Driving assembly of vehicle and vehicle

Abstract

The invention discloses a driving assembly of a vehicle and the vehicle, and relates to the field of vehicles, a plurality of first driving gears and a plurality of first driven gears are correspondingly meshed and are different in transmission ratio, a first motor is selectively in transmission connection with any first driving gear, and the plurality of first driven gears are all in transmission connection with a first half shaft; the second driving gears and the second driven gears are correspondingly meshed and are different in transmission ratio, the second motor is selectively in transmission connection with any second driving gear, and the second driven gears are all in transmission connection with the second half shaft. Therefore, the driving assembly has multiple speed ratios, the first motor and the second motor can be located on a better efficiency curve when facing multiple working conditions, the power of the first motor and the power of the second motor can be fully utilized, the size of the first motor and the size of the second motor can be properly reduced, the design and layout difficulty of the driving assembly can be reduced, and the driving assembly has the multiple speed ratios. Wheels on the two sides can be independently controlled, and the control performance of the vehicle can be improved.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and more particularly to a drive assembly for a vehicle and a vehicle. Background Technology

[0002] In related technologies, most pure electric vehicles use single-speed reducers. Because the reducer has a single speed ratio, the motor cannot be on the optimal efficiency curve in various complex operating conditions, and cannot fully utilize the motor's power. In addition, in order to meet various operating conditions, the single motor must have a large power, which requires a significant increase in the size and weight of the single motor, limiting the design and layout of the drive unit. Furthermore, most pure electric vehicles currently cannot independently control the left and right wheels, resulting in poor vehicle handling performance. Summary of the Invention

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide a vehicle drive assembly having multiple speed ratios, which allows the first motor and the second motor to be on the optimal efficiency curve under various operating conditions, so as to make fuller use of the power of the first motor and the second motor, and can independently control the wheels on both sides, which is beneficial to improving the vehicle's handling performance.

[0004] The present invention further proposes a vehicle.

[0005] The drive assembly of the vehicle according to the present invention includes:

[0006] The first drive mechanism includes: a first motor, a plurality of first drive gears, a plurality of first driven gears, and a first half-shaft. The plurality of first drive gears and the plurality of first driven gears mesh one-to-one to form multiple pairs of first gear pairs with different transmission ratios. The first motor is selectively connected to any one of the first drive gears, and the plurality of first driven gears are all connected to the first half-shaft. The second drive mechanism includes: a second motor, a plurality of second drive gears, a plurality of second driven gears, and a second half-shaft. The plurality of second drive gears and the plurality of second driven gears mesh one-to-one to form multiple pairs of second gear pairs with different transmission ratios. The second motor is selectively connected to any one of the second drive gears, and the plurality of second driven gears are all connected to the second half-shaft. The first drive mechanism and the second drive mechanism are spaced apart and directly opposite each other along the width direction of the vehicle.

[0007] The drive assembly proposed in this application has multiple speed ratios, which can ensure that the first motor and the second motor are on the optimal efficiency curves under various operating conditions, so as to make full use of the power of the first motor and the second motor. It can also appropriately reduce the size of the first motor and the second motor, reduce the design and layout difficulty of the drive assembly, and can independently control the wheels on both sides, which is beneficial to improving the vehicle's handling performance.

[0008] In some examples of the present invention, the first drive mechanism further includes: a plurality of first drive shafts, the number of the first drive shafts being the same as the number of the first drive gears and being connected in a one-to-one transmission connection, the first motor being selectively connected to any of the first drive shafts, and the plurality of first drive shafts being sequentially and loosely fitted.

[0009] In some examples of the present invention, the first driving mechanism further includes: a first gear, a second gear, and a second transmission shaft, wherein the first gear and a plurality of first driven gears are sleeved and fixedly connected to the second transmission shaft, and the second gear meshes with the first gear and is connected to the first half-shaft for transmission.

[0010] In some examples of the present invention, the first drive mechanism further includes a first dual clutch connected between the first motor and a plurality of first drive gears to selectively engage the first motor with any of the first drive gears.

[0011] In some examples of the present invention, the second drive mechanism further includes: a plurality of third drive shafts, the number of which is the same as the number of the second drive gears and they are connected in a one-to-one transmission connection; the second motor is selectively connected to any of the third drive shafts; and the plurality of third drive shafts are sequentially arranged without being inserted into each other.

[0012] In some examples of the present invention, the second drive mechanism further includes: a third gear, a fourth gear, and a fourth transmission shaft, wherein the third gear and a plurality of second driven gears are all sleeved and fixedly connected to the fourth transmission shaft, and the fourth gear meshes with the third gear and is connected to the second half-shaft for transmission.

[0013] In some examples of the present invention, the second drive mechanism further includes a second dual clutch connected between the second motor and a plurality of second drive gears to selectively engage the second motor with any of the second drive gears.

[0014] In some examples of the present invention, the drive assembly of the vehicle further includes a housing, wherein at least a portion of the first drive mechanism and at least a portion of the second drive mechanism are housed in the housing; And / or, the first drive mechanism and the second drive mechanism are coaxially arranged; And / or, the drive assembly of the vehicle further includes: a differential lock that selectively engages the first half-shaft with the second half-shaft.

[0015] The vehicle according to the present invention includes the drive assembly of the vehicle described above.

[0016] In some examples of the present invention, there are two drive assemblies, which are arranged at intervals along the length of the vehicle.

[0017] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the drive assembly according to an embodiment of the present invention.

[0019] Figure label: Drive assembly 100; First drive mechanism 10; first motor 11; first drive gear 12; first driven gear 13; first half shaft 14; first transmission shaft 15; first gear 16; second gear 17; second transmission shaft 18; first dual clutch 19; Second drive mechanism 20; second motor 21; second drive gear 22; second driven gear 23; second half shaft 24; third transmission shaft 25; third gear 26; fourth gear 27; fourth transmission shaft 28; second dual clutch 29; Differential lock 30; engagement gear 31; gear sleeve 32. Detailed Implementation

[0020] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0021] The following is for reference. Figure 1 A drive assembly 100 for a vehicle according to an embodiment of the present invention is described.

[0022] like Figure 1 As shown, the drive assembly 100 according to an embodiment of the present invention includes: a first drive mechanism 10 and a second drive mechanism 20.

[0023] The first drive mechanism 10 includes: a first motor 11, a plurality of first drive gears 12, a plurality of first driven gears 13, and a first half-shaft 14. The plurality of first drive gears 12 and the plurality of first driven gears 13 mesh one-to-one to form multiple pairs of first gear pairs with different transmission ratios. The first motor 11 is selectively connected to any one of the first drive gears 12, and the plurality of first driven gears 13 are all connected to the first half-shaft 14.

[0024] In this embodiment, multiple first driving gears 12 mesh with multiple first driven gears 13 in a one-to-one correspondence to form multiple pairs of first gear pairs with different transmission ratios. In some embodiments of this application, two first driving gears 12 mesh with two first driven gears 13 in a one-to-one correspondence to form two pairs of first gear pairs, with different transmission ratios between the two pairs. A first motor 11 is selectively connected to any one of the first driving gears 12. In some embodiments of this application, the first motor 11 can be selectively connected to any one of the first driving gears 12 via a clutch or synchronizer; that is, the first motor 11 can be selectively connected to any one of the first gear pairs via a clutch or synchronizer.

[0025] Multiple first driven gears 13 are all connected to the first half-shaft 14 for transmission. As some embodiments of this application, multiple first driven gears 13 can be connected to the first half-shaft 14 through, but not limited to, connecting shafts, gear pairs, etc. The power output by the first motor 11 can be transmitted to the first half-shaft 14 through any of the first gear pairs, thereby enabling the first drive mechanism 10 to have multiple speed ratios. This allows the first motor 11 to operate on a more efficient curve under various working conditions, thus making fuller use of the power of the first motor 11.

[0026] The second drive mechanism 20 includes: a second motor 21, a plurality of second drive gears 22, a plurality of second driven gears 23, and a second half-shaft 24. The plurality of second drive gears 22 and the plurality of second driven gears 23 mesh one-to-one to form multiple pairs of second gear pairs with different transmission ratios. The second motor 21 is selectively connected to any one of the second drive gears 22, and the plurality of second driven gears 23 are all connected to the second half-shaft 24.

[0027] In this embodiment, multiple second driving gears 22 mesh with multiple second driven gears 23 in a one-to-one correspondence to form multiple pairs of second gear pairs with different transmission ratios. As some embodiments of this application, two second driving gears 22 mesh with two second driven gears 23 in a one-to-one correspondence to form two pairs of second gear pairs, with different transmission ratios between the two pairs. A second motor 21 is selectively connected to any one of the second driving gears 22. As some embodiments of this application, the second motor 21 can be selectively connected to any one of the second driving gears 22 via a clutch or synchronizer; that is, the second motor 21 can be selectively connected to any one of the second gear pairs via a clutch or synchronizer.

[0028] Multiple driven gears 23 are all connected to the second half-shaft 24 for transmission. As some embodiments of this application, the multiple driven gears 23 can be connected to the second half-shaft 24 through, but not limited to, connecting shafts, gear pairs, etc. The power output by the second motor 21 can be transmitted to the second half-shaft 24 through any of the second gear pairs, thereby enabling the second drive mechanism 20 to have multiple speed ratios. This allows the second motor 21 to operate at a better efficiency curve under various working conditions, thus making fuller use of the power of the second motor 21.

[0029] The first drive mechanism 10 and the second drive mechanism 20 are spaced apart and directly opposite each other along the width direction of the vehicle. As some embodiments of this application, one of the first half-shaft 14 and the second half-shaft 24 can be connected to the left wheel, and one of the first half-shaft 14 and the second half-shaft 24 can be connected to the right wheel. This arrangement can save the X-direction space of the vehicle, make the structure compact, and facilitate the arrangement of other components of the vehicle or increase the passenger compartment space.

[0030] It should be noted that the drive assembly 100 proposed in this application has multiple speed ratios, enabling uninterrupted gear shifting. This ensures that the efficiency maps of the first motor 11 and the second motor 21 remain in the high-efficiency range for an extended period, achieving both power performance and fuel economy. Furthermore, this application can independently and precisely control the torque of the left and right wheels, achieving ultimate handling and cornering limits, thus improving vehicle handling performance. In addition, by using multiple motors, the size of each individual motor can be appropriately reduced, facilitating layout.

[0031] Therefore, the drive assembly 100 proposed in this application has multiple speed ratios, which can make the first motor 11 and the second motor 21 operate on the optimal efficiency curve under various working conditions, so as to make full use of the power of the first motor 11 and the second motor 21, and can appropriately reduce the size of the first motor 11 and the second motor 21, reducing the design and layout difficulty of the drive assembly 100. Moreover, it can independently control the wheels on both sides, which is beneficial to improving the vehicle's handling performance.

[0032] As some embodiments of this application, such as Figure 1As shown, the first drive mechanism 10 and the second drive mechanism 20 are arranged symmetrically, with the axis of symmetry parallel to the length direction (i.e., the X direction) of the vehicle.

[0033] In some embodiments of the present invention, such as Figure 1 As shown, the first drive mechanism 10 further includes: a plurality of first drive shafts 15, the number of first drive shafts 15 being the same as the number of first drive gears 12 and being connected to each other in a one-to-one transmission connection; the first motor 11 being selectively connected to any one of the first drive shafts 15; and the plurality of first drive shafts 15 being arranged in sequence without being inserted into each other.

[0034] In other words, the number of first drive shafts 15 is the same as the number of first gear pairs, and they are connected in a one-to-one transmission connection. As some embodiments of this application, the first drive gear 12 is sleeved on the corresponding first drive shaft 15 and fixedly connected to the corresponding first drive shaft 15. The first motor 11 is selectively connected to any one of the first drive shafts 15. As some embodiments of this application, the first motor 11 can be selectively connected to any one of the first drive shafts 15 via a clutch or synchronizer, so as to be connected to any one of the first drive gears 12.

[0035] Multiple first drive shafts 15 are sequentially fitted with empty sleeves. In some embodiments of this application, there are two first drive shafts 15, with one first drive shaft 15 fitted with the other first drive shaft 15. In some embodiments of this application, multiple first drive shafts 15 are arranged coaxially. In some embodiments of this application, the innermost first drive shaft 15 is fitted with the first half-shaft 14.

[0036] This configuration allows the first motor 11 to selectively connect with any of the first drive gears 12, and the structure is reasonable, which helps to improve the smoothness of power transmission. Furthermore, by sequentially arranging multiple first drive shafts 15 in a loose configuration, space can be saved to a great extent, space utilization can be improved, and it is convenient to arrange other vehicle components or increase the passenger compartment space.

[0037] In some embodiments of the present invention, such as Figure 1 As shown, the first drive mechanism 10 further includes: a first gear 16, a second gear 17, and a second drive shaft 18. The first gear 16 and a plurality of first driven gears 13 are all sleeved and fixedly connected to the second drive shaft 18. The second gear 17 meshes with the first gear 16 and is connected to the first half-shaft 14 for transmission.

[0038] In some embodiments of this application, the axes of the second drive shaft 18, the first drive shaft 15, and the first half-shaft 14 are parallel. The first gear 16 and a plurality of first driven gears 13 are all sleeved and fixedly connected to the second drive shaft 18, and the first gear 16 and the plurality of first driven gears 13 are arranged at intervals along the axial direction of the second drive shaft 18. The second gear 17 meshes with the first gear 16 and is connected to the first half-shaft 14 in a transmission manner. In some embodiments of this application, the second gear 17 may be sleeved and fixedly connected to the first half-shaft 14.

[0039] This arrangement makes the structure of the first drive mechanism 10 reasonable. The first gear 16 and multiple first driven gears 13 can be carried by a second transmission shaft 18, which is convenient for assembly. It also makes the coaxiality of the first gear 16 and multiple first driven gears 13 good, reducing the shifting jerks and improving the smoothness of power transmission. By making the second gear 17 mesh with the first gear 16 and drive the first half-shaft 14, the structure is reasonable and easy to arrange.

[0040] In some embodiments of the present invention, such as Figure 1 As shown, the first drive mechanism 10 further includes a first dual clutch 19, which is connected between the first motor 11 and a plurality of first drive gears 12 to selectively engage the first motor 11 with any one of the first drive gears 12.

[0041] In other words, the first motor 11 can selectively engage with any of the first drive gears 12 via the first dual clutch 19. As some embodiments of this application, the first dual clutch 19 can be, but is not limited to, an electromagnetic clutch, a magnetic powder clutch, a friction clutch, a hydraulic clutch, etc. Of course, the first dual clutch 19 can also be constructed in other types. It is understood that the specific type of the first dual clutch 19 can be selected according to actual needs, and this application does not limit it in this regard.

[0042] By setting the first dual clutch 19, selective engagement between the first motor 11 and either of the first drive gears 12 can be achieved. This arrangement ensures reliable connection between the first motor 11 and the first drive gear 12, improving the operational reliability of the first drive mechanism 10. Furthermore, compared to using two separate clutches, setting the first dual clutch 19 eliminates the need for a hub, reduces the number of parts, simplifies the assembly process, lowers manufacturing costs, and facilitates efficient space utilization.

[0043] In some embodiments of the present invention, such as Figure 1As shown, the second drive mechanism 20 also includes: a plurality of third drive shafts 25, the number of third drive shafts 25 being the same as the number of second drive gears 22 and being connected to each other in a one-to-one transmission connection; the second motor 21 selectively being connected to any one of the third drive shafts 25; and the plurality of third drive shafts 25 being arranged in sequence without being inserted into each other.

[0044] In other words, the number of third drive shafts 25 is the same as the number of second gear pairs, and they are connected in a one-to-one transmission connection. As some embodiments of this application, the second drive gear 22 is sleeved on the corresponding third drive shaft 25 and fixedly connected to the corresponding third drive shaft 25. The second motor 21 is selectively connected to any third drive shaft 25. As some embodiments of this application, the second motor 21 can be selectively connected to any third drive shaft 25 via a clutch or synchronizer, so as to be connected to any second drive gear 22.

[0045] Multiple third drive shafts 25 are sequentially fitted with empty sleeves. In some embodiments of this application, there are two third drive shafts 25, with one third drive shaft 25 fitted with the other third drive shaft 25. In some embodiments of this application, multiple third drive shafts 25 are arranged coaxially. In some embodiments of this application, the innermost third drive shaft 25 is fitted with the second half-shaft 24.

[0046] This configuration allows the second motor 21 to selectively connect with any of the second drive gears 22, and the structure is reasonable, which helps to improve the smoothness of power transmission. Furthermore, by sequentially arranging multiple third drive shafts 25, space can be saved to a great extent, space utilization can be improved, and it is convenient to arrange other vehicle components or increase the passenger compartment space.

[0047] In some embodiments of the present invention, such as Figure 1 As shown, the second drive mechanism 20 also includes: a third gear 26, a fourth gear 27, and a fourth drive shaft 28. The third gear 26 and a plurality of second driven gears 23 are all sleeved and fixed to the fourth drive shaft 28. The fourth gear 27 meshes with the third gear 26 and is connected to the second half-shaft 24 for transmission.

[0048] In some embodiments of this application, the axes of the fourth drive shaft 28, the third drive shaft 25, and the second half-shaft 24 are parallel. The third gear 26 and a plurality of second driven gears 23 are all sleeved and fixedly connected to the fourth drive shaft 28, and the third gear 26 and the plurality of second driven gears 23 are arranged at intervals along the axial direction of the fourth drive shaft 28. The fourth gear 27 meshes with the third gear 26 and is connected to the second half-shaft 24 in a transmission manner. In some embodiments of this application, the fourth gear 27 may be sleeved and fixedly connected to the second half-shaft 24.

[0049] This configuration makes the structure of the second drive mechanism 20 reasonable. The third gear 26 and multiple second driven gears 23 can be carried by a fourth transmission shaft 28, which is convenient for assembly. It also makes the coaxiality of the third gear 26 and multiple second driven gears 23 good, reducing the shifting jerks and improving the smoothness of power transmission. By making the fourth gear 27 mesh with the third gear 26 and drive the second half-shaft 24, the structure is reasonable and easy to arrange.

[0050] In some embodiments of the present invention, such as Figure 1 As shown, the second drive mechanism 20 further includes a second dual clutch 29, which is connected between the second motor 21 and a plurality of second drive gears 22 to selectively engage the second motor 21 with any one of the second drive gears 22.

[0051] In other words, the second motor 21 can selectively engage with any of the second drive gears 22 via the second dual clutch 29. As some embodiments of this application, the second dual clutch 29 can be, but is not limited to, an electromagnetic clutch, a magnetic powder clutch, a friction clutch, a hydraulic clutch, etc. Of course, the second dual clutch 29 can also be constructed in other types. It is understood that the specific type of the second dual clutch 29 can be selected according to actual needs, and this application does not limit it in this regard.

[0052] By providing the second dual clutch 29, selective engagement between the second motor 21 and either of the second drive gears 22 can be achieved. This arrangement ensures reliable connection between the second motor 21 and the second drive gear 22, improving the operational reliability of the second drive mechanism 20. Furthermore, compared to using two separate clutches, providing the second dual clutch 29 eliminates the need for a hub, reduces the number of parts, simplifies the assembly process, lowers manufacturing costs, and facilitates efficient space utilization.

[0053] In some embodiments of this application, the rotor of the first motor 11 is connected to the first dual clutch 19 via a spline, and the rotor of the second motor 21 is connected to the second dual clutch 29 via a spline. In some embodiments of this application, the first drive shaft 15 and the third drive shaft 25 may incorporate needle roller bearings. In some embodiments of this application, the first drive shaft 15 is connected to the first dual clutch 19 via a spline, and the third drive shaft 25 is connected to the second dual clutch 29 via a spline.

[0054] In some embodiments of the present invention, the drive assembly 100 further includes a housing in which at least a portion of the first drive mechanism 10 and at least a portion of the second drive mechanism 20 are housed. This arrangement allows at least a portion of the first drive mechanism 10 and at least a portion of the second drive mechanism 20 to share a single housing, which helps to reduce costs.

[0055] In some embodiments of the present invention, such as Figure 1 As shown, the first drive mechanism 10 and the second drive mechanism 20 are coaxially arranged. As some embodiments of this application, the first half-shaft 14, the first motor 11, the second half-shaft 24, the second motor 21, the first transmission shaft 15, the third transmission shaft 25, the second gear 17, and the fourth gear 27 are all coaxially arranged. This arrangement can save the X-axis and Z-axis space of the vehicle, and the structure is compact, which facilitates the arrangement of other vehicle components or increases the passenger compartment space.

[0056] In some embodiments of the present invention, such as Figure 1 As shown, the drive assembly 100 also includes a differential lock 30, which selectively engages the first half-shaft 14 with the second half-shaft 24. In some embodiments of this application, the differential lock 30 can selectively engage the second gear 17 with the fourth gear 27, thereby selectively engaging the first half-shaft 14 with the second half-shaft 24. In some embodiments of this application, both the second gear 17 and the fourth gear 27 have engagement teeth 31 facing each other. By controlling the movement of the gear sleeve 32 of the differential lock 30, selective engagement of the first half-shaft 14 with the second half-shaft 24 can be achieved.

[0057] Thus, the drive assembly 100 proposed in this application can have two modes. The first is a parallel mode, in which the first half-shaft 14 and the second half-shaft 24 are not engaged, and the first motor 11 and the second motor 21 independently drive the first half-shaft 14 and the second half-shaft 24 respectively, achieving differential function through a control strategy. The second is a series mode, in which the differential lock 30 engages the first half-shaft 14 and the second half-shaft 24, and the first motor 11 and the second motor 21 simultaneously provide power (or one of the first motor 11 and the second motor 21 provides power). The differential lock 30 optimizes torque distribution, ensuring that the side with greater traction receives more power, thus improving the vehicle's ability to get out of trouble.

[0058] It should be noted that the drive assembly 100 of this application can be adapted to front-wheel drive vehicles and rear-wheel drive vehicles by adjusting its arrangement.

[0059] The vehicle according to an embodiment of the present invention includes the drive assembly 100 of the vehicle in the above embodiment. The drive assembly 100 proposed in this application has multiple speed ratios, which can make the first motor 11 and the second motor 21 operate on the optimal efficiency curve under various working conditions, so as to make full use of the power of the first motor 11 and the second motor 21. It can also appropriately reduce the size of the first motor 11 and the second motor 21, reduce the design and layout difficulty of the drive assembly 100, and can independently control the wheels on both sides, which is beneficial to improving the handling performance of the vehicle.

[0060] In some embodiments of the present invention, there are two drive assemblies 100, which are arranged at intervals along the length of the vehicle. One drive assembly 100 can be used to drive the two front wheels of the vehicle, and the other drive assembly 100 can be used to drive the two rear wheels of the vehicle, thus realizing four-wheel drive of the vehicle.

[0061] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0062] In the description of this invention, "first feature" and "second feature" may include one or more of the features.

[0063] In the description of this invention, "a plurality of" means two or more.

[0064] In the description of this invention, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0065] In the description of this invention, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicating that the first feature is at a higher horizontal level than the second feature.

[0066] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0067] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A drive assembly for a vehicle, characterized in that, include: The first drive mechanism includes: a first motor, a plurality of first drive gears, a plurality of first driven gears, and a first half-shaft. The plurality of first drive gears and the plurality of first driven gears mesh one-to-one to form multiple pairs of first gear pairs with different transmission ratios. The first motor is selectively connected to any one of the first drive gears, and the plurality of first driven gears are all connected to the first half-shaft. The second drive mechanism includes: a second motor, a plurality of second drive gears, a plurality of second driven gears, and a second half-shaft. The plurality of second drive gears and the plurality of second driven gears mesh one-to-one to form multiple pairs of second gear pairs with different transmission ratios. The second motor is selectively connected to any one of the second drive gears, and the plurality of second driven gears are all connected to the second half-shaft. The first drive mechanism and the second drive mechanism are spaced apart and directly opposite each other along the width direction of the vehicle.

2. The drive assembly of the vehicle according to claim 1, characterized in that, The first drive mechanism further includes: a plurality of first drive shafts, the number of which is the same as the number of the first drive gears and they are connected in a one-to-one transmission connection; the first motor is selectively connected to any one of the first drive shafts; and the plurality of first drive shafts are sequentially and loosely fitted.

3. The drive assembly of the vehicle according to claim 1, characterized in that, The first drive mechanism further includes: a first gear, a second gear, and a second transmission shaft. The first gear and a plurality of first driven gears are all sleeved and fixedly connected to the second transmission shaft. The second gear meshes with the first gear and is connected to the first half-shaft for transmission.

4. The drive assembly of the vehicle according to claim 1, characterized in that, The first drive mechanism further includes a first dual clutch, which is connected between the first motor and a plurality of first drive gears to selectively engage the first motor with any of the first drive gears.

5. The drive assembly of the vehicle according to claim 1, characterized in that, The second drive mechanism further includes: a plurality of third drive shafts, the number of which is the same as the number of the second drive gears and they are connected in a one-to-one transmission connection; the second motor selectively connects to any one of the third drive shafts; and the plurality of third drive shafts are sequentially arranged without being inserted into each other.

6. The drive assembly of the vehicle according to claim 1, characterized in that, The second drive mechanism further includes: a third gear, a fourth gear, and a fourth transmission shaft. The third gear and a plurality of second driven gears are all sleeved and fixedly connected to the fourth transmission shaft. The fourth gear meshes with the third gear and is connected to the second half-shaft for transmission.

7. The drive assembly of the vehicle according to claim 1, characterized in that, The second drive mechanism further includes a second dual clutch connected between the second motor and a plurality of second drive gears to selectively engage the second motor with any of the second drive gears.

8. The drive assembly of the vehicle according to any one of claims 1-7, characterized in that, Also includes: The housing contains at least a portion of the first drive mechanism and at least a portion of the second drive mechanism. And / or, the first drive mechanism and the second drive mechanism are coaxially arranged; And / or, further includes: a differential lock, which selectively engages the first half-shaft with the second half-shaft.

9. A vehicle, characterized in that, The drive assembly of the vehicle according to any one of claims 1-8.

10. The vehicle according to claim 9, characterized in that, There are two drive assemblies, which are arranged at intervals along the length of the vehicle.

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