Driving assembly of vehicle and vehicle

Abstract

The utility model discloses a driving assembly of a vehicle and the vehicle, and relates to the field of vehicles, a transmission assembly is suitable for being in transmission connection with a wheel end, and the transmission assembly is selectively in transmission connection with an engine or a first motor through a first combination device; the second motor is in selective transmission connection with the transmission assembly through a second combination device; the control motor is in transmission connection with the rotating hub, the rotating hub is in transmission connection with the first combination device and the second combination device, and the control motor is used for controlling the rotating hub to act so as to control the first combination device and the second combination device to act. Therefore, the rotating hub is controlled by the control motor to act so as to control the first combination device and the second combination device to act, and the first combination device and the second combination device can be controlled by the rotating hub to act, so that the transmission assembly is selectively in transmission connection with the engine or the first motor, and the transmission assembly is selectively in transmission connection with the second motor; the production cost of the driving assembly is reduced, and the response rate of the driving assembly is increased.

Description

Technical Field

[0001] The utility model relates to the field of vehicles, and particularly to a drive assembly of a vehicle and a vehicle. Background Art

[0002] In the related art, there is a hydraulic clutch (controlled by a hydraulic system) between the engine and the input shaft of the drive assembly of the vehicle, and the disconnection and engagement between the engine and the input shaft can be achieved through the hydraulic clutch. However, the hydraulic clutch has a high cost and a low response rate, increasing the production cost of the drive assembly and reducing the response rate of the drive assembly. Summary of the Utility Model

[0003] The utility model aims to at least solve one of the technical problems existing in the prior art. For this purpose, an object of the utility model is to provide a drive assembly of a vehicle, which has a low cost and a fast response rate.

[0004] The utility model further provides a vehicle.

[0005] The drive assembly of the vehicle according to the utility model includes: an engine and a first motor, the engine is in transmission connection with the first motor; a transmission assembly and a first coupling device, the transmission assembly is adapted to be in transmission connection with the wheel end of the vehicle, and the transmission assembly is selectively in transmission connection with the engine or the first motor through the first coupling device; a second motor and a second coupling device, the second motor is selectively in transmission connection with the transmission assembly through the second coupling device; a hub and a control motor, the control motor is in transmission connection with the hub, and the hub is in transmission connection with both the first coupling device and the second coupling device, and the control motor is used to control the movement of the hub to control the movement of the first coupling device and the second coupling device; the engine and the first motor are always in transmission connection, when the transmission assembly is in transmission connection with the engine or the first motor, the engine and / or the first motor is the power source; when the second motor is in transmission connection with the transmission assembly and the transmission assembly is not in transmission connection with the engine and the first motor, the second motor is the power source;; when the second motor is in transmission connection with the transmission assembly and the transmission assembly is in transmission connection with the engine or the first motor, the engine and / or the first motor and / or the second motor is the power source.

[0006] For the drive assembly of a vehicle according to the present utility model, by controlling the motor to control the hub movement, so as to control the actions of the first coupling device and the second coupling device, it is possible to control the actions of the first coupling device and the second coupling device through the hub, so that the transmission assembly is selectively connected to the engine or the first motor in a transmission manner, and the transmission assembly is selectively connected to the second motor in a transmission manner, which is beneficial to reducing the production cost of the drive assembly and beneficial to improving the response speed of the drive assembly.

[0007] In some examples of the present utility model, the first motor has a first output shaft, the engine has a second output shaft, the first output shaft and the second output shaft are coaxially arranged or spaced apart along the length direction of the vehicle, and the transmission assembly is selectively connected to the first output shaft or the second output shaft in a transmission manner through the first coupling device.

[0008] In some examples of the present utility model, the drive assembly of the vehicle further includes: a first gear set and a second gear set, the transmission assembly includes a first transmission shaft, the first gear set includes a first gear and a second gear that are transmission-connected, the second gear set includes a third gear and a fourth gear that are transmission-connected, the first gear is transmission-connected to the first output shaft, the third gear is transmission-connected to the second output shaft, and both the second gear and the fourth gear are sleeved on the first transmission shaft in an idle manner;

[0009] The first coupling device includes a first coupling member, a second coupling member and a third coupling member, the first coupling member is arranged on the first transmission shaft, the second coupling member and the third coupling member are respectively arranged on the second gear and the fourth gear, and the first coupling member can selectively couple with the second coupling member or the third coupling member.

[0010] In some examples of the present utility model, the first coupling device is coaxially arranged with the engine.

[0011] In some examples of the present utility model, the transmission assembly includes a first transmission shaft, and the first transmission shaft is selectively connected to the engine or the first motor in a transmission manner through the first coupling device;

[0012] The second motor has a third output shaft, the third output shaft and the first transmission shaft are coaxially arranged or spaced apart along the length direction of the vehicle, and the third output shaft and the transmission assembly are selectively connected in a transmission manner through the second coupling device.

[0013] In some examples of the present utility model, the second coupling device includes a fourth coupling member and a fifth coupling member, the fourth coupling member is transmission-connected to the third output shaft, the fifth coupling member is transmission-connected to the first transmission shaft, and the fourth coupling member can selectively couple with the fifth coupling member.

[0014] In some examples of the present utility model, the drive assembly of the vehicle further includes: a third gear set, the third gear set includes a fifth gear and a sixth gear that are drivingly connected, the transmission assembly further includes: at least one second transmission shaft, the second transmission shaft is drivingly connected to the first transmission shaft, the fifth gear is drivingly connected to the second transmission shaft, and the sixth gear is sleeved on the third output shaft in an idle manner;

[0015] The second engaging device includes: a fourth engaging member and a fifth engaging member, the fourth engaging member is drivingly connected to the third output shaft, the fifth engaging member is disposed on the sixth gear, and the fourth engaging member can selectively engage with the fifth engaging member.

[0016] In some examples of the present utility model, the drive assembly of the vehicle further includes: a first connecting member and a second connecting member, the rotating hub has a first profile line and a second profile line, both the first profile line and the second profile line are configured as annular profile lines that surround 360 degrees circumferentially around the rotating hub, the first connecting member is drivingly engaged with the first profile line and the first engaging device, and the second connecting member is drivingly engaged with the second profile line and the second engaging device.

[0017] In some examples of the present utility model, the drive assembly of the vehicle further includes: an angle sensor and a controller, the controller is connected to the angle sensor and the control motor, the angle sensor is disposed on the rotating hub, the angle sensor is used to detect the rotation angle of the rotating hub, and the controller is configured to control the control motor according to the angle information of the rotating hub.

[0018] The vehicle according to the present utility model includes the above-mentioned drive assembly of the vehicle.

[0019] The additional aspects and advantages of the present utility model will be partially given in the following description, partially will become apparent from the following description, or will be understood through the practice of the present utility model. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The above and / or additional aspects and advantages of the present utility model will become apparent and easy to understand from the description of the embodiments in conjunction with the following drawings, wherein:

[0021] Figure 1 is a schematic structural diagram of a drive assembly according to an embodiment of the present utility model;

[0022] Figure 2 is another schematic structural diagram of a drive assembly according to an embodiment of the present utility model;

[0023] Figure 3Schematic diagram of the rotating hub according to an embodiment of the present utility model;

[0024] Figure 4 Developed view of the profile of the rotating hub according to an embodiment of the present utility model;

[0025] Figure 5 Another developed view of the profile of the rotating hub according to an embodiment of the present utility model;

[0026] Figure 6 Assembly schematic diagram of the rotating hub, the first connecting member, the second connecting member, the first engaging device, the second engaging device, and the angle sensor according to an embodiment of the present utility model.

[0027] Reference numerals:

[0028] Drive assembly 100; control motor 99; rotating hub 98;

[0029] First motor 10; first output shaft 11; engine 20; second output shaft 21; second motor 30; third output shaft 31;

[0030] Transmission assembly 40; first transmission shaft 41; second transmission shaft 42;

[0031] First engaging device 50; first engaging member 51; second engaging member 52; third engaging member 53;

[0032] Second engaging device 60; fourth engaging member 61; fifth engaging member 62;

[0033] First gear set 70; first gear 71; second gear 72; mating gear 73;

[0034] Second gear set 80; third gear 81; fourth gear 82;

[0035] Third gear set 90; fifth gear 91; sixth gear 92;

[0036] Fourth gear set 93; seventh gear 94; eighth gear 95; ninth gear 107;

[0037] First connecting member 96; second connecting member 97;

[0038] First input shaft 101; second input shaft 102; third input shaft 103; first profile 104; second profile 105; angle sensor 106. Detailed implementation manners

[0039] Embodiments of the present utility model will be described in detail below. Examples of the embodiments are shown in the accompanying drawings, where 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 utility model and should not be construed as a limitation of the present utility model.

[0040] Reference is made below Figures 1-6 to describe the drive assembly 100 of a vehicle according to an embodiment of the present utility model.

[0041] As Figures 1-6 shown, the drive assembly 100 according to an embodiment of the present utility model includes: an engine 20, a first motor 10, a transmission assembly 40, a first coupling device 50, a second motor 30, a second coupling device 60, a hub 98, and a control motor 99.

[0042] The engine 20 is drivingly connected to the first motor 10; the transmission assembly 40 is adapted to be drivingly connected to the wheel end of the vehicle, and the transmission assembly 40 is selectively drivingly connected to the engine 20 or the first motor 10 through the first coupling device 50; the second motor 30 is selectively drivingly connected to the transmission assembly 40 through the second coupling device 60; the control motor 99 is drivingly connected to the hub 98, and the hub 98 is drivingly connected to both the first coupling device 50 and the second coupling device 60. The control motor 99 is used to control the movement of the hub 98 to control the movement of the first coupling device 50 and the second coupling device 60; the engine 20 and the first motor 10 are always drivingly connected. When the transmission assembly 40 is drivingly connected to the engine 20 or the first motor 10, the engine 20 and / or the first motor 10 is the power source; when the second motor 30 is drivingly connected to the transmission assembly 40 and the transmission assembly 40 is not drivingly connected to either the engine 20 or the first motor 10, the second motor 30 is the power source; when the second motor 30 is drivingly connected to the transmission assembly 40 and the transmission assembly 40 is drivingly connected to the engine 20 or the first motor 10, the engine 20 and / or the first motor 10 and / or the second motor 30 is the power source.

[0043] Among them, the engine 20 is drivingly connected to the first motor 10, and the engine 20 can directly drive the first motor 10. As some embodiments of the present application, as Figure 1 shown, the drive assembly 100 includes a first input shaft 101. The engine 20 is drivingly connected to the first input shaft 101, and the engine 20 can drive the first input shaft 101 to rotate. The way of driving connection between the engine 20 and the first input shaft 101 can be, but is not limited to, gear pair connection, spline connection, coupling connection, etc. The first motor 10 is drivingly connected to the first input shaft 101, and the way of driving connection between the first motor 10 and the first input shaft 101 can be, but is not limited to, gear pair connection, spline connection, coupling connection, etc.

[0044] In some embodiments of the present application, the engine 20 is drivingly connected to the first input shaft 101 by spline connection, and the first motor 10 is drivingly connected to the first input shaft 101 by spline connection, so that the engine 20 is drivingly connected to the first motor 10. In some embodiments of the present application, the output shaft of the engine 20 is directly drivingly connected to the output shaft of the first motor 10 (the driving connection method can be, but is not limited to, gear pair connection, spline connection, coupling connection, etc.), so that the engine 20 is drivingly connected to the first motor 10.

[0045] In some embodiments of the present application, the driving connection described in the present application can be a direct driving connection or an indirect driving connection. The indirect driving connection can be drivingly connected through components such as, but not limited to, gear pairs and differentials.

[0046] The transmission assembly 40 is adapted to be drivingly connected to the wheel end of the vehicle. Specifically, the engine 20, the first motor 10, and the second motor 30 can all be drivingly connected to the transmission assembly 40, so that the engine 20, the first motor 10, and the second motor can drive the wheel end of the vehicle to make the vehicle run.

[0047] The transmission assembly 40 is selectively drivingly connected to the engine 20 or the first motor 10 through the first coupling device 50. That is to say, the transmission assembly 40 can be drivingly connected to the engine 20 through the first coupling device 50, and the transmission assembly 40 can be drivingly connected to the first motor 10 through the first coupling device 50. Of course, through the first coupling device 50, the transmission assembly 40 can also be neither drivingly connected to the engine 20 nor drivingly connected to the first motor 10.

[0048] In some embodiments of the present application, the first coupling device 50 can be, but is not limited to, a dog clutch synchronizer, a constant pressure synchronizer, etc.

[0049] The second motor 30 is selectively drivingly connected to the transmission assembly 40 through the second coupling device 60. That is to say, the second motor 30 can be drivingly connected to the transmission assembly 40, and the second motor 30 can also not be drivingly connected to the transmission assembly 40.

[0050] The control motor 99 is drivingly connected to the hub 98, and the control motor 99 can drive the hub 98 to rotate. In some embodiments of the present application, the control motor 99 is directly connected to the hub 98 by spline to make the control motor 99 drivingly connected to the hub 98. In some embodiments of the present application, the drive assembly 100 includes a third input shaft 103. The control motor 99 is drivingly connected to the third input shaft 103 by spline connection, and the control motor 99 can drive the third input shaft 103 to rotate. The hub 98 is drivingly connected to the third input shaft 103 by spline connection, so that the control motor 99 is drivingly connected to the hub 98.

[0051] The rotating hub 98 is in transmission connection with both the first coupling device 50 and the second coupling device 60. That is to say, the rotation of the rotating hub 98 can drive the first coupling device 50 and the second coupling device 60 to act. Specifically, the control motor 99 can control the rotation of the rotating hub 98, and the rotation of the rotating hub 98 can drive the first coupling device 50 to act, so that the transmission assembly 40 is selectively in transmission connection with the engine 20 or the first motor 10 through the first coupling device 50. The rotation of the rotating hub 98 can drive the second coupling device 60 to act, so that the second coupling device 60 is selectively in transmission connection with the transmission assembly 40.

[0052] The engine 20 is always in transmission connection with the first motor 10. When the transmission assembly 40 is in transmission connection with the engine 20 or the first motor 10, the engine 20 and / or the first motor 10 is the power source; when the second motor 30 is in transmission connection with the transmission assembly 40 and the transmission assembly 40 is not in transmission connection with the engine 20 and the first motor 10, the second motor 30 is the power source; when the second motor 30 is in transmission connection with the transmission assembly 40 and the transmission assembly 40 is in transmission connection with the engine 20 or the first motor 10, the engine 20 and / or the first motor 10 and / or the second motor 30 is the power source.

[0053] The drive assembly 100 proposed in this application can have multiple working modes, including but not limited to EV drive mode, idle power generation mode, series mode, engine 20 direct drive mode, hybrid mode, direct drive power generation mode, hybrid power generation mode, three-power mode, single-electricity catapult mode, multi-electricity catapult mode, etc. The following specifically describes the specific working states of the drive assembly 100 in multiple working modes.

[0054] EV drive mode. In the EV drive mode, the transmission assembly 40 is neither in transmission connection with the engine 20 nor in transmission connection with the first motor 10, and the second motor 30 is in transmission connection with the transmission assembly 40. At this time, the vehicle is powered by the second motor 30.

[0055] Idle power generation mode. In the idle power generation mode, the transmission assembly 40 is neither in transmission connection with the engine 20 nor in transmission connection with the first motor 10, and the second motor 30 is selectively in transmission connection with the transmission assembly 40. When the second motor 30 is in transmission connection with the transmission assembly 40, the second motor 30 performs zero-torque control, and the engine 20 drives the first motor 10 to generate electricity.

[0056] Series mode. In the series mode, the transmission assembly 40 is neither in transmission connection with the engine 20 nor in transmission connection with the first motor 10, the second motor 30 is in transmission connection with the transmission assembly 40, the engine 20 drives the first motor 10 to generate electricity, and the second motor 30 drives the transmission assembly 40 to provide power for the vehicle.

[0057] Engine 20 direct drive mode. In the engine 20 direct drive mode, the transmission assembly 40 is selectively connected to the engine 20 or the first motor 10 for power transmission, and the second motor 30 is selectively connected to the transmission assembly 40 for power transmission. When the second motor 30 is connected to the transmission assembly 40 for power transmission, the second motor 30 is controlled with zero torque. At this time, the vehicle is only driven by the engine 20, and the first motor 10 is controlled with zero torque.

[0058] As some embodiments of the present application, in the engine 20 direct drive mode, the transmission assembly 40 is connected to the engine 20 for power transmission, and the second motor 30 is selectively connected to the transmission assembly 40 for power transmission. This is the first gear mode of the engine 20 direct drive.

[0059] As some embodiments of the present application, in the engine 20 direct drive mode, the transmission assembly 40 is connected to the first motor 10 for power transmission, and the second motor 30 is selectively connected to the transmission assembly 40 for power transmission. This is the second gear mode of the engine 20 direct drive.

[0060] Hybrid mode. In the hybrid mode, the transmission assembly 40 is selectively connected to the engine 20 or the first motor 10 for power transmission, the second motor 30 is connected to the transmission assembly 40 for power transmission, and the first motor 10 is controlled with zero torque.

[0061] As some embodiments of the present application, in the hybrid mode, the transmission assembly 40 is connected to the engine 20 for power transmission, and the second motor 30 is connected to the transmission assembly 40 for power transmission. This is the first gear mode of the hybrid.

[0062] As some embodiments of the present application, in the hybrid mode, the transmission assembly 40 is connected to the first motor 10 for power transmission, and the second motor 30 is connected to the transmission assembly 40 for power transmission. This is the second gear mode of the hybrid.

[0063] Direct drive power generation mode. In the direct drive power generation mode, the transmission assembly 40 is selectively connected to the engine 20 or the first motor 10 for power transmission, and the second motor 30 is selectively connected to the transmission assembly 40 for power transmission. When the second motor 30 is connected to the transmission assembly 40 for power transmission, the second motor 30 is controlled with zero torque. At this time, the vehicle is driven by the engine 20, and power is generated by the first motor 10.

[0064] As some embodiments of the present application, in the direct drive power generation mode, the transmission assembly 40 is connected to the engine 20 for power transmission, and the second motor 30 is selectively connected to the transmission assembly 40 for power transmission. This is the first gear mode of the direct drive power generation.

[0065] As some embodiments of the present application, in the direct drive power generation mode, the transmission assembly 40 is connected to the first motor 10 for power transmission, and the second motor 30 is selectively connected to the transmission assembly 40 for power transmission. This is the second gear mode of the direct drive power generation.

[0066] Hybrid power generation mode: In the hybrid power generation mode, the transmission assembly 40 is selectively connected to the engine 20 or the first motor 10 in a transmission manner, and the second motor 30 is connected to the transmission assembly 40 in a transmission manner. At this time, the vehicle is driven by the engine 20 and the second motor 30, and the first motor 10 is used for power generation.

[0067] As some embodiments of the present application, in the hybrid power generation mode, the transmission assembly 40 is connected to the engine 20 in a transmission manner, and the second motor 30 is connected to the transmission assembly 40 in a transmission manner. This is the first gear mode of hybrid power generation.

[0068] As some embodiments of the present application, in the hybrid power generation mode, the transmission assembly 40 is connected to the first motor 10 in a transmission manner, and the second motor 30 is connected to the transmission assembly 40 in a transmission manner. This is the second gear mode of hybrid power generation.

[0069] Three-power mode: In the three-power mode, the transmission assembly 40 is selectively connected to the engine 20 or the first motor 10 in a transmission manner, and the second motor 30 is connected to the transmission assembly 40 in a transmission manner. At this time, the vehicle is driven by the engine 20, the first motor 10 and the second motor 30.

[0070] As some embodiments of the present application, in the three-power mode, the transmission assembly 40 is connected to the engine 20 in a transmission manner, and the second motor 30 is connected to the transmission assembly 40 in a transmission manner. This is the first gear mode of three-power.

[0071] As some embodiments of the present application, in the three-power mode, the transmission assembly 40 is connected to the first motor 10 in a transmission manner, and the second motor 30 is connected to the transmission assembly 40 in a transmission manner. This is the second gear mode of three-power.

[0072] Single-motor catapult mode: In the single-motor catapult mode, the transmission assembly 40 is neither connected to the engine 20 in a transmission manner nor connected to the first motor 10 in a transmission manner, and the second motor 30 is connected to the transmission assembly 40 in a transmission manner. At this time, the vehicle is driven by the second motor 30. In the single-motor catapult mode, the second motor 30 can provide a large starting torque.

[0073] Multi-motor catapult mode: In the multi-motor catapult mode, the transmission assembly 40 is selectively connected to the engine 20 or the first motor 10 in a transmission manner, and the second motor 30 is connected to the transmission assembly 40 in a transmission manner. At this time, the vehicle is driven by the first motor 10 and the second motor 30. In the multi-motor catapult mode, the first motor 10 and the second motor 30 can provide a large starting torque.

[0074] As some embodiments of the present application, in the multi-motor catapult mode, the transmission assembly 40 is connected to the engine 20 in a transmission manner, and the second motor 30 is connected to the transmission assembly 40 in a transmission manner. This is the first multi-motor catapult mode.

[0075] As some embodiments of the present application, in the multi-electric catapult mode, the transmission assembly 40 is drivingly connected to the first motor 10, and the second motor 30 is drivingly connected to the transmission assembly 40. This is the second multi-electric catapult mode.

[0076] It should be noted that the descriptions of the above various working modes are only exemplary descriptions, and do not mean that the drive assembly 100 proposed by the present application is limited to the above working modes, nor does it mean that the drive assembly 100 proposed by the present application is defined by the above working modes.

[0077] Moreover, it can be understood that by selectively drivingly connecting the second motor 30 to the transmission assembly 40, the second motor 30 can be disconnected from the transmission assembly 40 in certain states to reduce the drag loss when the second motor 30 does not participate in driving, so as to improve the driving efficiency of the drive assembly 100.

[0078] Thus, by controlling the motor 99 to control the action of the hub 98, so as to control the actions of the first engaging device 50 and the second engaging device 60, it is possible to control the actions of the first engaging device 50 and the second engaging device 60 through the hub 98, so that the transmission assembly 40 is selectively drivingly connected to the engine 20 or the first motor 10, and the transmission assembly 40 is selectively drivingly connected to the second motor 30, which is beneficial to reducing the production cost of the drive assembly 100, and the form of controlling the first engaging device 50 through the hub 98 has a faster response than the hydraulic system, which is beneficial to improving the response rate of the drive assembly 100.

[0079] In some embodiments of the present invention, such as Figure 1 and Figure 2 shown, the drive assembly 100 of the vehicle further includes: a second engaging device 60. The second motor 30 and the transmission assembly 40 are selectively drivingly connected through the second engaging device 60. The hub 98 is drivingly connected to the second engaging device 60. The control motor 99 is used to control the action of the hub 98 to control the action of the second engaging device 60.

[0080] That is to say, through the second engaging device 60, the second motor 30 can be drivingly connected to the transmission assembly 40, or the second motor 30 can be disconnected from the transmission assembly 40.

[0081] The rotating hub 98 is drivingly connected to the second engaging device 60. Specifically, the rotating hub 98 can drive the second engaging device 60. The control motor 99 is drivingly connected to the rotating hub 98. In some embodiments of the present application, the control motor 99 and the rotating hub 98 are connected through a gear pair. In some embodiments of the present application, the control motor 99 and the rotating hub 98 are connected through a planetary reduction mechanism. Such an arrangement can reduce the space occupied by the drive assembly 100 and improve the space utilization rate of the drive assembly 100. The control motor 99 can drive the rotating hub 98 to rotate. The rotating hub 98 is drivingly connected to the second engaging device 60. That is to say, the rotation of the rotating hub 98 can drive the second engaging device 60 to act to achieve the selective driving connection between the second motor 30 and the transmission assembly 40.

[0082] Such an arrangement can disconnect the second motor 30 from the transmission assembly 40 in certain states to reduce the drag loss when the second motor 30 does not participate in driving, so as to improve the driving efficiency of the drive assembly 100. By using one rotating hub 98, the second engaging device 60 and the first engaging device 50 can be controlled, which is beneficial to reducing the number of components, reducing the cost of the drive assembly 100, saving space and reducing weight.

[0083] In some embodiments of the present invention, as Figure 1 and Figure 2 shown, the first motor 10 has a first output shaft 11, and the engine 20 has a second output shaft 21. The first output shaft 11 and the second output shaft 21 are coaxially arranged or spaced along the length of the vehicle (i.e., the Figure 2 shown X direction). The transmission assembly 40 is selectively drivingly connected to the first output shaft 11 or the second output shaft 21 through the first engaging device 50.

[0084] Among them, as Figure 1 shown, the first output shaft 11 and the second output shaft 21 can be coaxially arranged, or, as Figure 2 shown, the first output shaft 11 and the second output shaft 21 can be spaced along the length direction of the vehicle (i.e., the Figure 2 shown X direction).

[0085] In some embodiments of the present application, the first output shaft 11 and the second output shaft 21 are coaxially arranged, and the first output shaft 11 and the second output shaft 21 are drivingly connected by spline connection.

[0086] In some embodiments of the present application, as Figure 1As shown, the first output shaft 11 and the second output shaft 21 are coaxially arranged. The drive assembly 100 includes a first input shaft 101. The way of driving connection between the first output shaft 11 and the first input shaft 101 can be, but is not limited to, gear pair connection, spline connection, etc. The second output shaft 21 is drivingly connected to the first input shaft 101, and the way of driving connection between the second output shaft 21 and the first input shaft 101 can be, but is not limited to, gear pair connection, spline connection, etc. As some embodiments of the present application, the first output shaft 11 is drivingly connected to the first input shaft 101 by means of spline connection, and the second output shaft 21 is drivingly connected to the first input shaft 101 by means of spline connection, so that the first output shaft 11 and the second output shaft 21 are drivingly connected.

[0087] As some embodiments of the present application, as Figure 2 shown, the first output shaft 11 and the second output shaft 21 can be arranged at intervals along the length direction of the vehicle (i.e., Figure 2 the X direction shown), and the first output shaft 11 and the second output shaft 21 are drivingly connected by a gear pair or a chain.

[0088] The transmission assembly 40 is selectively drivingly connected to the first output shaft 11 or the second output shaft 21 through the first coupling device 50. That is to say, the transmission assembly 40 can be drivingly connected to the first output shaft 11 through the first coupling device 50, and the transmission assembly 40 can be drivingly connected to the second output shaft 21 through the first coupling device 50. Of course, through the first coupling device 50, the transmission assembly 40 can also be neither drivingly connected to the first output shaft 11 nor drivingly connected to the second output shaft 21.

[0089] By coaxially arranging the first output shaft 11 and the second output shaft 21 or arranging them at intervals along the length of the vehicle (i.e., Figure 2 the X direction shown), the drive assembly 100 can have various arrangement forms, so that the arrangement form of the drive assembly 100 can be selected according to the specific vehicle model, which is beneficial to improving the versatility of the drive assembly 100.

[0090] In some embodiments of the present invention, as Figure 1 and Figure 2 shown, the drive assembly 100 of the vehicle further includes: a first gear set 70 and a second gear set 80. The transmission assembly 40 includes a first transmission shaft 41. The first gear set 70 includes a first gear 71 and a second gear 72 that are drivingly connected. The second gear set 80 includes a third gear 81 and a fourth gear 82 that are drivingly connected. The first gear 71 is drivingly connected to the first output shaft 11, the third gear 81 is drivingly connected to the second output shaft 21, and both the second gear 72 and the fourth gear 82 are sleeved on the first transmission shaft 41;

[0091] The first coupling device 50 includes a first coupling member 51, a second coupling member 52, and a third coupling member 53. The first coupling member 51 is disposed on the first transmission shaft 41, and the second coupling member 52 and the third coupling member 53 are respectively disposed on the second gear 72 and the fourth gear 82. The first coupling member 51 can selectively couple with the second coupling member 52 or the third coupling member 53.

[0092] In some embodiments of the present application, the first transmission shaft 41 can be the output end of the drive assembly 100. In some embodiments of the present application, the first transmission shaft 41 can output the power of the drive assembly 100 through other transmission components.

[0093] In some embodiments of the present application, the axes of the first gear 71 and the second gear 72 are parallel to each other, and the first gear 71 and the second gear 72 are directly drivingly connected.

[0094] In some embodiments of the present application, the axes of the first gear 71 and the second gear 72 are parallel to each other, and the first gear 71 and the second gear 72 are indirectly drivingly connected through other transmission shafts and gear pairs. For example Figure 2 As shown, the first gear 71 and the second gear 72 are drivingly connected through a mating gear 73, wherein the mating gear 73 is drivingly connected to the second output shaft 21.

[0095] In some embodiments of the present application, the axes of the third gear 81 and the fourth gear 82 are parallel to each other, and the third gear 81 and the fourth gear 82 are directly drivingly connected.

[0096] In some embodiments of the present application, as Figure 2 shown, the axes of the third gear 81 and the fourth gear 82 are parallel to each other, and the third gear 81 and the fourth gear 82 are indirectly drivingly connected through other transmission shafts and gear pairs.

[0097] The first gear 71 is drivingly connected to the first output shaft 11. The first output shaft 11 can drive the first gear 71 to rotate. In some embodiments of the present application, the first output shaft 11 and the first gear 71 are drivingly connected by means of a spline connection so that the first gear 71 and the first output shaft 11 are drivingly connected. The first gear 71 meshes and cooperates with the second gear 72, and the second gear 72 is sleeved on the first transmission shaft 41.

[0098] The third gear 81 is drivingly connected to the second output shaft 21. The second output shaft 21 can drive the third gear 81 to rotate. In some embodiments of the present application, the second output shaft 21 and the third gear 81 are drivingly connected by means of a spline connection so that the third gear 81 and the second output shaft 21 are drivingly connected. The third gear 81 meshes and cooperates with the fourth gear 82, and the fourth gear 82 is sleeved on the first transmission shaft 41.

[0099] The first coupling member 51 is provided on the first transmission shaft 41. The first coupling member 51 is in driving connection with the first transmission shaft 41. The second coupling member 52 is provided on the second gear 72, and the third coupling member 53 is provided on the fourth gear 82. The first coupling member 51 can selectively couple with the second coupling member 52 or the third coupling member 53. As some embodiments of the present application, the first coupling member 51 can move along the extending direction of the first transmission shaft 41 to couple with the second coupling member 52. Or, the first coupling member 51 can move along the extending direction of the first transmission shaft 41 to couple with the third coupling member 53. Or, the first coupling member 51 can neither couple with the second coupling member 52 nor couple with the third coupling member 53.

[0100] As some embodiments of the present application, the second coupling member 52 and the third coupling member 53 are respectively provided on the second gear 72 and the fourth gear 82. The second gear 72 is in driving connection with the first gear 71, and the fourth gear 82 is in driving connection with the third gear 81. The first gear 71 is in driving connection with the first output shaft 11, and the third gear 81 is in driving connection with the second output shaft 21. When the first coupling member 51 couples with the second coupling member 52, the power of the first output shaft 11 can be transmitted to the first transmission shaft 41 to drive the wheel end of the vehicle. When the first coupling member 51 couples with the third coupling member 53, the power of the second output shaft 21 can be transmitted to the first transmission shaft 41 to drive the wheel end of the vehicle.

[0101] Such an arrangement can make the structural design of the drive assembly 100 reasonable, enable the first transmission shaft 41 to be selectively in driving connection with the engine 20 or the first motor 10 through the first coupling device 50, so as to selectively make the engine 20 or the first motor 10 in driving connection with the first transmission shaft 41, with efficient transmission cooperation. Moreover, the drive assembly 100 can have multiple working modes, which is beneficial to improving the use reliability of the drive assembly 100.

[0102] In some embodiments of the present utility model, the first coupling device 50 is coaxially arranged with the engine 20. Such an arrangement can make the structure of the drive assembly 100 compact, which is beneficial to reducing the volume of the drive assembly 100 and improving the space utilization rate.

[0103] In some embodiments of the present utility model, as Figure 1 and Figure 2 shown, the transmission assembly 40 includes a first transmission shaft 41. The first transmission shaft 41 is selectively in driving connection with the engine 20 or the first motor 10 through the first coupling device 50;

[0104] The second motor 30 has a third output shaft 31. The third output shaft 31 is coaxially arranged with the first transmission shaft 41 or along the length direction of the vehicle (i.e., Figure 2They are arranged at intervals in the X direction (as shown), and the third output shaft 31 and the transmission assembly 40 are selectively connected by a second coupling device 60 for transmission.

[0105] Among them, the first transmission shaft 41 is selectively connected to the engine 20 or the first motor 10 by a first coupling device 50 for transmission. That is to say, the first transmission shaft 41 can be connected to the engine 20 for transmission through the first coupling device 50, and the first transmission shaft 41 can be connected to the first motor 10 for transmission through the first coupling device 50. Of course, through the first coupling device 50, the first transmission shaft 41 can also be neither connected to the engine 20 for transmission nor connected to the first motor 10 for transmission.

[0106] As Figure 1 shown, the third output shaft 31 and the first transmission shaft 41 can be coaxially arranged, or, as Figure 2 shown, the third output shaft 31 and the first transmission shaft 41 can be arranged at intervals in the length direction of the vehicle (i.e., the X direction as Figure 2 shown).

[0107] The third output shaft 31 and the transmission assembly 40 are selectively connected by a second coupling device 60 for transmission. That is to say, the third output shaft 31 of the second motor 30 and the transmission assembly 40 can be connected or disconnected for transmission.

[0108] By coaxially arranging the third output shaft 31 and the first transmission shaft 41 or arranging them at intervals in the length direction of the vehicle (i.e., the X direction as Figure 2 shown), the drive assembly 100 can have various arrangement forms, so that the arrangement form of the drive assembly 100 can be selected according to the specific vehicle model, which is beneficial to improving the versatility of the drive assembly 100.

[0109] In some embodiments of the present invention, as Figure 1 shown, the second coupling device 60 includes a fourth coupling member 61 and a fifth coupling member 62. The fourth coupling member 61 is connected to the third output shaft 31 for transmission, and the fifth coupling member 62 is connected to the first transmission shaft 41 for transmission. The fourth coupling member 61 can selectively engage with the fifth coupling member 62.

[0110] As some embodiments of the present application, the fourth coupling member 61 is provided on the third output shaft 31, and the fourth coupling member 61 is connected to the third output shaft 31 for transmission by spline connection.

[0111] As some embodiments of the present application, the drive assembly 100 includes a second input shaft 102. The second input shaft 102 is connected to the third output shaft 31 for transmission, and the fourth coupling member 61 is provided on the second input shaft 102 so that the fourth coupling member 61 is connected to the third output shaft 31 for transmission.

[0112] In some embodiments of the present application, the fifth coupling member 62 may be fixedly provided on the first transmission shaft 41.

[0113] Among them, the fourth coupling member 61 is in transmission connection with the third output shaft 31, and the fifth coupling member 62 is in transmission connection with the first transmission shaft 41. By combining the fourth coupling member 61 and the fifth coupling member 62, the second motor 30 can be in transmission connection with the first transmission shaft 41.

[0114] Such a setting can make the structural design of the drive assembly 100 reasonable, enable the second motor 30 to be selectively in transmission connection with the transmission assembly 40, and can disconnect the second motor 30 from the transmission assembly 40 in certain states to reduce the drag loss when the second motor 30 does not participate in driving, so as to improve the driving efficiency of the drive assembly 100.

[0115] In some embodiments of the present invention, as Figure 2 shown, the drive assembly 100 of the vehicle further includes: a third gear set 90, the third gear set 90 includes a fifth gear 91 and a sixth gear 92 that are in transmission connection, and the transmission assembly 40 further includes: at least one second transmission shaft 42, the second transmission shaft 42 is in transmission connection with the first transmission shaft 41, the fifth gear 91 is in transmission connection with the second transmission shaft 42, and the sixth gear 92 is sleeved on the third output shaft 31;

[0116] The second coupling device 60 includes: a fourth coupling member 61 and a fifth coupling member 62, the fourth coupling member 61 is in transmission connection with the third output shaft 31, the fifth coupling member 62 is provided on the sixth gear 92, and the fourth coupling member 61 can selectively combine with the fifth coupling member 62.

[0117] In some embodiments of the present application, the transmission assembly 40 includes one second transmission shaft 42. In some embodiments of the present application, the transmission assembly 40 may include a plurality of second transmission shafts 42.

[0118] The fifth gear 91 is provided on the second transmission shaft 42, and moreover, the fifth gear 91 is in transmission connection with the second transmission shaft 42. In some embodiments of the present application, the fifth gear 91 is connected to the second transmission shaft 42 by a spline, or the fifth gear 91 is fixedly connected to the second transmission shaft 42. The sixth gear 92 is sleeved on the third output shaft 31. In some embodiments of the present application, the fifth gear 91 and the sixth gear 92 can be directly meshed, or the fifth gear 91 and the sixth gear 92 are indirectly meshed through transmission.

[0119] The second transmission shaft 42 is drivingly connected to the first transmission shaft 41. As some embodiments of the present application, the second transmission shaft 42 and the first transmission shaft 41 are connected by a gear pair. The fourth coupling member 61 is drivingly connected to the third output shaft 31. As some embodiments of the present application, the fourth coupling member 61 and the third output shaft 31 are connected by a spline. The fifth coupling member 62 is provided on the sixth gear 92. The fourth coupling member 61 can selectively engage with the fifth coupling member 62 so that the second motor 30 is selectively drivingly connected to the second transmission shaft 42, and further the second motor 30 is selectively drivingly connected to the first transmission shaft 41.

[0120] As some embodiments of the present application, as Figure 2 shown, the transmission assembly 40 includes two second transmission shafts 42. The drive assembly 100 includes a fourth gear set 93. The fourth gear set 93 includes a seventh gear 94, an eighth gear 95, and a ninth gear 107. The eighth gear 95 is meshed between the seventh gear 94 and the ninth gear 107. The fifth gear 91 and the seventh gear 94 are both drivingly connected to one of the second transmission shafts 42. The eighth gear 95 is drivingly connected to the other first transmission shaft 41 (this first transmission shaft 41 can be used as the power output shaft of the drive assembly 100). The ninth gear 107 is provided on the first transmission shaft 41.

[0121] Such an arrangement can make the design of the drive assembly 100 reasonable, enable the second motor 30 to be selectively drivingly connected to the transmission assembly 40, and disconnect the second motor 30 from the transmission assembly 40 in certain states to reduce the drag loss when the second motor 30 does not participate in driving, so as to improve the driving efficiency of the drive assembly 100. Moreover, it can realize that the third output shaft 31 and the first transmission shaft 41 are arranged at intervals along the length direction of the vehicle (i.e., Figure 2 the X direction shown), and the power output by the second motor 30 can be output to the wheel end through multiple-stage speed change, which is beneficial to improving the power performance of the power assembly 100.

[0122] In some embodiments of the present invention, as Figure 1 、 Figure 2 and Figure 6 shown, the drive assembly 100 of the vehicle further includes: a first connecting member 96 and a second connecting member 97. The rotating hub 98 has a first profile line 104 and a second profile line 105. Both the first profile line 104 and the second profile line 105 are configured as annular profile lines that surround the circumference of the rotating hub 98 by 360 degrees. The first connecting member 96 is in driving cooperation with the first profile line 104 and the first engaging device 50. The second connecting member 97 is in driving cooperation with the second profile line 105 and the second engaging device 60.

[0123] Among them, both the first type of line 104 and the second type of line 105 are configured as annular lines that circumferentially surround the rotating hub 98 by 360 degrees. It can be understood that the rotating hub 98 is configured to be similar to a cylindrical structure. Both the first type of line 104 and the second type of line 105 are configured as annular lines. Along the side surface of the rotating hub 98, or rather, along the arc surface of the rotating hub 98, the first type of line 104 and the second type of line 105 are arranged to surround the rotating hub 98 circumferentially by 360 degrees.

[0124] The first connecting member 96 is in driving cooperation with the first type of line 104, and moreover, the first connecting member 96 is in driving cooperation with the first engaging device 50. The second connecting member 97 is in driving cooperation with the second type of line 105, and moreover, the second connecting member 97 is in driving cooperation with the second engaging device 60. It can be understood that the rotation of the rotating hub 98 can drive the first connecting member 96, so that the first connecting member 96 moves along the axial direction of the rotating hub 98, thereby enabling the first connecting member 96 to drive the first engaging device 50 to act, so that the first transmission shaft 41 is selectively connected to the engine 20 or the first motor 10 in a driving manner. And the rotation of the rotating hub 98 can drive the second connecting member 97, so that the second connecting member 97 moves along the axial direction of the rotating hub 98, thereby enabling the second connecting member 97 to drive the second engaging device 60, so that the second motor 30 is selectively connected to the transmission assembly 40 in a driving manner.

[0125] As some embodiments of the present application, both the first connecting member 96 and the second connecting member 97 can be configured as, but not limited to, a fork.

[0126] By configuring both the first type of line and the second type of line 105 as annular lines that circumferentially surround the rotating hub 98 by 360 degrees, the rotation direction of the rotating hub 98 can be controlled according to the angle difference of the rotating hub 98 corresponding to the two modes, which is beneficial to improving the mode conversion speed of the drive assembly 100 and can improve the response rate of the drive assembly 100. And by making the first connecting member 96 in driving cooperation with both the first type of line 104 and the first engaging device 50, and the second connecting member 97 in driving cooperation with both the second type of line 105 and the second engaging device 60, the first engaging device 50 and the second engaging device 60 can be controlled by controlling the rotation of one rotating hub 98, which is beneficial to reducing the number of components, beneficial to reducing the cost of the drive assembly 100, beneficial to saving space and reducing weight.

[0127] As some embodiments of the present application, such as Figure 4As shown, the drive assembly 100 has twelve states, which can respectively correspond to the first drive shaft 41 being drivingly connected to the engine 20, the first drive shaft 41 being drivingly connected to the first motor 10, the first drive shaft 41 being neither drivingly connected to the engine 20 nor to the first motor 10, the second motor 30 being drivingly connected to the transmission assembly 40, and the second motor 30 not being drivingly connected to the transmission assembly 40, which can meet the requirements of the working modes of the drive assembly 100. Among them, the twelve states are counted from one to twelve. There are a total of six odd-numbered state quantities, which are six determined actual state quantities, and the remaining six even-numbered state quantities are process state quantities. Every time the rotating hub 98 rotates one week, the second motor 30 and the transmission assembly 40 perform 2 actions between the driving connection state and the non-driving connection state, and the driving connection relationship between the first drive shaft 41 and the engine 20 or the first motor 10 performs 4 actions.

[0128] It can be understood that the first profile line 104 and the second profile line 105 of the present application are both constructed as annular profile lines that circumferentially surround the rotating hub 98 by 360 degrees. If it is necessary to switch from state one to state twelve, only a reverse rotation is required, without having to rotate forward from state one to state twelve, which is beneficial to improving the mode switching speed of the drive assembly 100.

[0129] In some embodiments of the present utility model, as Figure 6 shown, the drive assembly 100 of the vehicle further includes: an angle sensor 106 and a controller. The controller is connected to the angle sensor 106 and the control motor 99. The angle sensor 106 is provided on the rotating hub 98. The angle sensor 106 is used to detect the rotation angle of the rotating hub 98. The controller is configured to control the control motor 99 according to the angle information of the rotating hub 98.

[0130] Among them, the controller is connected to the angle sensor 106. The angle sensor can be arranged on the rotating shaft of the rotating hub. And the controller is connected to the control motor 99. As some embodiments of the present application, the controller is electrically connected to the angle sensor 106 and the control motor 99.

[0131] The angle sensor 106 is provided on the rotating hub 98. The angle sensor 106 is used to detect the rotation angle of the rotating hub 98. The angle sensor 106 can feed back the detected angle information to the controller. The controller can control the control motor 99 according to the angle information of the rotating hub 98.

[0132] As some embodiments of the present application, when it is necessary to switch the working mode of the drive assembly 100, the controller can obtain the current working mode of the drive assembly 100 according to the angle information of the rotating hub 98, and can calculate the rotation direction and rotation angle range of the rotating hub 98 through the target working mode and the current working mode, so as to drive the rotating hub 98 to rotate by controlling the control motor 99, so that the drive assembly 100 is switched to the target working mode.

[0133] By connecting the controller to both the angle sensor 106 and the control motor 99, and configuring the controller to control the control motor 99 based on the angle information of the hub 98, the rotation angle and direction of the hub 98 can be accurately controlled, thereby improving the response rate of the mode switching of the drive assembly 100.

[0134] As some embodiments of the present application, such as Figure 5 shown, the hub 98 may have a non-360-degree profile line, Figure 5 which is an unfolded view of the non-360-degree profile line of the hub 98. Both the first connecting member 96 and the second connecting member 97 can be in driving cooperation with the non-360-degree profile line. By making the hub 98 have a non-360-degree profile line, partial working mode switching of the drive assembly 100 can also be achieved.

[0135] As some embodiments of the present application, Figure 4 and Figure 5 in, the combination and disconnection can be specifically understood as the combination and disconnection of the second motor 30 and the transmission assembly 40. The first gear, second gear, and N gear can respectively correspond to the transmission assembly 40 being in driving connection with the engine 20, the transmission assembly 40 being in driving connection with the first motor 10, and the transmission assembly 40 being not in driving connection with both the engine 20 and the first motor 10.

[0136] According to the vehicle of the embodiment of the present invention, including the drive assembly 100 of the vehicle in the above embodiment, by controlling the motor 99 to control the movement of the hub 98, so as to control the movement of the first engaging device 50 and the second engaging device 60, the movement of the first engaging device 50 and the second engaging device 60 can be controlled through the hub 98, so that the transmission assembly 40 is selectively in driving connection with the engine 20 or the first motor 10, and the transmission assembly 40 is selectively in driving connection with the second motor 30, which is beneficial to reducing the production cost of the drive assembly 100, and the form of controlling the first engaging device 50 through the hub 98 has a faster response than the hydraulic system, which is beneficial to improving the response rate of the drive assembly 100.

[0137] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention.

[0138] In the description of the present utility model, the "first feature" and the "second feature" may include one or more of such features.

[0139] In the description of the present utility model, the meaning of "a plurality of" is two or more.

[0140] In the description of the present utility model, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through additional features therebetween.

[0141] In the description of the present utility model, the first feature being "above", "over" and "on top of" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the first feature has a higher horizontal height than the second feature.

[0142] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples", etc. means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present utility model. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0143] Although the embodiments of the present utility model have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of the present utility model, and the scope of the present utility model is defined by the claims and their equivalents.

Claims

1. A drive assembly (100) of a vehicle, characterized in that, Comprising: An engine (20) and a first electric motor (10), the engine (20) being in transmission connection with the first electric motor (10); A transmission assembly (40) and a first coupling device (50), the transmission assembly (40) being adapted to be in transmission connection with the wheel end of the vehicle, and the transmission assembly (40) being selectively in transmission connection with the engine (20) or the first electric motor (10) through the first coupling device (50); A second electric motor (30) and a second coupling device (60), the second electric motor (30) being selectively in transmission connection with the transmission assembly (40) through the second coupling device (60); A swivel hub (98) and a control electric motor (99), the control electric motor (99) being in transmission connection with the swivel hub (98), the swivel hub (98) being in transmission connection with both the first coupling device (50) and the second coupling device (60), and the control electric motor (99) being used to control the action of the swivel hub (98) so as to control the actions of the first coupling device (50) and the second coupling device (60); The engine (20) and the first electric motor (10) are always in transmission connection. When the transmission assembly (40) is in transmission connection with the engine (20) or the first electric motor (10), the engine (20) and / or the first electric motor (10) serves as a power source; When the second electric motor (30) is in transmission connection with the transmission assembly (40) and the transmission assembly (40) is not in transmission connection with either the engine (20) or the first electric motor (10), the second electric motor (30) serves as a power source; When the second electric motor (30) is in transmission connection with the transmission assembly (40) and the transmission assembly (40) is in transmission connection with the engine (20) or the first electric motor (10), the engine (20) and / or the first electric motor (10) and / or the second electric motor (30) serves as a power source.

2. The drive assembly (100) of a vehicle according to claim 1, characterized in that, The first electric motor (10) has a first output shaft (11), the engine (20) has a second output shaft (21), the first output shaft (11) and the second output shaft (21) are coaxially arranged or are spaced apart along the length direction of the vehicle, and the transmission assembly (40) is selectively in transmission connection with the first output shaft (11) or the second output shaft (21) through the first coupling device (50).

3. The drive assembly (100) of a vehicle according to claim 2, characterized in that, Further comprising: A first gear set (70) and a second gear set (80), the transmission assembly (40) includes a first transmission shaft (41), the first gear set (70) includes a first gear (71) and a second gear (72) in transmission connection, the second gear set (80) includes a third gear (81) and a fourth gear (82) in transmission connection, the first gear (71) is in transmission connection with the first output shaft (11), the third gear (81) is in transmission connection with the second output shaft (21), and both the second gear (72) and the fourth gear (82) are sleeved on the first transmission shaft (41) loosely; The first coupling device (50) includes a first coupling member (51), a second coupling member (52), and a third coupling member (53). The first coupling member (51) is provided on the first transmission shaft (41). The second coupling member (52) and the third coupling member (53) are respectively provided on the second gear (72) and the fourth gear (82). The first coupling member (51) can selectively couple with the second coupling member (52) or the third coupling member (53).

4. The drive assembly (100) of a vehicle according to claim 2, characterized in that, The first coupling device (50) is coaxially arranged with the engine (20).

5. The drive assembly (100) of a vehicle according to claim 1, characterized in that, The transmission assembly (40) includes a first transmission shaft (41). The first transmission shaft (41) is selectively connected to the engine (20) or the first motor (10) through the first coupling device (50) for transmission. The second motor (30) has a third output shaft (31). The third output shaft (31) is coaxially arranged with the first transmission shaft (41) or is spaced apart along the length direction of the vehicle. The third output shaft (31) and the transmission assembly (40) are selectively connected for transmission through the second coupling device (60).

6. The drive assembly (100) of a vehicle according to claim 5, characterized in that, The second coupling device (60) includes a fourth coupling member (61) and a fifth coupling member (62). The fourth coupling member (61) is connected to the third output shaft (31) for transmission. The fifth coupling member (62) is connected to the first transmission shaft (41) for transmission. The fourth coupling member (61) can selectively couple with the fifth coupling member (62).

7. The drive assembly (100) of a vehicle according to claim 5, characterized in that, Further included is: A third gear set (90). The third gear set (90) includes a fifth gear (91) and a sixth gear (92) that are connected for transmission. The transmission assembly (40) further includes at least one second transmission shaft (42). The second transmission shaft (42) is connected to the first transmission shaft (41) for transmission. The fifth gear (91) is connected to the second transmission shaft (42) for transmission. The sixth gear (92) is sleeved on the third output shaft (31) loosely. The second coupling device (60) includes a fourth coupling member (61) and a fifth coupling member (62). The fourth coupling member (61) is connected to the third output shaft (31) for transmission. The fifth coupling member (62) is provided on the sixth gear. The fourth coupling member (61) can selectively couple with the fifth coupling member (62).

8. The drive assembly (100) of a vehicle according to claim 1, characterized in that, Further included is: A first connecting member (96) and a second connecting member (97). The hub (98) has a first profile line (104) and a second profile line (105). Both the first profile line (104) and the second profile line (105) are configured as annular profile lines that circumferentially surround the hub (98) for 360 degrees. The first connecting member (96) is in transmission cooperation with the first profile line (104) and the first coupling device (50). The second connecting member (97) is in transmission cooperation with the second profile line (105) and the second coupling device (60).

9. The drive assembly (100) of a vehicle according to claim 1, characterized in that, Further included is: An angle sensor (106) and a controller, the controller being connected to the angle sensor (106) and the control motor (99), the angle sensor (106) being provided on the hub (98), the angle sensor (106) being configured to detect the rotation angle of the hub (98), and the controller being configured to control the control motor (99) according to the angle information of the hub (98).

10. A vehicle, characterized in that, Comprising a drive assembly (100) of a vehicle according to any one of claims 1-9.

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