rotor, and the second inner rotor can also rotate in the same or opposite direction as the outer rotor.

[0010] In addition, it should be noted that the specific structural form of the clutch transmission group is not limited. For example, the clutch transmission group can be composed of two planetary gear combinations. For example, the planetary carrier and sun gear of one planetary gear group serve as the two first input ends, respectively connected to the outer rotor and the first inner rotor, and the outer ring gear of the planetary gear group serves as the first output end, connected to the left wheel. Correspondingly, the planetary carrier and sun gear of the other planetary gear group serve as the two second input ends, respectively connected to the outer rotor and the second inner rotor. In addition, the two outer ring gears of the two planetary gear groups serve as the first output ends and the second output ends, respectively, connected to the left and right wheels. Alternatively, the clutch transmission group can be two sets of friction clutches composed of a power disc, a driving wheel, a driven disc, and a separation operating system. The specific structure is also not limited. The clutch transmission group has a first input end, a second input end, a first output end, and a second output end, and the first input end is transmission-coupled with the first output end, and the second input end is transmission-coupled with the second output end. In addition, the first output end and the second output end can each be connected to the left wheel and the right wheel respectively through a transmission component to drive the left wheel and the right wheel to turn or move in a straight line. Here, the transmission component can be a combination of multiple transmission shafts and multiple gears, and is not specifically limited.

[0011] In one possible implementation of the present application, a clutch transmission group includes a first planetary gear train and a second planetary gear train; the first planetary gear train includes a first sun gear, a first planetary gear, a first ring gear, and a common planetary carrier that are meshed with each other; the second planetary gear train includes a second sun gear, a second planetary gear, a second ring gear, and a common planetary carrier that are meshed with each other, and the first planetary gear train and the second planetary gear train share a common planetary carrier; the common planetary carrier is transmission-connected to the outer rotor, the first sun gear is transmission-connected to the first inner rotor, and the second sun gear is transmission-connected to the second inner rotor. The common planetary carrier and the first sun gear serve as the first input end, and the first ring gear serves as the first output end; the common planetary carrier and the second sun gear serve as the second input end, and the second ring gear serves as the second output end. Here, the clutch transmission group, which uses the first planetary gear train and the second planetary gear train as a combination, has the advantages of a compact structure, a wide transmission ratio range, and high efficiency compared to friction clutch transmissions and other fixed-axis gear trains.

[0012] Among them, the first planetary gear train and the second planetary gear train adopt a common planetary carrier design, which on the one hand can further make the clutch transmission group more compact, and the torque generated is far greater than the torque generated by three sets of universal planetary gears of the same size, saving the layout height of the two planetary gear trains while reducing noise and saving costs; on the other hand, the motor has only one outer rotor, and the outer rotor has greater power than the first inner rotor and the second inner rotor. The outer rotor mainly bears most of the power output. Since the outer rotor as the first power output end is connected to the common planetary carrier, the common planetary carrier speeds of the first planetary gear train and the second planetary gear train are equal, that is, during the entire driving process of the electric vehicle, the power and speed output by the outer rotor to the first planetary gear train and the second planetary gear train are always consistent, so that it is convenient to ultimately achieve the speed adjustment of the left and right wheels by only adjusting the speed of the first inner rotor and the second inner rotor, so as to smoothly cope with the turning driving conditions, that is, the speed difference between the left and right wheels when turning can be achieved without a traditional differential.

[0013] In one possible implementation of the present application, the stator is cylindrical, and the first sun gear, second sun gear, outer rotor, first inner rotor, and second inner rotor are all coaxially arranged with the stator. In a first direction, the second planetary gear train, first planetary gear train, first inner rotor, and second inner rotor are sequentially arranged, wherein the first direction is along the central axis of the stator. In the first direction, the second planetary gear train, first planetary gear train, first inner rotor, and second inner rotor are sequentially arranged, which can be understood as the second planetary gear train and second inner rotor being located on either side, with the first planetary gear train and first inner rotor positioned adjacently between the second planetary gear train and the first inner rotor. Because the first and second planetary gear trains share a common planetary carrier, the design of the second planetary gear train and the first planetary gear train adjacent to each other in the first direction reduces the space occupied by the first and second planetary gear trains in the first direction and facilitates the design of the common planetary carrier. This design can simplify and compact the layout of the motor and clutch transmission assembly.

[0014] In one possible implementation of the present application, the first inner rotor has a hollow first cylindrical structure on a side facing away from the second inner rotor, serving as the output shaft of the first inner rotor; the first sun gear has a second cylindrical structure on a side facing away from the second sun gear, serving as the input shaft of the first sun gear; the first cylindrical structure and the second cylindrical structure are drivingly connected to each other, such that in a first direction, the output shaft of the second inner rotor can sequentially pass through the first cylindrical structure and the second cylindrical structure before being drivingly connected to the input shaft of the second sun gear. Here, since both the first and second inner rotors rotate about the central axis of the stator, i.e., the first and second inner rotors rotate coaxially, the output shaft of the first inner rotor is formed into a hollow cylindrical structure, allowing the output shaft of the second inner rotor to pass through the output shaft of the hollow cylindrical structure of the first inner rotor. In this way, the orthographic projections of the output shafts of the first and second inner rotors on a first plane do not overlap, thereby preventing interference with the independent normal operation of the first and second inner rotors.

[0015] In a possible implementation of the present application, the drive assembly also includes a first rotation actuator and a second rotation actuator, the first rotation actuator includes a first transmission shaft and a first transmission gear; the second rotation actuator includes a second transmission shaft and a second transmission gear; wherein, the input end and the output end of the first transmission shaft are respectively transmission-connected to the output end of the first ring gear and the input end of the first transmission gear, and the output end of the first transmission gear is transmission-connected to the input end of the left wheel for driving the left wheel to steer; the input end and the output end of the second transmission shaft are respectively transmission-connected to the output end of the second ring gear and the input end of the second transmission gear, and the output end of the second transmission gear is transmission-connected to the input end of the right wheel for driving the right wheel to steer.

[0016] In a possible implementation of the present application, the orthographic projections of the first inner rotor and the second inner rotor on the inner wall of the stator on a side facing away from the outer rotor both fall on the stator.

[0017] In one possible implementation of the present application, the first and second ring gears are coaxially arranged, and their radial dimensions are equal. Because the maximum dimensions of the first and second planetary gear trains are typically determined by the dimensions of the ring gears, the design of equal radial dimensions of the first and second ring gears, combined with the coaxial arrangement of the first and second sun gears, results in a symmetrical and compact clutch transmission structure formed by the first and second planetary gear trains.

[0018] In a possible implementation of the present application, the drive assembly further includes an outer shell, and the clutch transmission group and the motor are integrated into the outer shell. In this way, the integration of the drive assembly can be increased.

[0019] In a second aspect, the present application provides a vehicle comprising a vehicle body, a left wheel, a right wheel, and the drive assembly of any one of the first aspects. The left and right wheels are disposed below the vehicle body, the left wheel being in transmission connection with the first output terminal of a clutch transmission assembly, and the right wheel being in transmission connection with the second output terminal of the clutch transmission assembly; a vehicle controller is configured to control the response of the motor. Because the vehicle of the present application includes the drive assembly of any one of the first aspects, it exhibits the same technical effects, namely, a compact structure and high power density.

[0020] In a third aspect, the present application also provides a control method, which adopts any drive assembly in the first aspect, and the method includes: obtaining current vehicle driving parameters, the driving parameters including at least the turning radius of the left wheel and the right wheel; determining the current driving condition of the vehicle based on the current driving parameters, the current driving condition including a straight driving condition and a turning driving condition; when the vehicle is in a turning driving condition, controlling the first inner rotor to output a first preset speed and controlling the second inner rotor to output a second preset speed, so that the left wheel and the right wheel meet the speed difference required for the vehicle to turn; when the vehicle is in a straight driving condition, controlling the first inner rotor and the second inner rotor to have consistent directions and equal speeds.

[0021] Specifically, the vehicle controller and motor control unit can be used to obtain the current turning radius of the vehicle, the speed and power of the outer rotor, first inner rotor, and second inner rotor in the current motor, and based on these driving parameters, it can be determined whether the vehicle is in a straight-line driving condition or a turning driving condition. For example, when the vehicle is in a turning driving condition, the speed change of the first inner rotor can be controlled by the vehicle controller and the motor control unit to achieve speed regulation of the first output end, and ultimately achieve a change in the wheel-side output speed and power of the left wheel; similarly, the speed change of the second inner rotor can also be controlled at the same time, and ultimately achieve a change in the wheel-side output speed and power of the right wheel. For example, the speeds of the first inner rotor and the second inner rotor can be controlled to change in opposite directions, so that the wheel-side output rotation directions of the left and right wheels are opposite, which can assist the vehicle in steering, so as to achieve a smaller turning radius or in-place steering function. When the vehicle is traveling in a straight line, meaning that the left and right wheels do not require a speed difference, the motor's outer rotor is connected to the first and second input terminals of the clutch transmission assembly, respectively. This means that the outer rotor's input speed to the clutch transmission assembly is the same. Under the outer rotor's output, simply controlling the first and second inner rotors to rotate in the same direction and at the same speed ensures the vehicle's normal straight-line travel. Furthermore, when the vehicle is traveling in a straight line, the first and second inner rotors can be controlled to rotate in the same direction and at the same speed. While maintaining normal straight-line travel, the left and right wheel speeds can be simultaneously increased or decreased. This means that the first and second inner rotors function as power splitters and speed and torque regulators. This eliminates the need for a differential, as is the case with conventional vehicles, and the two inner rotors share a stator, resulting in a high power density. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 A schematic structural diagram of a drive assembly provided in an embodiment of the present application;

[0023] Figure 2 A schematic diagram of the structure and force of a first planetary gear train provided in an embodiment of the present application;

[0024] Figure 3 This is one of the schematic diagrams of speed regulation and power splitting performed by the first inner rotor and the second inner rotor in a drive assembly provided in an embodiment of the present application;

[0025] Figure 4 This is a second schematic diagram of speed regulation and power splitting performed by the first inner rotor and the second inner rotor in a drive assembly provided in an embodiment of the present application;

[0026] Figure 5 A flow chart of a control method provided in an embodiment of the present application.

[0027] Reference numerals:

[0028] 1-motor; 11-stator; 12-outer rotor; 13-first inner rotor; 14-second inner rotor; 131-first cylindrical structure; 2-first planetary gear train; 21-first sun gear; 22-first ring gear; 23-common planetary carrier; 24-first planetary gear; 211-second cylindrical structure; 3-second planetary gear train; 31-second planetary gear; 32-second sun gear; 33-second ring gear; 4-first rotary actuator; 41-first transmission shaft; 42-first transmission gear; 5-second rotary actuator; 51-second transmission shaft; 52-second transmission gear; 6-left wheel; 7-right wheel. DETAILED DESCRIPTION

[0029] To make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the specific technical solutions of the present application will be further described in detail below in conjunction with the drawings in the embodiments of the present application. The following embodiments are used to illustrate the present application but are not intended to limit the scope of the present application.

[0030] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the embodiments of this application, unless otherwise specified, "multiple" means two or more.

[0031] In addition, in the embodiments of the present application, directional terms such as "up", "down", "left" and "right" are defined relative to the orientation of the components in the drawings. It should be understood that these directional terms are relative concepts. They are used for relative description and clarification, and they may change accordingly according to changes in the orientation of the components in the drawings.

[0032] In the embodiments of the present application, unless otherwise clearly specified and limited, the term "connection" should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integrated connection; it can be a direct connection or an indirect connection through an intermediate medium.

[0033] In the embodiments of the present application, the terms "comprises," "comprising," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not preclude the presence of other identical elements in the process, method, article, or apparatus comprising the element.

[0034] In the embodiments of this application, words such as "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of this application should not be interpreted as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "for example" is intended to present the relevant concepts in a concrete manner.

[0035] The current development of pure electric vehicles is accelerating. To achieve better dynamics, many models are adopting four-wheel drive solutions. For example, each wheel is equipped with a motor, with each motor independently driving the vehicle's four wheels. This allows the torque and speed of each wheel to be precisely and independently controlled. For example, the output torque ratio of the four motors is adjusted in real time based on the vehicle's driving conditions (such as curves, slopes, highways, and snowy conditions) and in combination with factors such as acceleration, braking, steering, forward and reverse driving.

[0036] However, in existing designs where four motors each drive a vehicle's four wheels, each motor consists of a stator and rotor system, and can only output either power or electrical power at any given time. This makes it impossible to meet the complex requirements of each motor simultaneously outputting both rotational power and electrical power, or simultaneously outputting both rotational power at different speeds and electrical power at different power levels. As a result, existing four-wheel independent drive systems are typically large, heavy, and costly, making them incapable of meeting the high power and high demands of vehicles.

[0037] An embodiment of the present application provides a vehicle. It should be noted that the vehicle in the present application may refer to a large car, a small car, a special-purpose vehicle, etc. For example, according to the vehicle model, the vehicle in the present application may be a sedan model, an off-road model, a multi-purpose vehicle (MPV) model or other models.

[0038] An embodiment of the present application provides a vehicle comprising a vehicle body, left and right wheels, and a drive assembly. The left and right wheels are disposed below the vehicle body, with the left wheel in transmission connection with a first output terminal of a clutch transmission assembly, and the right wheel in transmission connection with a second output terminal of the clutch transmission assembly. The vehicle drive assembly of the present application has the advantages of a compact structure and high power density.

[0039] Traditional electric motors primarily consist of two parts: a fixed part called a stator and a rotating part called a rotor. Their operating principles are based on the laws of electromagnetic induction, Ohm's law of the entire circuit, and the law of electromagnetic force. The stator includes winding coils, while the rotor is a permanent magnet. When power or servo power of varying frequencies flows through a commutator and brushes to the winding coils, the rotor can be driven to rotate at varying speeds or directions, generating power output at varying speeds. However, traditional electric motors often have low power density and a narrow range of adaptability. Equipping each wheel with a traditional motor would not meet the high power and performance requirements of a vehicle, and would also be bulky, heavy, and costly.

[0040] For this purpose, refer to Figure 1 The present application provides a drive assembly, which includes a motor 1 and a clutch transmission group. The motor 1 includes a stator 11 with inner and outer coils, an outer rotor 12 rotatably arranged on the outside of the stator 11, and a first inner rotor 13 and a second inner rotor 14 rotatably arranged on the inside of the stator 11, and the first inner rotor 13 and the second inner rotor 14 are independently arranged. The outer rotor 12 is used as the first power output end of the motor 1, and the first inner rotor 13 and the second inner rotor 14 are used as the second power output end of the motor 1. The clutch transmission group includes a first input end, a second input end, and a first output end and a second output end. The outer rotor 12 and the first inner rotor 13 are both transmission-connected to the first input end. The outer rotor 12 and the second inner rotor 14 are both transmission-connected to the second input end. The first input end and the first output end are transmission-coupled, and the second input end and the second output end are transmission-coupled. The first output end is transmission-connected to the left wheel 6, and the second output end is transmission-connected to the right wheel 7.

[0041] Specifically, the motor 1 includes a stator 11 with inner and outer coils. Here, the stator 11 with inner and outer coils can mean, for example, an outer stator 11 coil is provided on the outside of the stator 11, and an inner stator 11 coil is provided on the inside of the stator 11, and the polarity of the outer stator 11 coil and the inner stator 11 coil are opposite and are provided with steel silicon sheets. The steel silicon sheets of the outer stator 11 coil and the steel silicon sheets of the inner stator 11 coil can be staggered or arranged in the same position. Preferably, a staggered structure can be adopted to enable the motor 1 to have a larger output torque. Here, the stator 11 can be a cylindrical tube structure, and the outer rotor 12 can be rotatably mounted on the outside of the stator 11, and the outer rotor 12 is coaxially arranged with the stator 11. Among them, the outer rotor 12 permanent magnets are distributed at intervals on the inner wall of the outer rotor 12, specifically so that the outer rotor 12 can rotate around the central axis of the stator 11. The outer rotor 12 is used as the first power output end of the motor 1. For example, the outer rotor 12 is used to bear the main power output of the vehicle.

[0042] Next, a rotatable first inner rotor 13 and second inner rotor 14 are disposed within the stator 11. The independent configuration of the first and second inner rotors 13, 14 specifically means that the first and second inner rotors 13, 14 do not affect each other during operation. For example, while the first inner rotor 13 rotates clockwise around the stator 11, the second inner rotor 14 can rotate counterclockwise. Alternatively, while the first and second inner rotors 13, 14 rotate in the same direction, the speeds of the first and second inner rotors 13, 14 can differ. For example, both the first and second inner rotors 13, 14 can achieve a speed range of ±5,000 revolutions per minute. The outer rotor 12 is typically larger than the inner rotor. For example, when the power of the outer rotor 12 is 150 kW, the power of the corresponding inner rotor is between 40 and 50 kW. This means that the primary output power of the motor 1 is provided by the outer rotor 12. The first and second inner rotors 13, 14 serve as the second power output terminals of the motor 1, primarily providing auxiliary power output. Specifically, the first and second inner rotors 13, 14 are responsible for speed regulation and power splitting, thereby achieving corresponding changes in the output speed and power of the left and right wheels 6, 7. Specifically, the outer rotor 12 and the first inner rotor 13 are both in transmission connection with the first input terminal of the clutch transmission assembly, and the first output terminal of the clutch transmission is in transmission connection with the left wheel 6. Accordingly, the outer rotor 12 and the second inner rotor 14 are both in transmission connection with the second input terminal.

[0043] Among them, since the input speed and output power of the outer rotor 12 to the clutch transmission group are constant, and the output end of the first inner rotor 13 is connected to the first input end of the clutch transmission group, and the output end of the second inner rotor 14 is connected to the second input end of the clutch transmission group, since the first inner rotor 13 and the second inner rotor 14 are independently arranged, their operations do not affect each other. In this way, by adjusting the speed of the first inner rotor 13 and the speed of the second inner rotor 14, for example, the speeds of the first inner rotor 13 and the second inner rotor 14 can be controlled to be opposite, so that the speeds output to the left wheel 6 and the right wheel 7 are different, thereby assisting the vehicle steering to achieve a smaller turning radius or a turning-in-place function. For another example, when the vehicle is traveling in a straight line, the first inner rotor 13 and the second inner rotor 14 can be controlled to have the same speed and the same direction of rotation. Since the motor 1 uses a single outer rotor 12, when the first inner rotor 13 and the second inner rotor 14 have the same speed and the same direction of rotation, the speeds output to the left wheel 6 and the right wheel 7 are also the same, allowing the vehicle to travel in a straight line normally. While traveling in a straight line, the speeds of the first inner rotor 13 and the second inner rotor 14 can be controlled to increase to a higher, identical speed, thereby increasing the vehicle's travel speed. With the above arrangement, since the first inner rotor 13 and the second inner rotor 14 in the motor 1 share a stator 11, the drive assembly structure of the present application is more compact and has a higher power density.

[0044] The outer walls of the first inner rotor 13 and the second inner rotor 14 are each wound with first and second inner rotor coils. Since the torque of motor 1 is equal to the mechanical power of motor 1 divided by the mechanical angular velocity of the rotor, the mechanical angular velocity is proportional to the number of coils. That is, a greater number of coils results in lower torque, while a smaller number of coils results in higher torque. For example, the number of coils on the first inner rotor 13 and the second inner rotor 14 can be smaller, while the number of coils on the outer rotor 12 can be greater. This allows the first and second inner rotors 13 and 14 to provide high torque. When an electric vehicle requires high torque during driving, it selects the first inner rotor 13 or the second inner rotor 14, and when high speed is required, it selects the outer rotor 12 (the speed of motor 1 is proportional to the number of coils). Conventional motors 1, on the other hand, can only determine their torque output by controlling current and voltage. Using lower voltage and current results in a higher load on the motor, resulting in greater mechanical efficiency loss. However, the motor 1 in this application can select the first inner rotor 13 or the second inner rotor 14 to operate at a lower load to adjust speed and torque, thereby reducing mechanical efficiency loss. The electronic control unit can also be used to control the operation of the first inner rotor 13 and the second inner rotor 14 to optimize the performance of the motor 1 and provide greater output power. Furthermore, in addition to serving as a second dynamic output terminal to provide wheel speed and torque regulation, the first and second inner rotors 13 and 14 can also generate electricity for output power. In this embodiment, the first and second inner rotors 13 and 14 will primarily be described as serving as the second dynamic output terminal to provide wheel speed and torque regulation.

[0045] It should be noted that the first inner rotor 13, the second inner rotor 14, and the outer rotor 12 can operate simultaneously and, if connected to different power sources, can also operate in a time-sharing manner. That is, the first inner rotor 13, the second inner rotor 14, or the outer rotor 12 can operate independently of each other. For example, when the outer rotor 12 rotates, the first inner rotor 13 can rotate in the same or opposite direction as the outer rotor 12, and the second inner rotor 14 can also rotate in the same or opposite direction as the outer rotor 12.

[0046] In addition, it should be noted that the specific structural form of the clutch transmission group is not limited. For example, the clutch transmission group can be composed of two planetary gear combinations. For example, the planetary carrier and sun gear of one planetary gear group serve as the two first input ends, respectively connected to the outer rotor 12 and the first inner rotor 13, and the outer ring gear of the planetary gear group serves as the first output end, connected to the left wheel 6. Correspondingly, the planetary carrier and sun gear of the other planetary gear group serve as the two second input ends, respectively connected to the outer rotor 12 and the second inner rotor 14, and the two outer ring gears of the two planetary gear groups serve as the first output ends and the second output ends, respectively connected to the left wheel 6 and the right wheel 7. Alternatively, the clutch transmission group can be two sets of friction clutches consisting of a power disc, a driving wheel, a driven disc, and a separation operating system. The specific form is also not limited. The clutch transmission group has a first input end, a second input end, a first output end, and a second output end, and the first input end is transmission coupled to the first output end, and the second input end is transmission coupled to the second output end. In addition, the first output end and the second output end can each be connected to the left wheel 6 and the right wheel 7 through a transmission component to drive the steering of the left wheel 6 and the right wheel 7. Here, the transmission component can be a combination of multiple transmission shafts and multiple gears, and is not specifically limited.

[0047] In some embodiments, reference Figure 1 and Figure 2 The clutch transmission group includes a first planetary gear train 2 and a second planetary gear train 3; the first planetary gear train 2 includes a first sun gear 21, a first planetary gear 24, a first ring gear 22 and a common planetary carrier 23 that are meshed with each other; the second planetary gear train 3 includes a second sun gear 32, a second planetary gear 31, a second ring gear 33 and a common planetary carrier 23 that are meshed with each other, and the first planetary gear train 2 and the second planetary gear train 3 share a common planetary carrier 23; the common planetary carrier 23 is transmission-connected to the outer rotor 12, the first sun gear 21 is transmission-connected to the first inner rotor 13; the second sun gear 32 is transmission-connected to the second inner rotor 14; wherein, the common planetary carrier 23 and the first sun gear 21 are the first input end, and the first ring gear 22 is the first output end; the common planetary carrier 23 and the second sun gear 32 are the second input end, and the second ring gear 33 is the second output end. Here, the clutch transmission group adopts the first planetary gear train 2 and the second planetary gear train 3, which has the advantages of compact structure, wide transmission ratio range and high efficiency compared with friction clutch transmissions and other fixed-axis gear trains.

[0048] The first and second planetary gear trains 2 and 3 utilize a common planetary carrier 23. This design further compacts the clutch transmission assembly and generates significantly greater torque than would be generated by three sets of universal planetary gears of the same size, saving height while also reducing noise and cost. Furthermore, the motor 1 comprises only one outer rotor 12, which has greater power than the first and second inner rotors 13 and 14 and primarily bears the majority of the power output. Because the outer rotor 12, serving as the first power output terminal, is in transmission connection with the common planetary carrier 23, the rotational speeds of the common planetary carriers 23 of the first and second planetary gear trains 2 and 3 are equal. This means that the power and rotational speeds output by the outer rotor 12 to the first and second planetary gear trains 2 and 3 remain consistent throughout the entire driving process of the electric vehicle. This facilitates adjusting the speeds of the left and right wheels 6 and 7 by adjusting only the rotational speeds of the first and second inner rotors 13 and 14, facilitating smooth cornering. This means that a speed difference between the left and right wheels 6 and 7 during cornering can be achieved without the need for a conventional differential.

[0049] It should be noted that, since the first planetary gear train 2 and the second planetary gear train 3 have the same composition, for the sake of convenience, only the structure and force diagram of the first planetary gear train 2 are shown in the accompanying drawings, namely Figure 2 , understandably, Figure 2 It can also reflect the structure and force diagram of the second planetary gear system 3.

[0050] For ease of explanation, refer to Figure 2 and Figure 3 , the speed relationship between the sun gear, planet gear and planet carrier in the first planetary gear system 2 and the second planetary gear system 3 is described by the following formula. Since the first planetary gear system 2 and the second planetary gear system 3 share a common planet carrier 23, and the first planetary gear system 2 and the second planetary gear system 3 have the same composition, one of the planetary gear systems can be used for description. For example, the torque, force balance and energy balance of the first planetary gear system 2 are described below mainly based on formulas. Formula (1) is obtained by torque balance, and formula (2) is obtained by force balance of one of the planetary gears, that is, the size relationship between F1, F2 and F3 can be obtained. Formulas (3) to (6) combined with energy balance can derive the speed ω of the first sun gear 21 in formulas (8) and (9): S1 , the rotational speed ω of the first ring gear 22 R1 , the speed of the common planet carrier 23 ω C1 The speed relationship between the three. Among them, since the first sun gear 21 is connected to the first inner rotor 13 of the motor 1, the speed of the first sun gear 21 can be changed by changing the speed of the first inner rotor 13. S1Since the common planet carrier 23 is connected to the outer rotor 12, the speed of the outer rotor 12 can be changed by changing the speed of the common planet carrier 23 ω C1 Since the first ring gear 22 is in transmission connection with the left wheel 6, the speed of the first ring gear 22 is ω R1 Reflects the wheel side speed of the left wheel 6. The change in the speed of the first inner rotor 13, that is, the speed ω of the first sun gear 21 S1 Change, the speed of the first ring gear 22 can be achieved R1 Changes are made to achieve changes in the left wheel side output speed and power of the left wheel 6, that is, the left and right wheel side output power and speed can be adjusted according to the specific driving conditions of the vehicle.

[0051] F1×P1=F2×P1 → F1=F2 (1)

[0052]

[0053]

[0054]

[0055]

[0056]

[0057] ω S1 +R1 / S1×ω R1 =(1+R1 / S1)ω C1 (7)

[0058] R1 / S1=ρ1 (8)

[0059] ω S1 +ρ1ω R1 =(1+ρ1)ω C1 (9)

[0060] Continue, refer to Figure 1 and Figure 2 , the stator 11 is a cylindrical stator 11, and the first sun gear 21, the second sun gear 32, the outer rotor 12, the first inner rotor 13, and the second inner rotor 14 are all coaxially arranged with the stator 11; in the first direction, the second planetary gear train 3, the first planetary gear train 2, the first inner rotor 13, and the second inner rotor 14 are arranged in sequence; wherein, the first direction is along the central axis direction of the stator 11. wherein, in the first direction, the second planetary gear train 3, the first planetary gear train 2, the first inner rotor 13, and the second inner rotor 14 are arranged in sequence, which can be understood as the second planetary gear train 3 and the second inner rotor 14 are located on both outer sides, and the first planetary gear train 2 and the first inner rotor 13 are adjacently located between the second planetary gear train 3 and the first inner rotor 13. for the convenience of explanation, refer to Figure 1 The second planetary gear train 3 is located on the leftmost side in the first direction, and the first planetary gear train 2 is located on the rightmost side in the first direction. From left to back in the first direction, the second planetary gear train 3, the first planetary gear train 2, the first inner rotor 13, and the second inner rotor 14 are arranged sequentially. Because the first and second planetary gear trains 2 and 3 share a common planet carrier 23, the adjacent design of the second planetary gear train 3 and the first planetary gear train 2 along the first direction reduces the space occupied by the first and second planetary gear trains 2 and 3 along the first direction, facilitating the design of the shared planet carrier 23. This design allows for a simpler and more compact layout of the motor 1 and the clutch transmission assembly.

[0061] In some embodiments, reference Figure 1 The first inner rotor 13 has a hollow first cylindrical structure 131 on the side away from the second inner rotor 14, which is used as the output shaft of the first inner rotor 13; the first sun gear 21 has a second cylindrical structure 211 on the side away from the second sun gear 32, which is used as the input shaft of the first sun gear 21; the first cylindrical structure 131 and the second cylindrical structure 211 are transmission-connected. Here, since the diameters of the first cylindrical structure 131 and the second cylindrical structure 211 are similar, and Figure 1 is a simplified structural diagram, so Figure 1 The first cylindrical structure 131 and the second cylindrical structure 211 appear to form a complete cylindrical structure. In the first direction, the output shaft of the second inner rotor 14 sequentially passes through the first cylindrical structure 131 and the second cylindrical structure 211, and then is drivingly connected to the input shaft of the second sun gear 32. Here, because the first and second inner rotors 13, 14 both rotate about the central axis of the stator 11, they rotate coaxially.

[0062] Here, the output shaft of the first inner rotor 13 is designed as a hollow cylindrical structure, allowing the output shaft of the second inner rotor 14 to pass through the output shaft of the first inner rotor 13. This ensures that the orthographic projections of the output shafts of the first inner rotor 13 and the second inner rotor 14 on the first plane do not overlap, thereby preventing interference with the independent normal operation of the first and second inner rotors 13, 14. The first plane is a plane perpendicular to the first direction. Similarly, because the rightmost second inner rotor 14 needs to be drivingly connected to the leftmost second sun gear 32, the input shaft of the second sun gear 32 is designed as a hollow second cylindrical structure 211. The first cylindrical structure 131 and the second cylindrical structure 211 are drivingly connected, facilitating the output shaft of the second inner rotor 14 to pass through both the first cylindrical structure 131 and the second cylindrical structure 211 in sequence for driving connection. Compared with adding other transmission components between the leftmost second planetary gear train 3 and the rightmost second inner rotor 14, such as using a combination of an intermediate shaft and a gear set, the above arrangement can reduce the space occupied by the drive assembly along the first direction, making the overall structure of the drive assembly simpler and more compact.

[0063] Further, refer to Figure 1 The drive assembly also includes a first rotation actuator 4 and a second rotation actuator 5. The first rotation actuator 4 includes a first transmission shaft 41 and a first transmission gear 42; the second rotation actuator 5 includes a second transmission shaft 51 and a second transmission gear 52; wherein, the input end and the output end of the first transmission shaft 41 are respectively transmission-connected with the output end of the first ring gear 22 and the input end of the first transmission gear 42, and the output end of the first transmission gear 42 is transmission-connected with the input end of the left wheel 6 for driving the left wheel 6 to steer; the input end and the output end of the second transmission shaft 51 are respectively transmission-connected with the output end of the second ring gear 33 and the input end of the second transmission gear 52, and the output end of the second transmission gear 52 is transmission-connected with the input end of the right wheel 7 for driving the right wheel 7 to steer.

[0064] In some embodiments, reference Figure 1 The orthographic projections of the first inner rotor 13 and the second inner rotor 14 on the inner wall of the stator 11 facing away from the outer rotor 12 both fall on the stator 11 .

[0065] Reference Figure 1 The first ring gear 22 and the second ring gear 33 are coaxially arranged, and their radial dimensions are equal. Since the maximum dimensions of the first and second planetary gear trains 2 and 3 are generally determined by the dimensions of the ring gears, the equal radial dimensions of the first and second ring gears 22 and 33, combined with the coaxial arrangement of the first and second sun gears 21 and 32, result in a symmetrical and compact clutch transmission structure formed by the first and second planetary gear trains 2 and 3.

[0066] In some embodiments, the drive assembly further includes an outer shell, and the clutch transmission group and the motor 1 are integrated into the outer shell, thereby increasing the integration of the drive assembly.

[0067] Reference Figure 5 , an embodiment of the present application further provides a control method, the method comprising:

[0068] Step S100: obtaining current vehicle driving parameters, which at least include turning radii of the left wheel 6 and the right wheel 7;

[0069] Step S200: determining the current driving condition of the vehicle according to the current driving parameters, where the current driving condition includes a straight-line driving condition and a turning driving condition;

[0070] Step S300: When the vehicle is in a turning driving condition, the first inner rotor 13 is controlled to output a first preset speed and the second inner rotor 14 is controlled to output a second preset speed so that the left wheel 6 and the right wheel 7 meet the speed difference required for the vehicle to turn; when the vehicle is in a straight driving condition, the first inner rotor 13 and the second inner rotor 14 are controlled to have the same direction and the same speed.

[0071] In some embodiments, a vehicle includes a vehicle controller and a motor control unit. The vehicle controller is used to obtain the vehicle's current driving parameters and, as the vehicle's master controller, coordinates various systems to calculate the required output power, torque, and speed distribution for the outer rotor 12, first inner rotor 13, and second inner rotor 14 in motor 1. Based on the current driving parameters, it determines the vehicle's current required torque, output power, and speed, and determines the current driving condition. The motor control unit is used to respond to commands issued by the vehicle controller by causing the outer rotor 12, first inner rotor 13, and second inner rotor 14 in motor 1 to operate.

[0072] Specifically, in step S100, the vehicle controller and motor control unit can be used to obtain the current vehicle turning radius, the speed and power of the outer rotor 12, first inner rotor 13, and second inner rotor 14 in the motor 1, and the like. Continuing, in step S200, based on these driving parameters, it can be determined whether the vehicle is in a straight-line driving condition or a turning driving condition. Furthermore, in step S300, when the vehicle is in a turning driving condition, the vehicle controller and motor control unit can be used to control the speed of the first inner rotor 13 to adjust the speed of the first output terminal, ultimately changing the wheel-side output speed and power of the left wheel 6. Similarly, the speed of the second inner rotor 14 can also be controlled to change, ultimately changing the wheel-side output speed and power of the right wheel 7. For example, the speeds of the first and second inner rotors 13 and 14 can be controlled to change in opposite directions, causing the wheel-side output rotation directions of the left and right wheels 6 and 7 to be opposite, thereby assisting vehicle steering and achieving a smaller turning radius or a pivoting function.

[0073] When the vehicle is traveling in a straight line, meaning that a speed difference between the left and right wheels 6 and 7 is not required, the outer rotor 12 of the motor 1 is in transmission connection with the first and second input terminals of the clutch transmission assembly, respectively. This means that the speed input from the outer rotor 12 to the clutch transmission assembly is the same. Therefore, under the output of the outer rotor 12, the vehicle can maintain normal straight-line travel by simply controlling the first and second inner rotors 13 and 14 to rotate in the same direction and at the same speed. Furthermore, when the vehicle is traveling in a straight line, the first and second inner rotors 13 and 14 can be controlled to rotate in the same direction and at the same speed. While maintaining normal straight-line travel, the speeds of the left and right wheels 6 and 7 can also be increased or decreased simultaneously. In other words, the first and second inner rotors 13 and 14 function as power splitters and speed and torque regulators. This eliminates the need for a differential, as is common in conventional vehicles, to achieve a speed difference between the left and right wheels. Furthermore, the fact that the two inner rotors share a stator 11 offers the advantage of high power density.

[0074] In addition, for the sake of convenience, refer to Figure 3 , is a diagram illustrating the speed regulation and power splitting of the first inner rotor 13 and the second inner rotor 14 provided in an embodiment of the present application. For the convenience of explanation, Figure 3 The left planetary system in the figure is the second planetary gear train 3. The sun gear, planet carrier, and internal gear in the left planetary system correspond to the second sun gear 32, common planet carrier 23, and second ring gear 33 of the second planetary gear train 3. The speed of the sun gear on the left is ω S 、The rotation speed of the planet carrier ω C 、The speed of the internal gear ω R respectively correspond to the rotation speed ω of the second sun gear 32 S , the speed of the common planet carrier 23 ω C, the rotation speed ω of the second ring gear 33 R ; Correspondingly, the right planetary system is the first planetary gear system 2, and the speed of the sun gear on the right is ω S 、The rotation speed of the planet carrier ω C 、The speed of the internal gear ω R Corresponding to the rotation speed ω of the first sun gear 21 S , the speed of the common planet carrier 23 ω C , the rotational speed ω of the first ring gear 22 R . Figure 3 The first row of graphs indicates that the vehicle is in power balance, and the three rotational speeds are consistent, that is, the vehicle is in a straight-line driving condition; Figure 3 The left side of the second row of figures represents the rotational speed relationship diagram of the left planetary system connected to the left wheel 6, and the right side of the second row of figures represents the rotational speed relationship diagram of the right planetary system connected to the right wheel 7. It can be seen that since the first planetary gear system 2 and the second planetary gear system 3 share a common planet carrier 23, the rotational speed ω of the common planet carrier 23 in the two figures in the second row is the same as the rotational speed ω of the common planet carrier 23. C The same, the speed of the sun gear of the left planetary system and the right planetary system in the second row ω S are equal, so the speed of the internal gears of the left and right planetary systems is ω R Equal, that is, the vehicle is in a straight-line driving condition at this time.

[0075] Continue, refer to Figure 3 In the third row of figures, the speed ω of the second sun gear 32 in the left planetary system (the second planetary gear system 3) is S Compared to the speed ω of the first sun gear 21 in the right planetary system (first planetary gear system 2) S Reduced, because the left and right planetary systems share the same planetary carrier, that is, the speed of the planetary carriers of both ω C When the speed of the second sun gear 32 is equal to S Compared with the rotation speed ω of the first sun gear 21 S The reduction will cause the left wheel 6 and the right wheel 7 to have a speed difference Δω R , thus facilitating turning. Since the second sun gear 32 is in transmission connection with the second inner rotor 14, and the first sun gear 21 is in transmission connection with the first inner rotor 13, a speed difference Δω can be generated between the left wheel 6 and the right wheel 7 by changing the speed of the second inner rotor 14 and the speed of the first inner rotor 13. R , so that the drive assembly also has the function of a differential.

[0076] Reference Figure 4 , Figure 4 This is another diagram illustrating the speed regulation and power splitting of the first inner rotor 13 and the second inner rotor 14 provided in an embodiment of the present application. Figure 4The left planetary system in the figure is the second planetary gear train 3. The sun gear, planet carrier, and internal gear in the left planetary system correspond to the second sun gear 32, common planet carrier 23, and second ring gear 33 of the second planetary gear train 3. The speed of the sun gear on the left is ω S 、The rotation speed of the planet carrier ω C 、The speed of the internal gear ω R respectively correspond to the rotation speed ω of the second sun gear 32 S , the speed of the common planet carrier 23 ω C , the rotation speed ω of the second ring gear 33 R ; Correspondingly, the right planetary system is the first planetary gear system 2, and the speed of the sun gear on the right is ω S 、The rotation speed of the planet carrier ω C 、The speed of the internal gear ω R Corresponding to the rotation speed ω of the first sun gear 21 S , the speed of the common planet carrier 23 ω C , the rotational speed ω of the first ring gear 22 R ; Figure 4 In the first row of figures, the vehicle is in a straight-line driving condition, and the three rotation speeds are the same; Figure 4 The left side of the second row of figures represents the rotational speed relationship diagram of the left planetary system connected to the left wheel 6, and the right side of the second row of figures represents the rotational speed relationship diagram of the right planetary system connected to the right wheel 7. It can be seen that since the first planetary gear system 2 and the second planetary gear system 3 share a common planet carrier 23, the rotational speed ω of the common planet carrier 23 in the two figures in the second row is the same as the rotational speed ω of the common planet carrier 23. C The same, the speed of the sun gear of the left planetary system and the right planetary system in the second row ω S are equal, so the speed of the internal gears of the left and right planetary systems is ω R Equal, that is, the vehicle is in a straight-line driving condition at this time.

[0077] Continue, refer to Figure 4 In the third row of figures, the speed ω of the second sun gear 32 in the left planetary system (the second planetary gear system 3) is S The speed is negative, and the speed ω of the first sun gear 21 in the right planetary system (first planetary gear system 2) is S is positive, and the two turn in opposite directions. Since the left and right planetary systems share the same planetary carrier, the speed of the two planetary carriers is ω C are equal, so that the speed ω output by the second ring gear 33 in the second planetary gear train 3 R The speed ω output by the first ring gear 22 in the first planetary gear train 2 R With a large speed difference Δω R , and at the same time, the wheel side outputs of the left wheel 6 and the right wheel 7 rotate in opposite directions, which can assist the vehicle in steering to achieve a smaller turning radius or in-situ steering function.

[0078] The serial numbers of the embodiments of this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. The above are only preferred embodiments of this application and do not limit the scope of the patent of this application. Any equivalent structure or equivalent process transformation made by using the contents of the description and drawings of this application, or directly or indirectly applied in other related technical fields, are also included in the scope of patent protection of this application.

Claims

1. A drive assembly, characterized in that: include: The motor comprises a stator with inner and outer coils, an outer rotor rotatably disposed outside the stator, and first and second inner rotors rotatably disposed inside the stator, wherein the first and second inner rotors are independently disposed. The outer rotor is used as the first power output end of the motor, and the first inner rotor and the second inner rotor are used for generating electricity or as the second power output end of the motor; A clutch transmission group includes a first input end, a second input end, and a first output end and a second output end; the outer rotor and the first inner rotor are both transmission-connected to the first input end; the outer rotor and the second inner rotor are both transmission-connected to the second input end; wherein the first input end and the first output end are transmission-coupled, and the second input end and the second output end are transmission-coupled; The first output end is used for transmission connection with the left wheel, and the second output end is used for transmission connection with the right wheel; The clutch transmission group includes a first planetary gear train and a second planetary gear train; The first planetary gear train includes a first sun gear, first planet gears, a first ring gear and a common planet carrier that are meshed with each other; The second planetary gear train includes a second sun gear, second planetary gears, a second ring gear and a common planet carrier that are meshed with each other, and the first planetary gear train and the second planetary gear train share a common planet carrier; The common planet carrier is in driving connection with the outer rotor, the first sun gear is in driving connection with the first inner rotor; the second sun gear is in driving connection with the second inner rotor; The common planet carrier and the first sun gear are the first input end, and the first ring gear is the first output end; the common planet carrier and the second sun gear are the second input end, and the second ring gear is the second output end.

2. The drive assembly according to claim 1, characterized in that: The stator is a cylindrical stator, and the first sun gear, the second sun gear, the outer rotor, the first inner rotor, and the second inner rotor are all coaxially arranged with the stator; In a first direction, the second planetary gear train, the first planetary gear train, the first inner rotor, and the second inner rotor are arranged in sequence; wherein, the first direction is along the central axis direction of the stator.

3. The drive assembly according to claim 2, characterized in that: The first inner rotor has a first hollow cylindrical structure on a side facing away from the second inner rotor, and is used as an output shaft of the first inner rotor; The first sun gear has a second hollow cylindrical structure on a side facing away from the second sun gear, which is used as an input shaft of the first sun gear; The first cylindrical structure and the second cylindrical structure are transmission-connected. In the first direction, the output shaft of the second inner rotor can sequentially pass through the first cylindrical structure and the second cylindrical structure and then be transmission-connected to the input shaft of the second sun gear.

4. The drive assembly according to claim 2, characterized in that: The drive assembly further includes a first rotation actuator and a second rotation actuator, wherein the first rotation actuator includes a first transmission shaft and a first transmission gear; the second rotation actuator includes a second transmission shaft and a second transmission gear; The input end and output end of the first transmission shaft are respectively connected to the output end of the first ring gear and the input end of the first transmission gear, and the output end of the first transmission gear is connected to the input end of the left wheel to drive the left wheel to steer. The input end and output end of the second transmission shaft are respectively connected to the output end of the second ring gear and the input end of the second transmission gear. The output end of the second transmission gear is connected to the input end of the right wheel to drive the right wheel to steer.

5. The drive assembly according to claim 2, characterized in that: The orthographic projections of the first inner rotor and the second inner rotor on the inner wall of the stator on the side facing away from the outer rotor both fall on the stator.

6. The drive assembly according to claim 2, characterized in that: The first gear ring and the second gear ring are coaxially arranged, and the radial sizes of the first gear ring and the second gear ring are equal.

7. The drive assembly according to claim 2, characterized in that: The drive assembly further includes an outer shell, and the clutch transmission group and the motor are integrated in the outer shell.

8. A vehicle, characterized in that: include: body; The drive assembly according to any one of claims 1 to 6; A left wheel and a right wheel are arranged below the vehicle body, the left wheel is in driving connection with the first output end, and the right wheel is connected with the second output end; The vehicle controller is used to control the response action of the motor.

9. A control method, using the drive assembly according to any one of claims 1 to 6, characterized in that: The control method includes: Acquiring current vehicle driving parameters, the driving parameters including at least the turning radius of the left wheel and the right wheel; Determining a current driving condition of the vehicle according to the current driving parameter, wherein the current driving condition includes a straight-line driving condition and a turning driving condition; When the vehicle is in the turning driving condition, controlling the first inner rotor to output a first preset speed and controlling the second inner rotor to output a second preset speed so that the left wheel and the right wheel meet a speed difference required for the vehicle to turn; When the vehicle is in the straight-line driving condition, the first inner rotor and the second inner rotor are controlled to have the same direction of rotation and the same rotational speed.

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