Driving assembly and vehicle

Abstract

The invention relates to a driving assembly and a vehicle, the driving assembly comprises a first rotor, a second rotor and a rotating shaft, the second rotor is provided with a through hole penetrating in the axis direction of the second rotor, the through hole and the second rotor are coaxially arranged, one end of the rotating shaft penetrates through the through hole and is connected with the first rotor, and the other end of the rotating shaft is connected with the second rotor. Kinetic energy can be transmitted between the rotating shaft and the first rotor, the rotating shaft is sleeved with the second rotor in an empty mode, and the rotating shaft and the second rotor are coaxially arranged. According to the driving assembly, the first rotor and the second rotor are arranged in parallel in the axis direction of the second rotor, and the second rotor and the rotating shaft are designed to be hollow and coaxial, so that relative rotation of the second rotor and the rotating shaft does not interfere with each other, and corresponding effects can be generated respectively; the axes of the first rotor and the second rotor coincide, so that the first rotor and the second rotor are not arranged in an axis parallel mode, and the radial space can be reduced.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of vehicle manufacturing, and in particular, to a drive assembly and a vehicle. BACKGROUND

[0002] The size of the drive assembly in the related art is large, and occupies more space, which affects the arrangement of the drive assembly and adjacent components on the vehicle, resulting in low space utilization. SUMMARY

[0003] An object of the present disclosure is to provide a drive assembly and a vehicle to solve the above problems in the related art.

[0004] To achieve the above object, one aspect of the present disclosure provides a drive assembly, comprising: a first rotor; a second rotor, the second rotor being provided with a through hole penetrating in the axial direction of the second rotor, the through hole being coaxially arranged with the second rotor; a rotating shaft, one end of the rotating shaft penetrating through the through hole and being connected with the first rotor, the rotating shaft and the first rotor being capable of transmitting kinetic energy, the second rotor being sleeved on the rotating shaft, so that a gap is provided between the second rotor and the rotating shaft, and the rotating shaft is coaxially arranged with the second rotor.

[0005] The above technical solution provides the through hole on the second rotor, the through hole being capable of penetrating the rotating shaft, the rotating shaft and the first rotor being capable of transmitting kinetic energy after being connected, so that the rotational energy between the first rotor and the rotating shaft can be transmitted, the first rotor and the second rotor being arranged side by side in the axial direction of the second rotor, the rotating shaft ensuring the transmission of kinetic energy of the first rotor, and the second rotor being capable of normally transmitting kinetic energy. In addition, the coaxial design of the second rotor and the rotating shaft ensures that the relative rotation of the second rotor and the rotating shaft does not interfere with each other, and can respectively generate corresponding effects, and the coaxial arrangement of the second rotor and the rotating shaft ensures that the axes of the first rotor and the second rotor coincide, so that the first rotor and the second rotor are not arranged in the axial parallel manner, the radial space, i.e. the space in front of and behind the vehicle, is reduced, which is beneficial to the arrangement of other components of the vehicle.

[0006] In some possible implementation manners, the drive assembly further comprises a first stator and a second stator, the inner diameter of the first stator being greater than the outer diameter of the second stator, the first stator being sleeved outside at least part of the second stator, the first rotor being sleeved outside the first stator, and the second stator being sleeved outside the second rotor.

[0007] By such arrangement, the nested arrangement can further reduce the overall size of the drive assembly in the axial direction of the rotating shaft, and reduce the space occupation.

[0008] In some possible implementation manners, the driving assembly further comprises an engine and a reduction mechanism, the engine is arranged opposite to the second rotor in the axial direction of the rotating shaft, and the reduction mechanism is arranged between the engine and the second rotor.

[0009] By means of the arrangement, the range-extended power generation can be achieved, and the arrangement of the half shaft of the vehicle is facilitated.

[0010] In some possible implementation manners, the driving assembly further comprises a differential, the differential is connected with the reduction mechanism, the differential is arranged below the reduction mechanism, and an input end of the differential is in transmission connection with an output end of the reduction mechanism.

[0011] By means of the arrangement, the arrangement of the half shaft of the vehicle is facilitated.

[0012] In some possible implementation manners, the driving assembly further comprises an electric drive controller, at least a part of the electric drive controller is connected with the reduction mechanism, and the electric drive controller is arranged above the reduction mechanism.

[0013] By means of the arrangement, the integration degree is improved.

[0014] In some possible implementation manners, the shaft center of the first rotor is provided with a connecting portion, and the connecting portion is connected with the rotating shaft. The connecting portion is arranged as a connecting hole opened in the axial direction of the first rotor, and the rotating shaft is connected with the connecting hole.

[0015] By means of the arrangement, the first rotor and the rotating shaft are facilitated to be connected.

[0016] In some possible implementation manners, the first rotor is provided with a convex portion, the convex portion is protruded in the axial direction of the first rotor, the convex portion is arranged coaxially with the first rotor and the rotating shaft, and the convex portion is sleeved with a first supporting bearing to support the first rotor and the rotating shaft.

[0017] By means of the arrangement, the rotating shaft and the first rotor are facilitated to be supported, and the rotation of the two is ensured.

[0018] In some possible implementation manners, the second rotor comprises a rotor body and a first shaft sleeve, the rotor body is fixedly sleeved on the first shaft sleeve, the rotor body is arranged coaxially with the first shaft sleeve to rotate coaxially with the first shaft sleeve, and the first shaft sleeve is provided with the through hole.

[0019] By means of the arrangement, the rotating shaft is facilitated to pass through the second rotor, and the mutual interference of the two is avoided.

[0020] In some possible implementation manners, the driving assembly further comprises a speed reduction mechanism, and one end of the first shaft sleeve protrudes from the rotor body in the axial direction of the rotor body and is connected with the speed reduction mechanism.

[0021] By such an arrangement, the speed reduction mechanism is integrated and designed, the integration degree is improved, and the kinetic energy is output by cooperation with the second rotor.

[0022] In some possible implementation manners, one end of the first shaft sleeve protrudes from the rotor body in the axial direction of the rotor body and is provided with a second supporting bearing for supporting the first shaft sleeve to be sleeved on the rotating shaft.

[0023] By such an arrangement, the first shaft sleeve is supported, the stability of the first shaft sleeve being sleeved on the rotating shaft is maintained, and the rotation of the first shaft sleeve is not affected.

[0024] In some possible implementation manners, the speed reduction mechanism comprises a second shaft sleeve, the second shaft sleeve is sleeved on the rotating shaft, the second shaft sleeve is coaxially arranged with the rotating shaft, and one end of the second shaft sleeve is connected with the first shaft sleeve and is configured to transmit kinetic energy. The speed reduction mechanism further comprises a first speed reduction gear, a second transmission shaft, a second speed reduction gear and a third speed reduction gear, the first speed reduction gear is fixedly sleeved on the second shaft sleeve, the second transmission shaft is parallel to the second shaft sleeve, the second speed reduction gear and the third speed reduction gear are fixedly sleeved on the second transmission shaft, the first speed reduction gear is engaged with the second speed reduction gear, and the third speed reduction gear is configured to output kinetic energy.

[0025] By such an arrangement, the space in the axial direction is reduced, and the relative rotation of the speed reduction mechanism and the rotating shaft does not interfere with each other.

[0026] In some possible implementation manners, the speed reduction mechanism further comprises a housing, a third supporting bearing and a fourth supporting bearing, the third supporting bearing and the fourth supporting bearing are respectively sleeved on two ends of the second shaft sleeve, the third supporting bearing and the fourth supporting bearing are connected with the housing, and the third supporting bearing and the fourth supporting bearing are configured to support the second shaft sleeve so that the second shaft sleeve is maintained to be sleeved on the rotating shaft.

[0027] By such an arrangement, the second shaft sleeve is maintained to be sleeved on the rotating shaft, and the rotation of the second shaft sleeve is not affected.

[0028] In some possible implementation manners, the driving assembly further comprises an engine, and one end of the rotating shaft away from the first rotor is connected with an output crankshaft of the engine.

[0029] By so arranging, the transmission loss can be reduced, and the oil-electricity conversion efficiency can be improved.

[0030] In some possible implementation manners, the rotating shaft is provided with a connecting piece at one end away from the first rotor, the connecting piece comprises a connecting disc and a fastener, the fastener is connected to the connecting disc, and the fastener is connected to an output crankshaft of the engine; or, The rotating shaft is provided with a connecting piece at one end away from the first rotor, the connecting piece comprises a torsional vibration damper or a dual-mass flywheel, and the torsional vibration damper or the dual-mass flywheel is connected to an output crankshaft of the engine; or, The rotating shaft is integrally formed with the output crankshaft of the engine at one end away from the first rotor.

[0031] By so arranging, the connection with the output crankshaft of the engine is facilitated.

[0032] In some possible implementation manners, the driving assembly comprises a motor shell, the motor shell is provided with a first cavity and a second cavity, the first rotor is arranged in the first cavity, and the second rotor is arranged in the second cavity. The first rotor is provided with a first support bearing, the second rotor is provided with a second support bearing, the first support bearing is arranged in the first cavity to support the rotating shaft and the first rotor to rotate, and the second support bearing is arranged in the second cavity to support the second rotor to rotate.

[0033] By so arranging, the first rotor and the second rotor can rotate respectively without interference between each other, and the normal operation of the functions of the two rotors is ensured.

[0034] In some possible implementation manners, the driving assembly further comprises a first stator and a second stator, the first stator is arranged in the first cavity, the first stator cooperates with the first rotor, and the cooperation between the first stator and the first rotor can be used for power generation. The second stator is arranged in the second cavity, the second stator cooperates with the second rotor, and the cooperation between the second stator and the second rotor can be used for output of kinetic energy or braking energy recovery.

[0035] By so arranging, power generation and kinetic energy output can be achieved.

[0036] In some possible implementation manners, the motor shell comprises a shell body and an outer cover, an inner space of the shell body is arranged as the second cavity, the outer cover is connected to an outer wall of the shell body, and the outer cover and part of the outer wall of the shell body jointly form the first cavity.

[0037] By so arranging, the first cavity and the second cavity can be formed respectively.

[0038] In some possible implementation manners, the first stator is connected to an outer wall of the housing, and the second stator is connected to an inner wall of the housing.

[0039] By so arranging, the integration level is improved, and the size is reduced.

[0040] The second aspect of the present disclosure also provides a vehicle comprising the drive assembly described above.

[0041] The technical solution described above can optimize the layout of the vehicle, facilitate the arrangement of the half shaft of the vehicle, and the structural arrangement of the front compartment and the trunk of the vehicle, and ensure the collision safety.

[0042] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF DRAWINGS

[0043] The accompanying drawings are included to provide a further understanding of the present disclosure and constitute a part of the specification, and are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation of the present disclosure. In the drawings: Figure 1 is a structural schematic diagram of a drive assembly according to an embodiment of the present disclosure.

[0044] Figure 2 is a structural schematic diagram of the connection relationship between the rotating shaft and the first rotor according to an embodiment of the present disclosure.

[0045] Figure 3 is a structural schematic diagram of the connection relationship between the second rotor and the speed reduction mechanism according to an embodiment of the present disclosure.

[0046] Figure 4 is a structural schematic diagram of the connection mode between the rotating shaft and the output crankshaft of the engine according to another embodiment of the present disclosure.

[0047] Figure 5 is a structural schematic diagram of the integrated design of the rotating shaft and the output crankshaft of the engine according to another embodiment of the present disclosure.

[0048] EXPLANATION OF REFERENCE NUMERALS 1, first motor assembly, 11, first rotor, 12, first stator, 13, connecting part, 14, protruding part, 15, first supporting bearing; 2, second motor assembly, 21, second rotor, 211, rotor body, 212, first shaft sleeve, 22, second stator, 23, through hole, 24, second supporting bearing; 3, rotating shaft; 4, speed reduction mechanism, 41, second shaft sleeve, 42, first speed reduction gear, 43, second transmission shaft, 44, second speed reduction gear, 45, shell, 46, third support bearing, 47, fourth support bearing, 48, third speed reduction gear, 49, connecting shell; 51, connecting piece, 511, connecting disc, 512, fastener, 52, output crankshaft; 6, motor shell, 61, first cavity, 62, second cavity, 63, shell, 64, outer cover; 7, electric drive controller; 8, differential. DETAILED DESCRIPTION

[0049] The specific embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present disclosure, and are not used to limit the present disclosure.

[0050] In the present disclosure, the orientation words such as "up, down, left, right, front, back" are generally defined in the driving state of the vehicle, and "inner, outer" refers to the inner and outer of the related parts. In addition, the terms "first", "second" and the like are only used to distinguish the description, and cannot be understood as indicating or implying relative importance.

[0051] In the description of the present disclosure, it also needs to be explained that, unless otherwise explicitly specified and limited, the terms "arrangement", "connection" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or it can be integrally connected, it can be directly connected, or it can be indirectly connected through an intermediate medium, it can be the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the present disclosure can be understood according to the specific circumstances.

[0052] With the development of new energy vehicles, the components involved in the drive assembly are more and more, so how to arrange the drive assembly is very important.

[0053] The size of the drive assembly in the related art is large, and occupies more space, which affects the arrangement of the drive assembly and the adjacent components on the vehicle, resulting in low space utilization. Among them, with different needs, a part of the drive assembly will arrange a double motor structure, and the double motors are often arranged in parallel, which occupies a large space in the front-back direction of the vehicle, which will affect the arrangement of the front compartment and the arrangement of the collision safety, and may also affect the accommodation space of the trunk.

[0054] Therefore, as Figures 1-5 shown, one aspect of the present disclosure provides a drive assembly, comprising a first rotor 11, a second rotor 21 and a rotating shaft 3.

[0055] The second rotor 21 is provided with a through hole 23 penetrating along the axial direction of the second rotor 21, and the through hole 23 is coaxially arranged with the second rotor 21.

[0056] One end of the rotating shaft 3 penetrates through the through hole 23 and is connected with the first rotor 11, and the rotating shaft 3 and the first rotor 11 can transmit kinetic energy. The second rotor 21 is sleeved on the rotating shaft 3, so that a gap is arranged between the second rotor 21 and the rotating shaft 3. The rotating shaft 3 is coaxially arranged with the second rotor 21, so that the first rotor 11 and the second rotor 21 are arranged along the axial direction of the second rotor 21, and the axes of the first rotor 11 and the second rotor 21 coincide.

[0057] The second rotor 21 is sleeved on the rotating shaft 3, which means that the rotation between the second rotor 21 and the rotating shaft 3 is relatively independent, and there is no transmission and interference between the two. The second rotor 21 can rotate relative to the rotating shaft 3.

[0058] In the above technical solution, the through hole 23 is arranged on the second rotor 21, and the through hole 23 can be penetrated by the rotating shaft 3. After the rotating shaft 3 is connected with the first rotor 11, the rotating shaft 3 and the first rotor 11 can transmit kinetic energy, so that the kinetic energy between the first rotor 11 and the rotating shaft 3 can be transmitted. Thus, the first rotor 11 and the second rotor 21 are arranged side by side along the axial direction of the second rotor 21. The rotating shaft 3 can ensure the transmission of kinetic energy of the first rotor 11, so that the second rotor 21 can normally transmit kinetic energy. In addition, the sleeving and coaxial design of the second rotor 21 and the rotating shaft 3 makes the relative rotation of the second rotor 21 and the rotating shaft 3 not interfere with each other, and can produce corresponding effects respectively. Moreover, the second rotor 21 and the rotating shaft 3 are coaxially arranged, so that the axes of the first rotor 11 and the second rotor 21 coincide, so that the first rotor 11 and the second rotor 21 are not arranged in parallel with the axes. This can reduce the radial space, that is, the space occupied by the vehicle front and rear, which is beneficial to the arrangement of other parts of the vehicle.

[0059] Optionally, in an embodiment of the present disclosure, the axis of the first rotor 11 is provided with a connecting portion 13 connected with the rotating shaft 3. The connecting portion 13 can be used to connect the first rotor 11 with the rotating shaft 3, so that the first rotor 11 and the rotating shaft 3 can move synchronously to realize kinetic energy transmission.

[0060] Optionally, in some examples, the connecting portion 13 is provided as a connecting hole opened along the axial direction of the first rotor 11, and the rotating shaft 3 extends into the connecting hole and is connected with the hole wall of the connecting hole. By opening the connecting hole on the first rotor 11, the machining is convenient, and it is also convenient for the insertion and cooperation of the rotating shaft 3 with the connecting hole to realize the connection, and the assembly is very convenient. It can be understood that the connecting hole is located at the axial position of the first rotor 11. The hole wall of the connecting hole and the outer wall of the rotating shaft 3 can be in interference fit, or can be in cooperation through a spline, and synchronous motion can be realized to realize kinetic energy transmission.

[0061] Optionally, in other examples, the connecting portion 13 can be provided as a flange, and correspondingly, the rotating shaft 3 can also be provided with a flange pair, and the connection can be realized through the cooperation of the flange and the flange pair.

[0062] Optionally, in an embodiment of the present disclosure, the first rotor 11 is provided with a protruding portion 14, which protrudes along the axial direction of the first rotor 11, and the protruding portion 14 is coaxially arranged with the first rotor 11 and the rotating shaft 3, and the first supporting bearing 15 is sleeved on the protruding portion 14 to support the first rotor 11 and the rotating shaft 3.

[0063] The protruding portion 14 is provided in a cylindrical shape, and the protruding portion 14 is coaxially arranged with the first rotor 11 and located at the axial center of the first rotor 11. When the first rotor 11 rotates, the protruding portion 14 rotates with it, and the first supporting bearing 15 is sleeved on the protruding portion 14 to ensure the rotation of the protruding portion 14 without interference. At the same time, the first supporting bearing 15 can produce a supporting action on the first rotor 11, and the rotating shaft 3 connected with the first rotor 11 can also produce a supporting action on the rotating shaft 3. It can be understood that the protruding portion 14 is an external protruding structure of the first rotor 11, which is mainly used to adapt to the first supporting bearing 15, so as to ensure the supporting action of the first supporting bearing 15 on the first rotor 11 and the rotating shaft 3.

[0064] In some examples, the protruding portion 14 is located on the side of the first rotor 11 away from the second rotor 21, and the protruding portion 14 protrudes away from the first rotor 11, so that the first supporting bearing 15 is located on the side of the first rotor 11 away from the second rotor 21. In other examples, the protruding portion 14 is located on the side of the first rotor 11 facing the second rotor 21, and the protruding portion 14 protrudes away from the first rotor 11, so that the first supporting bearing 15 is located on the side of the first rotor 11 facing the second rotor 21. The above-mentioned connecting hole can penetrate through the protruding portion 14, so that the rotating shaft 3 can extend into the protruding portion 14, thereby increasing the connection area of the rotating shaft 3 with the first rotor 11 and improving the connection strength. Of course, the connecting hole can also not penetrate through the protruding portion 14, and can be set as needed without too much limitation here.

[0065] Optionally, in one embodiment of the present disclosure, the second rotor 21 comprises a rotor body 211 and a first shaft sleeve 212, the rotor body 211 is fixedly sleeved on the first shaft sleeve 212, and the rotor body 211 and the first shaft sleeve 212 are coaxially arranged to rotate coaxially, and the first shaft sleeve 212 is provided with the through hole 23.

[0066] The rotor body 211 is hollow, so that the first shaft sleeve 212 is embedded in the rotor body 211, and the rotor body 211 and the first shaft sleeve 212 keep synchronous movement, and the two together form the second rotor 21. The first shaft sleeve 212 is also hollow, that is, the through hole 23 is arranged on the first shaft sleeve 212 and penetrates along the axis of the first shaft sleeve 212, thereby for the passage of the rotating shaft 3, so that the first shaft sleeve 212 can be sleeved on the rotating shaft 3, and there is no mutual connection and mutual interference between the first shaft sleeve 212 and the rotating shaft 3. By the spacing effect of the first shaft sleeve 212, damage to the rotor body 211 is avoided when the rotating shaft 3 passes through the rotor body 211 during assembly, and assembly can be facilitated and efficiency can be improved.

[0067] Optionally, in another embodiment of the present disclosure, the second rotor 21 comprises a rotor body 211, and the through hole 23 is arranged on the rotor body 211 and penetrates along the axis of the rotor body 211 to pass through the rotating shaft 3.

[0068] Optionally, in one embodiment of the present disclosure, the drive assembly further comprises a speed reduction mechanism 4, and one end of the first shaft sleeve 212 protrudes from the rotor body 211 in the axial direction of the rotor body 211 and is connected with the speed reduction mechanism 4. By protruding one end of the first shaft sleeve 212 from the rotor body 211, the first shaft sleeve 212 can serve as an output end of the rotor body 211, because the first shaft sleeve 212 rotates coaxially with the rotor body 211, so that the first shaft sleeve 212 can transmit kinetic energy to the speed reduction mechanism 4, and the output can be adjusted by the speed reduction mechanism 4 to realize kinetic energy output.

[0069] Optionally, in one embodiment of the present disclosure, one end of the first shaft sleeve 212 away from the speed reduction mechanism 4 protrudes from the rotor body 211 in the axial direction of the rotor body 211, and a second supporting bearing 24 is arranged on the one end of the first shaft sleeve 212 to support the first shaft sleeve 212 to be sleeved on the rotating shaft 3.

[0070] The second supporting bearing 24 is arranged on the one end of the first shaft sleeve 212 away from the speed reduction mechanism 4, and the second supporting bearing 24 is sleeved on the first shaft sleeve 212, so that the first shaft sleeve 212 can rotate under the action of the second supporting bearing 24 and can be supported at the same time, so that the first shaft sleeve 212 and the rotating shaft 3 ensure the mutual relationship of being sleeved, and do not interfere with each other.

[0071] Optionally, in an embodiment of the present disclosure, the speed reduction mechanism 4 comprises a second shaft sleeve 41, the second shaft sleeve 41 is sleeved on the rotating shaft 3, the second shaft sleeve 41 is coaxially arranged with the rotating shaft 3, and one end of the second shaft sleeve 41 is connected with the first shaft sleeve 212 and is arranged to be capable of transmitting kinetic energy.

[0072] In the design of the second shaft sleeve 41, the rotating shaft 3 also passes through the speed reduction mechanism 4. It can be understood that the second shaft sleeve 41 is entirely sleeved on the rotating shaft 3, and there is a gap between the second shaft sleeve 41 and the rotating shaft 3. Therefore, the mutual movement of the rotating shaft 3 and the speed reduction mechanism 4 does not interfere with each other, and each movement is realized, which can avoid the increase in size and reduce the space occupation.

[0073] In the design of the second shaft sleeve 41, the rotating shaft 3 also passes through the speed reduction mechanism 4. It can be understood that the second shaft sleeve 41 is entirely sleeved on the rotating shaft 3, and there is a gap between the second shaft sleeve 41 and the rotating shaft 3. Therefore, the mutual movement of the rotating shaft 3 and the speed reduction mechanism 4 does not interfere with each other, and each movement is realized, which can avoid the increase in size and reduce the space occupation.

[0074] Optionally, in an embodiment of the present disclosure, the speed reduction mechanism 4 further comprises a first speed reduction gear 42, a second transmission shaft 43, a second speed reduction gear 44 and a third speed reduction gear, the first speed reduction gear 42 is fixedly sleeved on the second shaft sleeve 41, the second transmission shaft 43 is parallel to the second shaft sleeve 41, the second speed reduction gear 44 and the third speed reduction gear are fixedly sleeved on the second transmission shaft 43, the first speed reduction gear 42 is engaged with the second speed reduction gear 44, and the third speed reduction gear is used for outputting kinetic energy.

[0075] In the design of the second shaft sleeve 41, the rotating shaft 3 also passes through the speed reduction mechanism 4. It can be understood that the second shaft sleeve 41 is entirely sleeved on the rotating shaft 3, and there is a gap between the second shaft sleeve 41 and the rotating shaft 3. Therefore, the mutual movement of the rotating shaft 3 and the speed reduction mechanism 4 does not interfere with each other, and each movement is realized, which can avoid the increase in size and reduce the space occupation.

[0076] Optionally, in one embodiment of the present disclosure, the speed reduction mechanism 4 further comprises a housing 45, a third supporting bearing 46 and a fourth supporting bearing 47, the third supporting bearing 46 and the fourth supporting bearing 47 are respectively sleeved on both ends of the second shaft sleeve 41, the third supporting bearing 46 and the fourth supporting bearing 47 are connected with the housing 45, and the third supporting bearing 46 and the fourth supporting bearing 47 are used for supporting the second shaft sleeve 41, so that the second shaft sleeve 41 is kept sleeved on the rotating shaft 3.

[0077] The housing 45 is used for protecting the second shaft sleeve 41, the second transmission shaft 43, the first speed reduction gear 42, the second speed reduction gear 44 and the third speed reduction gear, that is, the second shaft sleeve 41, the second transmission shaft 43, the first speed reduction gear 42, the second speed reduction gear 44 and the third speed reduction gear are arranged in the housing 45, and the second shaft sleeve 41 partially penetrates out of the housing 45 to realize the connection with the first shaft sleeve 212. One end of the housing 45 is connected with the motor shell 6, and the other end of the housing 45 can be connected with the engine. In some examples, the housing 45 is provided with a connecting shell 49, the connecting shell 49 can be directly connected with the shell of the engine, and the two can be spliced together to form a complete structure.

[0078] The third supporting bearing 46 and the fourth supporting bearing 47 can support both ends of the second shaft sleeve 41, so that the rotation of the second shaft sleeve 41 can be ensured, the second shaft sleeve 41 can be kept sleeved on the rotating shaft 3 without interfering with the rotating shaft 3, and the connection and cooperation of the second shaft sleeve 41 and the first shaft sleeve 212 are facilitated. Since the second shaft sleeve 41 and the first shaft sleeve 212 are connected and cooperated, the third supporting bearing 46 can also support the first supporting bearing to ensure the overall stability of the first shaft sleeve 212 and the second shaft sleeve 41. The third supporting bearing 46 and the fourth supporting bearing 47 are connected with the housing 45 to generate a supporting action, and the housing 45 serves as an overall supporting point. It should be noted that the first supporting bearing 15, the second supporting bearing 24, the third supporting bearing 46 and the fourth supporting bearing 47 can all be double-row angular contact ball bearings, which can bear the radial force and the axial force during operation and run more stably.

[0079] With the development of new energy vehicles, for the scene with super long endurance demand, the engine can cooperate with the motor to generate electricity, so as to realize the range extending power generation, which can improve the endurance capability. However, the arrangement mode and structure design of the engine and the motor are more and more demanding, which needs to meet the needs of space, weight and efficiency, and needs to be lightened and integrated. At present, the engine and the driving motor in the driving assembly are arranged in parallel, which occupies a large space and affects the arrangement. Alternatively, in an embodiment of the present disclosure, the driving assembly further comprises an engine, which is arranged opposite to the second rotor 21 in the axial direction of the rotating shaft 3, and the speed reduction mechanism 4 is arranged between the engine and the second rotor 21. Wherein, the rotating shaft 3 is connected with the engine, and the engine can drive the rotating shaft 3 to rotate.

[0080] By arranging the engine in the axial direction of the rotating shaft 3, the first rotor 11, the second rotor 21, the speed reduction mechanism 4 and the engine are all arranged on one axis, thereby reducing the space occupation in the front-rear direction of the vehicle. On this basis, by passing the rotating shaft 3 through the speed reduction mechanism 4 and the second rotor 21, the increase in the size in the axial direction can be avoided, and the excessive space occupation can be avoided. In addition, the second rotor 21 and the speed reduction mechanism 4 are arranged in close proximity, so that the first shaft sleeve 212 of the second rotor 21 and the second shaft sleeve 41 of the speed reduction mechanism 4 can be directly connected to realize kinetic energy transmission, thereby transmitting kinetic energy. Then, the first rotor 11 is arranged on the side of the second rotor 21 away from the speed reduction mechanism 4, and the engine is arranged on the side of the speed reduction mechanism 4 away from the second rotor 21. The engine and the first rotor 11 can be connected through the rotating shaft 3 to realize kinetic energy transmission, without affecting the kinetic energy transmission between each other. Moreover, the speed reduction mechanism 4 is arranged between the second rotor 21 and the engine, which can facilitate the arrangement of the half shaft of the vehicle and adapt to the speed reduction mechanism 4, thereby improving the arrangement rationality of the whole vehicle.

[0081] In order to avoid excessive transmission loss between the engine and the motor, which leads to low oil-electricity conversion efficiency, alternatively, in an embodiment of the present disclosure, the driving assembly further comprises an engine, and one end of the rotating shaft 3 away from the first rotor 11 is connected with the output crankshaft 52 of the engine. By connecting the rotating shaft 3 with the output crankshaft 52 of the engine, kinetic energy is directly transmitted, which can reduce transmission loss and improve oil-electricity conversion efficiency. It can be understood that the output crankshaft 52 of the engine is coaxial and synchronous with the rotating shaft 3, and then the rotating shaft 3 drives the first rotor 11 to rotate, and the rotation of the first rotor 11 can realize power generation. It should be noted that the rotating shaft 3 and the output crankshaft 52 of the engine can be directly connected or indirectly connected.

[0082] It should be noted that the direct connection refers to that the rotating shaft 3 and the output crankshaft 52 of the engine are not provided with a speed-increasing gear or the like to increase speed and reduce torque. In addition, the rotating shaft 3 is directly connected with the output crankshaft 52 of the engine, so that the number of structures is reduced after the speed-increasing gear or the like is reduced, the complexity of the assembly process is reduced, and the risk of failure is also reduced.

[0083] Optionally, in an embodiment of the present disclosure, one end of the rotating shaft 3 away from the first rotor 11 is provided with a connecting piece 51, the connecting piece 51 comprises a connecting disc 511 and a fastener 512, the fastener 512 is connected to the connecting disc 511, and the fastener 512 is connected with the output crankshaft 52 of the engine.

[0084] The connecting disc 511 is used to be in close contact with one end of the output crankshaft 52, and then the connecting disc 511 and one end of the output crankshaft 52 are fastened and connected together through the fastener 512, so as to realize direct connection, and the output crankshaft 52 drives the rotating shaft 3 to rotate. In some examples, bolt holes can be provided on the connecting disc 511 and one end of the output crankshaft 52, and the fastener 512 can be a bolt, which passes through the bolt holes to connect the connecting disc 511 and one end of the output crankshaft 52.

[0085] Optionally, in another embodiment of the present disclosure, one end of the rotating shaft 3 away from the first rotor 11 is provided with a connecting piece 51, the connecting piece 51 comprises a torsional vibration damper or a dual-mass flywheel, and the torsional vibration damper or the dual-mass flywheel is connected with the output crankshaft 52 of the engine.

[0086] The rotating shaft 3 is connected with the torsional vibration damper or the dual-mass flywheel through the spline at one end, and the torsional vibration damper or the dual-mass flywheel is connected with the output crankshaft 52 together, so that kinetic energy can be transmitted from the output crankshaft 52 of the engine to the rotating shaft 3, and a speed-increasing mechanism does not need to be provided, thereby reducing the number of structures.

[0087] Optionally, in another embodiment of the present disclosure, one end of the rotating shaft 3 away from the first rotor 11 is integrally formed with the output crankshaft 52 of the engine. The rotating shaft 3 and the output crankshaft 52 of the engine are an integral structure, which can directly realize kinetic energy transmission without the need for an intermediate structure.

[0088] Optionally, in an embodiment of the present disclosure, the drive assembly comprises a motor shell 6, the motor shell 6 is provided with a first cavity 61 and a second cavity 62, the first rotor 11 is arranged in the first cavity 61, and the second rotor 21 is arranged in the second cavity 62.

[0089] The first rotor 11 and the second rotor 21 are respectively located in the two cavities, the first rotor 11 and the second rotor 21 can rotate respectively, and do not interfere with each other, so as to ensure the normal operation of the respective functions of the two.

[0090] Optionally, the first rotor 11 is provided with a first support bearing 15, and the second rotor 21 is provided with a second support bearing 24, the first support bearing 15 is arranged in the first chamber 61 to support the rotation of the first rotor 11, and the second support bearing 24 is arranged in the second chamber 62 to support the rotation of the second rotor 21. The first support bearing 15 supports the position of the first rotor 11 in the first chamber 61, ensuring the rotation of the first rotor 11 in the first chamber 61, and the second support bearing 24 supports the position of the second rotor 21 in the second chamber 62, ensuring the rotation of the second rotor 21 in the second chamber 62.

[0091] Optionally, in an embodiment of the present disclosure, the drive assembly further comprises a first stator 12 and a second stator 22, the first stator 12 is arranged in the first chamber 61, and the first stator 12 cooperates with the first rotor 11, and the cooperation of the first stator 12 and the first rotor 11 can be used for power generation. Among them, the cooperation of the first stator 12 and the first rotor 11 realizes power generation, and the cooperation of the engine and the shaft 3 can be used as a range extender, which can realize range-extended power generation and can be used for range-extended vehicles. Among them, the engine does not directly drive the wheels, but is used for power generation.

[0092] Among them, the second stator 22 is arranged in the second chamber 62, and the second stator 22 cooperates with the second rotor 21, and the cooperation of the second stator 22 and the second rotor 21 can be used for outputting kinetic energy or recovering braking energy. Among them, the cooperation of the second stator 22 and the second rotor 21 realizes kinetic energy output, which can realize vehicle driving. Thus, the first motor assembly 1 formed by the first rotor 11 and the first stator 12 can be used as a generator, and the second motor assembly 2 formed by the second rotor 21 and the second stator 22 can be used as a kinetic energy output motor, both of which produce different functions and are arranged in the first chamber 61 and the second chamber 62 respectively, without interfering with each other.

[0093] Optionally, in an embodiment of the present disclosure, the motor shell 6 comprises a shell 63 and an outer cover 64, the inner space of the shell 63 is arranged as the second chamber 62, the outer cover 64 is connected with the outer wall of the shell 63, and the outer cover 64 and part of the outer wall of the shell 63 form the first chamber 61.

[0094] The shell 63 can be a closed shell 63, the inside of the shell 63 is hollow, so that the inside space of the shell 63 can be used as the second chamber 62, and the second rotor 21 and the second stator 22 can be directly arranged in the shell 63. The outer cover 64 can be covered on the outer wall of the shell 63, so that the outer cover 64 and part of the outer wall of the shell 63 are arranged in a spaced manner, and the space between them can be used as the first chamber 61, and the first rotor 11 and the first stator 12 can be arranged. In some examples, one end of the outer cover 64 is open, and the outer cover 64 is arranged at one end of the shell 63 through the open cover. One end of the shell 63 is connected with the outer cover 64, and the other end of the shell 63 is connected with the outer shell 45 of the speed reduction mechanism 4, and the second chamber 62 can be connected with the inside space of the outer shell 45, so as to connect the first shaft sleeve 212 and the second shaft sleeve 41.

[0095] Optionally, in an embodiment of the present disclosure, the first stator 12 is connected to the outer wall of the shell 63, and the second stator 22 is connected to the inner wall of the shell 63. The first stator 12 and the second stator 22 are supported by the shell 63, so that the first stator 12 cooperates with the first rotor 11, and the second stator 22 cooperates with the second rotor 21. The first stator 12 and the second stator 22 can be fixed by press fitting or bolt connection.

[0096] Optionally, in another embodiment of the present disclosure, the first stator 12 is connected to the inner wall of the outer cover 64, and the second stator 22 is connected to the inner wall of the shell 63.

[0097] Optionally, in an embodiment of the present disclosure, the inner diameter of the first stator 12 is greater than the outer diameter of the second stator 22, the first stator 12 is sleeved at least partially outside the second stator 22, the first rotor 11 is sleeved outside the first stator 12, and the second stator 22 is sleeved outside the second rotor 21.

[0098] The first stator 12 and the first rotor 11 are arranged as an outer motor assembly, and the second stator 22 and the second rotor 21 are arranged as an inner motor assembly, and the outer motor assembly and the inner motor assembly are arranged in a nested manner, so that the overall size of the driving assembly in the axis direction of the rotating shaft 3 can be further reduced, the space occupation can be reduced, the number of parts can be reduced, the cost and weight can be reduced, the space layout can be optimized, and the collision safety can be ensured.

[0099] The first rotor 11 is an outer rotor, the matching degree of the high-efficiency zone rotating speed of the first rotor 11 and the high-efficiency zone rotating speed of the engine is high, the energy conversion utilization rate is high, the power generation oil consumption is low, and thus the power generation can be facilitated, the output torque fluctuation of the engine can be reduced, the power transmission is smoother, the comfort is improved, and the NVH performance can be improved. In some examples, the first rotor 11 is provided as an integrated rotor support, and the surface-mounted magnetic steel is arranged on the rotor support. The second rotor 21 is an inner rotor, and the inner rotor can facilitate cooperation with the speed reduction mechanism 4 to realize kinetic energy transmission, and can be directly connected to reduce the transmission mechanism, such as a planetary gear set.

[0100] Optionally, in an embodiment of the present disclosure, the drive assembly further comprises an electric drive controller 7 connected with the motor shell 6. By integrating the electric drive controller 7 with the motor shell 6, the integration degree of the entire drive assembly can be improved, at least part of the electric drive controller 7 is connected with the speed reduction mechanism 4, and the electric drive controller 7 is arranged above the speed reduction mechanism 4. In some examples, a shielding cover can be arranged on the motor shell 6, and a spacing space is arranged between the shielding cover and the motor shell 6, and the electric drive controller 7 is arranged in the spacing space. In another example, the electric drive controller 7 can be directly connected to the surface of the motor shell 6.

[0101] Optionally, in an embodiment of the present disclosure, the drive assembly further comprises a differential 8 connected with the speed reduction mechanism 4, the differential 8 is located below the speed reduction mechanism 4, and the input end of the differential 8 is in transmission connection with the output end of the speed reduction mechanism 4. The differential 8 is used to be connected with the half shaft of the vehicle. The rotating shaft 3 is arranged horizontally, and the axes of the first rotor 11 and the second rotor 21 are also parallel to the horizontal plane, so that the second rotor 21, the speed reduction mechanism 4, the differential 8, the engine and the electric drive controller 7 form a T-shaped structure as a whole.

[0102] The second aspect of the present disclosure also provides a vehicle comprising the above-mentioned drive assembly.

[0103] The preferred embodiments of the present disclosure are described in detail above with reference to the drawings, but the present disclosure is not limited to the specific details in the above-described embodiments. Within the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

[0104] In addition, it should be noted that various specific technical features described in the above specific embodiments can be combined in any appropriate manner without contradiction, and in order to avoid unnecessary repetition, the present disclosure will not describe various possible combinations again.

[0105] In addition, various different embodiments of the present disclosure can also be combined in any appropriate manner, as long as they do not deviate from the idea of the present disclosure, and they should also be considered as disclosed by the present disclosure.

Claims

1. A drive assembly characterized by, The drive assembly comprises: a first rotor; a second rotor provided with a through hole penetrating along the axial direction of the second rotor, the through hole being coaxial with the second rotor; a rotating shaft, one end of the rotating shaft penetrating through the through hole and being connected with the first rotor, the rotating shaft being capable of transmitting kinetic energy with the first rotor, the second rotor being loosely sleeved on the rotating shaft so that a gap is formed between the second rotor and the rotating shaft, the rotating shaft being coaxial with the second rotor.

2. The drive assembly of claim 1, wherein, The drive assembly further comprises a first stator and a second stator, the inner diameter of the first stator being larger than the outer diameter of the second stator, the first stator being sleeved on at least part of the second stator, the first rotor being sleeved on the first stator, and the second stator being sleeved on the second rotor.

3. The drive assembly of claim 1, wherein, The drive assembly further comprises an engine and a speed reduction mechanism, the engine being oppositely arranged with the second rotor in the axial direction of the rotating shaft, and the speed reduction mechanism being arranged between the engine and the second rotor.

4. The drive assembly of claim 3, wherein, The drive assembly further comprises a differential mechanism, the differential mechanism being connected with the speed reduction mechanism, the differential mechanism being located below the speed reduction mechanism, and the input end of the differential mechanism being in transmission connection with the output end of the speed reduction mechanism.

5. The drive assembly of claim 3, wherein, The drive assembly further comprises an electric drive controller, at least part of the electric drive controller being connected with the speed reduction mechanism, and the electric drive controller being arranged above the speed reduction mechanism.

6. The drive assembly of claim 1, wherein, The shaft center of the first rotor is provided with a connecting portion, the connecting portion being connected with the rotating shaft. The connecting portion is arranged as a connecting hole opened along the axial direction of the first rotor, and the rotating shaft is connected with the connecting hole.

7. The drive assembly of claim 1, wherein, The first rotor is provided with a protruding portion protruding along the axial direction of the first rotor, the protruding portion being coaxial with the first rotor and the rotating shaft, and the protruding portion being sleeved with a first supporting bearing to support the first rotor and the rotating shaft.

8. The drive assembly of claim 1, wherein, The second rotor comprises a rotor body and a first shaft sleeve, the rotor body being fixedly sleeved on the first shaft sleeve, the rotor body and the first shaft sleeve being coaxial to rotate together, and the first shaft sleeve being provided with the through hole.

9. The drive assembly of claim 8, wherein, The drive assembly further comprises a speed reduction mechanism, one end of the first shaft sleeve protruding from the rotor body in the axial direction of the rotor body and being connected with the speed reduction mechanism.

10. The drive assembly of claim 9, wherein, In the axial direction of the rotor body, one end of the first shaft sleeve away from the speed reduction mechanism protrudes from the rotor body and is provided with a second supporting bearing to support the first shaft sleeve loosely sleeved on the rotating shaft.

11. The drive assembly of claim 9, wherein, The speed reduction mechanism comprises a second shaft sleeve, the second shaft sleeve being loosely sleeved on the rotating shaft, the second shaft sleeve being coaxial with the rotating shaft, and one end of the second shaft sleeve being connected with the first shaft sleeve and being capable of transmitting kinetic energy. The speed reduction mechanism further comprises a first speed reduction gear, a second transmission shaft, a second speed reduction gear and a third speed reduction gear, the first speed reduction gear is fixedly sleeved on the second shaft sleeve, the second transmission shaft is parallel to the second shaft sleeve, the second speed reduction gear and the third speed reduction gear are fixedly sleeved on the second transmission shaft, the first speed reduction gear is engaged with the second speed reduction gear, and the third speed reduction gear is used for outputting kinetic energy.

12. The drive assembly of claim 11, wherein, The speed reduction mechanism further comprises a housing, a third support bearing and a fourth support bearing, the third support bearing and the fourth support bearing are respectively sleeved on both ends of the second shaft sleeve, the third support bearing and the fourth support bearing are connected with the housing, and the third support bearing and the fourth support bearing are used for supporting the second shaft sleeve so that the second shaft sleeve is kept sleeved on the rotating shaft.

13. The drive assembly of claim 1, wherein, The driving assembly further comprises an engine, and one end of the rotating shaft away from the first rotor is connected with an output crankshaft of the engine.

14. The drive assembly of claim 13, wherein, One end of the rotating shaft away from the first rotor is provided with a connecting piece, the connecting piece comprises a connecting disc and a fastener, the fastener is connected to the connecting disc, and the fastener is connected with the output crankshaft of the engine; or, One end of the rotating shaft away from the first rotor is provided with a connecting piece, the connecting piece comprises a torsional vibration damper or a dual-mass flywheel, and the torsional vibration damper or the dual-mass flywheel is connected with the output crankshaft of the engine; or One end of the rotating shaft away from the first rotor is integrally formed with the output crankshaft of the engine.

15. The drive assembly of claim 1, wherein, The driving assembly comprises a motor shell, the motor shell is provided with a first cavity and a second cavity, the first rotor is arranged in the first cavity, and the second rotor is arranged in the second cavity. The first rotor is provided with a first support bearing, the second rotor is provided with a second support bearing, the first support bearing arranged in the first cavity supports the rotating shaft and the first rotor to rotate, and the second support bearing arranged in the second cavity supports the second rotor to rotate.

16. The drive assembly of claim 15, wherein, The driving assembly further comprises a first stator and a second stator, the first stator is arranged in the first cavity, the first stator cooperates with the first rotor, and the cooperation of the first stator and the first rotor can be used for power generation; The second stator is arranged in the second cavity, the second stator cooperates with the second rotor, and the cooperation of the second stator and the second rotor can be used for outputting kinetic energy or braking energy recovery.

17. The drive assembly of claim 16, wherein, The motor shell comprises a shell and an outer cover, an inner space of the shell is arranged as the second cavity, the outer cover is connected with an outer wall of the shell, and the outer cover and part of the outer wall of the shell jointly form the first cavity.

18. The drive assembly of claim 17, wherein, The first stator is connected to the outer wall of the shell, and the second stator is connected to the inner wall of the shell.

19. A vehicle characterized by comprising: The driving assembly comprises the driving assembly according to any one of claims 1-18.

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