Driving device and vehicle

Abstract

The utility model relates to a driving device and a vehicle. The driving device comprises a first motor, a second motor and a clutch. Wherein the first motor comprises a first motor shaft; the second motor comprises a second motor shaft; the clutch is connected to the first motor shaft and the second motor shaft so that the first motor and the second motor can achieve dynamic coupling or dynamic decoupling. According to the technical scheme, the first motor shaft and the second motor shaft are connected through the clutch, and the first motor and the second motor can be selected to respectively drive different wheels to rotate or jointly drive the wheels to rotate according to needs, so that adaptive driving modes can be selected to adapt to different road conditions; and the functionality of a driving device adopting a dual-motor driving mode is expanded.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle drive devices, and in particular to a drive device and a vehicle. Background Art

[0002] Vehicles that use motors to drive their wheels often employ different motors to drive different wheels, creating dual-wheel drive or four-wheel drive configurations. For example, dual-motor systems often use couplings to connect the motor shafts of the two motors, each connected to a different wheel. This allows the output torque of both motors to be applied to all wheels. While this configuration can improve the vehicle's driving force, it doesn't fully realize the advantages of dual motors. Utility Model Content

[0003] The embodiments of the present application provide a drive device and a vehicle, which improve the functionality of the drive device to at least partially solve the above-mentioned technical problems.

[0004] In order to achieve the above-mentioned object, according to a first aspect of the present application, a driving device is provided, comprising:

[0005] a first motor including a first motor shaft;

[0006] a second motor including a second motor shaft;

[0007] The clutch is connected to the first motor shaft and the second motor shaft respectively, so as to achieve power coupling or power decoupling between the first motor and the second motor.

[0008] Optionally, the driving device further includes:

[0009] A first output shaft is used to drive a wheel to rotate;

[0010] Wherein, the first motor shaft and the first output shaft form a transmission connection.

[0011] Optionally, the force transmitted by the transmission connection between the first motor shaft and the first output shaft is transmitted along a "U"-shaped link.

[0012] Optionally, the axis of the first motor shaft and the axis of the first output shaft are arranged in parallel and the distance between them is less than or equal to 30 mm; or,

[0013] The first motor shaft and the first output shaft are coaxially arranged.

[0014] Optionally, the driving device further includes:

[0015] a first transmission shaft, respectively connected to the first motor shaft and the first output shaft;

[0016] Wherein, the first motor shaft and the first output shaft are both arranged on the same side of the first transmission shaft.

[0017] Optionally, the first transmission shaft is arranged parallel to the first motor shaft.

[0018] Optionally, the first motor shaft, the first output shaft and the first transmission shaft are connected to each other through gear transmission.

[0019] Optionally, the driving device further includes:

[0020] a first driving gear, coaxially arranged with the first motor shaft;

[0021] a first transmission gear, coaxially arranged with the first transmission shaft and meshing with the first driving gear;

[0022] a second transmission gear, coaxially disposed with the first transmission shaft and located at a different position from the first driving gear in the axial direction of the first transmission shaft;

[0023] The first driven gear is coaxially arranged with the first output shaft and meshes with the second transmission gear.

[0024] Optionally, the driving device further includes:

[0025] A second output shaft is used to drive another wheel to rotate;

[0026] Wherein, the second motor shaft and the second output shaft form a transmission connection.

[0027] Optionally, the force transmitted by the transmission connection between the second motor shaft and the second output shaft is transmitted along a "U"-shaped link.

[0028] Optionally, the axis of the second motor shaft and the axis of the second output shaft are arranged in parallel and the distance between them is less than or equal to 30 mm; or,

[0029] The second motor shaft and the second output shaft are coaxially arranged.

[0030] Optionally, a second transmission shaft is in transmission connection with the second motor shaft and the second output shaft respectively;

[0031] Wherein, the second motor shaft and the second output shaft are both arranged on the same side of the second transmission shaft.

[0032] Optionally, the second transmission shaft is arranged parallel to the second motor shaft.

[0033] Optionally, the second motor shaft, the second output shaft and the second transmission shaft are connected to each other through gear transmission.

[0034] Optionally, the driving device further includes:

[0035] a second driving gear, coaxially arranged with the second motor shaft;

[0036] a third transmission gear, coaxially arranged with the second transmission shaft and meshing with the second driving gear;

[0037] a fourth transmission gear, coaxially arranged with the second transmission shaft and located at a different position from the third transmission gear in the axial direction of the second transmission shaft;

[0038] The second driven gear is coaxially arranged with the second output shaft and meshes with the fourth transmission gear.

[0039] Optionally, the driving device further includes:

[0040] A controller is electrically connected to the first motor and the second motor respectively, so that the controller is used to control the operation of the first motor and the second motor respectively.

[0041] Optionally, along the axial direction of the first transmission shaft, the controller is arranged between the first transmission shaft and the second transmission shaft.

[0042] Optionally, the first motor and the second motor are located on the same side of the controller.

[0043] Optionally, the first transmission shaft and the second transmission shaft are both located on a side of the first motor close to the controller.

[0044] Optionally, along the axial direction of the first motor shaft, the first motor and the second motor are both arranged between the first transmission shaft and the second transmission shaft.

[0045] Optionally, the first motor shaft and the second motor shaft are symmetrically arranged on both sides of the clutch.

[0046] Optionally, the first motor shaft and the second motor shaft are coaxially arranged.

[0047] According to a second aspect of the present application, a vehicle is provided, comprising the drive device as described above.

[0048] The drive device provided in the embodiment of the present application has a first motor shaft and a second motor shaft connected by a clutch. The first motor and the second motor can be selected to drive different wheels to rotate separately or to drive the wheels to rotate together as needed, thereby being able to select an appropriate drive mode to adapt to different road conditions, broadening the functionality of the drive device using a dual-motor drive method, and better leveraging the advantages of multi-motor drive.

[0049] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] To more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0051] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same drawing numbers represent the same parts in the following description.

[0052] Figure 1 is a schematic diagram of the overall structure of a vehicle-mounted electric drive assembly provided in a first exemplary embodiment of the present application;

[0053] Figure 2 is a schematic diagram of the overall structure of a vehicle-mounted electric drive assembly provided in a second exemplary embodiment of the present application;

[0054] Figure 3 yes Figure 1 The reference diagram of the first usage state of the vehicle-mounted electric drive assembly shown;

[0055] Figure 4 yes Figure 1 The reference diagram of the second usage state of the vehicle-mounted electric drive assembly shown;

[0056] Figure 5 yes Figure 1 The third usage state reference diagram of the vehicle-mounted electric drive assembly is shown;

[0057] Figure 6 yes Figure 1 The fourth usage state reference diagram of the vehicle-mounted electric drive assembly is shown;

[0058] Figure 7 A schematic diagram of the overall structure of a vehicle provided in an exemplary embodiment of the present application.

[0059] Description of reference numerals:

[0060] 1. Vehicle; 1a. Left wheel; 1b. Right wheel;

[0061] 100. Driving device; 101. First motor; 101a. First motor shaft; 101b. Rotor of the first motor; 101c. Stator of the first motor; 102. Second motor; 102a. Second motor shaft; 102b. Rotor of the second motor; 102c. Stator of the second motor; 103. Clutch; 104. First output shaft; 105. Second output shaft; 106. First transmission shaft; 107. Second transmission shaft; 108. First driving gear; 109. First transmission gear; 110. Second transmission gear; 111. First driven gear; 112. Second driving gear; 113. Third transmission gear; 114. Fourth transmission gear; 115. Second driven gear; 116. First support member; 117. Second support member; 118. Controller. DETAILED DESCRIPTION

[0062] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0063] In order to solve the defects in the related technologies mentioned in the background technology, the present application provides a driving device 100, referring to Figures 1 to 6 The driving device 100 includes: a first motor 101, a second motor 102 and a clutch 103.

[0064] Among them, the first motor 101 includes a first motor shaft 101a, which is connected to the rotor 101b of the first motor, so that when the first motor 101 is working, it rotates relative to the stator 101c of the first motor under the drive of the rotor 101b of the first motor. After the first motor shaft 101a is connected to the wheel through various transmission forms, it can drive the wheel to rotate.

[0065] The second motor 102 includes a second motor shaft 102a, which is connected to the rotor 102b of the second motor. When the second motor 102 is working, it rotates relative to the stator 102c of the second motor under the drive of the rotor 102b of the second motor. After the first motor shaft 101a is connected to another wheel through various transmission forms, it can drive the other wheel to rotate.

[0066] The clutch 103 is connected to the first motor shaft 101 a and the second motor shaft 102 a respectively, so as to achieve power coupling or power decoupling of the first motor 101 and the second motor 102 .

[0067] When the first motor shaft 101a and the second motor shaft 102a are power-decoupled at the clutch 103, the first motor 101 and the second motor 102 can each drive a different wheel, allowing the speed and direction of each wheel to be adjusted independently, facilitating steering of the vehicle 1 within a confined space. When the first motor shaft 101a and the second motor shaft 102a are power-coupled at the clutch 103, the first motor 101 and the second motor 102 jointly drive the different wheels. In special scenarios such as wheel slip, this drive method can maximize the use of the power provided by the first motor 101 and the second motor 102 to resolve wheel slip and other issues.

[0068] With the above solution, the first motor shaft 101a and the second motor shaft 102a are connected via the clutch 103. The first motor 101 and the second motor 102 can be selected to drive different wheels separately or together, depending on the needs. This allows for selecting a suitable driving mode to adapt to different road conditions, broadening the functionality of the dual-motor drive device 100 and further leveraging the advantages of multi-motor drive.

[0069] It should be noted that the main solution of this application is to provide the function of realizing power coupling and power decoupling by using the setting of the clutch 103, and is not limited to the specific structure of the clutch 103. Therefore, this application does not impose specific restrictions on the specific structure of the clutch 103. Those skilled in the art can flexibly choose a clutch 103 in the form of hydraulic drive, electromagnetic drive, mechanical linkage, etc. according to specific usage requirements, as long as the clutch 103 can be used to complete power coupling and power decoupling between the first motor shaft 101a and the second motor shaft 102a.

[0070] In some embodiments, the first motor shaft 101a and the second motor shaft 102a are coaxially arranged so that the first motor shaft 101a and the second motor shaft 102a have the same rotation axis, which can maximize the use of the torque output by the first motor shaft 101a and the second motor shaft 102a when the first motor shaft 101a and the second motor shaft 102a are coupled through the clutch 103.

[0071] The following mainly provides exemplary descriptions of some specific implementations of the first motor 101 and / or the second motor 102 in driving the wheels to rotate.

[0072] In some embodiments, the drive device 100 further includes a first output shaft 104. The first output shaft 104 is used to drive a wheel. The first motor shaft 101a is in transmission connection with the first output shaft 104. This means that the first motor shaft 101a may not be directly connected to the wheel to reduce the possibility of damage to the first motor 101 when an external force impacts the wheel.

[0073] Similarly, in some embodiments, the drive device 100 further includes a second output shaft 105. The second output shaft 105 is used to drive another wheel. The second motor shaft 102a is coaxially disposed with the second output shaft 105 and forms a transmission connection therewith. In other words, the second motor shaft 102a may not be directly connected to the wheel, thereby reducing the possibility of damage to the second motor 102 due to external forces impacting the wheel.

[0074] In some embodiments, the force transmitted by the transmission connection between the first motor shaft 101a and the first output shaft 104 is transmitted along a "U"-shaped link. This configuration allows for flexible use of the space surrounding the first motor shaft 101a and the first output shaft 104 to accommodate a transmission reduction mechanism for speed reduction or transmission, thereby reducing the requirements for axial assembly accuracy between the first motor shaft 101a and the first output shaft 104.

[0075] Similarly, in some embodiments, the force transmitted by the transmission connection between the second motor shaft 102a and the second output shaft 105 is transmitted along a "U"-shaped link. This configuration allows for flexible use of the space surrounding the second motor shaft 102a and the second output shaft 105 to accommodate a transmission reduction mechanism for speed reduction or transmission, thereby reducing the requirements for axial precision between the second motor shaft 102a and the second output shaft 105.

[0076] In some embodiments, the axis of the first motor shaft 101a and the axis of the first output shaft 104 are arranged parallel to each other, with a spacing of 30 mm or less. Alternatively, the first motor shaft 101a and the first output shaft 104 are arranged coaxially. Whether the axis of the first motor shaft 101a and the axis of the first output shaft 104 are arranged parallel or colinearly can be flexibly configured based on the different assembly space requirements of different vehicle models. However, by limiting the distance between the axis of the first motor shaft 101a and the axis of the first output shaft 104, the components of the drive device 100 are relatively concentrated, reducing the assembly space occupied on the vehicle 1.

[0077] Similarly, in some embodiments, the axis of the second motor shaft 102a and the axis of the second output shaft 105 are arranged parallel to each other, with a spacing of 30 mm or less therebetween; alternatively, the second motor shaft 102a and the second output shaft 105 are arranged coaxially. Whether the axis of the second motor shaft 102a and the axis of the second output shaft 105 are arranged parallel or colinearly can be flexibly configured based on the different assembly space requirements of different vehicle models. However, by limiting the distance between the axis of the second motor shaft 102a and the axis of the second output shaft 105, the components of the drive device 100 are relatively concentrated, reducing the assembly space occupied by the vehicle 1.

[0078] In some embodiments, the drive device 100 further includes a first transmission shaft 106. The first transmission shaft 106 is in transmission connection with the first motor shaft 101a and the first output shaft 104, respectively. The first motor shaft 101a and the first output shaft 104 are both disposed on the same side of the first transmission shaft 106. Similarly, in some embodiments, the drive device 100 further includes a second transmission shaft 107. The second transmission shaft 107 is in transmission connection with the second motor shaft 102a and the second output shaft 105, respectively. The second motor shaft 102a and the second output shaft 105 are both disposed on the same side of the second transmission shaft 107. This allows for adapting to the installation space on the vehicle 1. Generally, the wheels of the vehicle 1 are disposed near the front or rear end of the vehicle 1. The configuration of the first transmission shaft 106 or the second transmission shaft 107 is adapted to the limited assembly space on the vehicle 1, facilitating integration of the drive device 100 on the vehicle 1.

[0079] In some embodiments, first transmission shaft 106 is disposed parallel to first motor shaft 101a, based on the axis of first motor shaft 101a being parallel or collinear with the axis of first output shaft 104. Similarly, in some embodiments, second transmission shaft 107 is disposed parallel to second motor shaft 102a, based on the axis of second motor shaft 102a being parallel or collinear with the axis of second output shaft 105. This configuration facilitates configuration of the transmission ratios between each motor and each wheel during design and use, simplifies the positional relationships between the various components of drive device 100, and facilitates their orderly arrangement within the installation space of vehicle 1.

[0080] In some embodiments, the first motor shaft 101a, the first output shaft 104, and the first transmission shaft 106 are connected to each other via gear transmission. Similarly, in some embodiments, the second motor shaft 102a, the second output shaft 105, and the second transmission shaft 107 are connected to each other via gear transmission.

[0081] For specific solutions, refer to Figure 1 The power provided by the first motor shaft 101a can be transmitted to the wheels via a two-stage gear transmission, for example. For example, a first driving gear 108 is coaxially disposed on the first motor shaft 101a, a first transmission gear 109 and a second transmission gear 110 are coaxially disposed on the first transmission shaft 106, and a first driven gear 111 is coaxially disposed on the first output shaft 104. The first driving gear 108 meshes with the first transmission gear 109, and the second transmission gear 110 meshes with the second driven gear 115, thereby achieving power transmission from the first motor shaft 101a to the first output shaft 104. Different gear ratios can be configured based on actual usage requirements, which will not be detailed here.

[0082] Similarly, in specific solutions, refer to Figure 1The power provided by the second motor shaft 102a can be transmitted to the wheels via a two-stage gear transmission, for example. For example, a second driving gear 112 is coaxially disposed on the second motor shaft 102a, a third transmission gear 113 and a fourth transmission gear 114 are coaxially disposed on the second transmission shaft 107, and a second driven gear 115 is coaxially disposed on the second output shaft 105. The first driving gear 108 meshes with the third transmission gear 113, the third transmission gear 113 and the fourth transmission gear 114 are located at different positions axially on the second transmission shaft 107, and the fourth transmission gear 114 meshes with the second driven gear 115, thereby achieving power transmission from the second motor shaft 102a to the second output shaft 105. Different gear ratios can be configured according to actual usage requirements, which will not be detailed here.

[0083] In the above scheme, the first motor shaft 101a adopts a two-stage gear transmission to transmit power to the first output shaft 104, or the second motor shaft 102a adopts a two-stage gear transmission to transmit power to the second output shaft 105. The power transmission chain is relatively simple, so as to simplify the structure of the drive device 100.

[0084] In some embodiments, the driving device 100 further includes a controller 118. The first motor 101 and the second motor 102 are electrically connected to the controller 118, so that the controller 118 is used to control the operation of the first motor 101 and the second motor 102, respectively. Figure 1 The controller 118 is electrically connected to the stator 101c of the first motor and the stator 102c of the second motor respectively, so that the controller 118 can control the speed and direction of the first motor shaft 101a and the second motor shaft 102a respectively through electronic control to adapt to the requirements of different wheel speeds and directions in different scenarios.

[0085] In some embodiments, reference Figure 1 Along the axial direction of the first transmission shaft 106 , the controller 118 is arranged between the first transmission shaft 106 and the second transmission shaft 107 to fully utilize the space between the first transmission shaft 106 and the second transmission shaft 107 and improve the spatial integration of the driving device 100 .

[0086] In some embodiments, the first motor 101 and the second motor 102 are located on the same side of the controller 118 , which can facilitate the arrangement of data lines between the controller 118 and the first motor 101 and the second motor 102 .

[0087] In some embodiments, the first transmission shaft 106 and the second transmission shaft 107 are both located on a side of the first motor 101 close to the controller 118. In this manner, with the controller 118 disposed between the first transmission shaft 106 and the second transmission shaft 107, this configuration can fully utilize the space between the first transmission shaft 106, the second transmission shaft 107, the first motor shaft 101a, and the second motor shaft 102a to configure the controller 118. Considering that in actual use, the drive device 100 is often used in conjunction with a variety of sensors to detect real-time operating states such as the speed and direction of the first transmission shaft 106, the second transmission shaft 107, the first motor shaft 101a, and the second motor shaft 102a, the above configuration facilitates the concentration of data transmission lines of various sensors at the controller 118, thereby optimizing the line layout and further improving the spatial integration of the drive device 100.

[0088] In some embodiments, along the axial direction of the first motor shaft 101a, the first motor 101 and the second motor 102 are both arranged between the first transmission shaft 106 and the second transmission shaft 107, so that the first motor shaft 101a and the second motor shaft 102a are relatively close in spatial position, thereby facilitating the configuration of the clutch 103 therebetween.

[0089] In a specific embodiment, the drive device 100 further includes a first support member 116. This first support plate is used to support the transmission mechanism disposed between the first motor shaft 101a and the first output shaft 104. For example, a bearing can be provided on the first driven gear 111 or the first output shaft 104 and mounted on the first support member 116. Alternatively, a corresponding bearing can be provided on the first driving gear 108 or the first motor shaft 101a and mounted on the first support member 116, thereby utilizing the first support member 116 to provide support for a portion of the structure of the drive device 100.

[0090] Similarly, in a specific embodiment, the drive device 100 further includes a second support member 117. This second support plate is used to support the transmission mechanism disposed between the second motor shaft 102a and the second output shaft 105. For example, a bearing can be provided on the second driven gear 115 or the second output shaft 105 and mounted on the second support member 117. Alternatively, a corresponding bearing can be provided on the second driving gear 112 or the second motor shaft 102a and mounted on the second support member 117, thereby utilizing the second support member 117 to provide support for a portion of the structure of the drive device 100.

[0091] In some embodiments, reference Figure 2, the first support member 116 and / or the second support member 117 can be eliminated to reduce the space occupied by the drive device 100 along the axial direction of the first motor shaft 101a and the second motor shaft 102a, thereby improving the spatial integration of the drive device 100. In this case, for example, when the drive device 100 is integrated into the vehicle 1, the vehicle body can be directly used to support the corresponding parts of the drive device 100.

[0092] In some embodiments, the first motor shaft 101a and the second motor shaft 102a are symmetrically arranged on either side of the clutch 103. Accordingly, the first output shaft 104 and the second output shaft 105, and the first transmission shaft 106 and the second transmission shaft 107 can also be symmetrically arranged on either side of the clutch 103. This helps to improve the uniformity of the component configuration of the drive device 100 and ensure the dynamic balance performance of the vehicle 1.

[0093] The vehicle-mounted electric drive assembly of the present application can realize multiple functions through the setting of the drive device 100. Figures 3 to 6 The following mainly describes the working process of the vehicle-mounted electric drive assembly 10 being integrated into a vehicle and realizing some functions, as an explanation of the nature of the explanation. Figures 3 to 6 The broken lines with arrows in the middle represent the power transmission paths of the motors under different functions. The "left" and "right" directions mentioned below are for ease of explanation and are relative to the left and right directions shown in the drawings. They do not limit the specific positions of the components of the drive device 100.

[0094] refer to Figure 3 In the first usage state, the vehicle-mounted electric drive assembly 10 has the first motor shaft 101a and the second motor shaft 102a decoupled in power at the clutch 103. The controller 118 can control the speed, direction, torque, etc. of the first motor 101 and the second motor 102 respectively. When the first motor 101 rotates clockwise (based on the perspective of looking at the wheel from the left side of the wheel, the reference bases for clockwise rotation and counterclockwise rotation are the same below), the second motor 102 can turn clockwise / counterclockwise, and the wheels respectively connected to the first motor shaft 101a and the second motor shaft 102a can rotate in the forward direction or in the reverse direction, so that the vehicle 1 can complete actions such as turning around on the spot.

[0095] refer to Figure 4In the second operating state of the vehicle-mounted electric drive assembly 10, the first motor shaft 101a and the second motor shaft 102a are power-coupled at the clutch 103. The controller 118 controls the speed, torque, etc. of the first motor 101 and the second motor 102 respectively. When the first motor 101 rotates clockwise, the second motor 102 is controlled by the controller 118 and is limited to clockwise rotation. The wheels connected to the first motor shaft 101a and the second motor shaft 102a respectively rotate in the same direction, and the vehicle 1 can be prevented from slipping during driving. At this time, it is equivalent to configuring a differential lock between the left wheel 1a and the right wheel 1b to prevent the vehicle 1 from swaying. Therefore, when the above-mentioned drive device 100 is integrated into some vehicles 1, the use of differential locks can also be reduced.

[0096] refer to Figure 5 In the third usage state of the vehicle-mounted electric drive assembly 10, when the right wheel 1b slips, the first motor shaft 101a and the second motor shaft 102a are dynamically coupled at the clutch 103, and the controller 118 controls the speed, torque, etc. of the first motor 101 and the second motor 102 respectively. The wheels respectively connected to the first motor shaft 101a and the second motor shaft 102a have the same direction of rotation. Regardless of whether the vehicle 1 moves forward or backward, when the right wheel 1b slips, all the torque of the two motors will be transmitted to the left wheel 1a. The left wheel 1a is subjected to the synthetic torque of the first motor 101 and the second motor 102, and the wheel's ability to escape from trouble is greatly enhanced.

[0097] refer to Figure 6 In the fourth usage state of the vehicle-mounted electric drive assembly 10, when the left wheel 1a slips, the first motor shaft 101a and the second motor shaft 102a are dynamically coupled at the clutch 103, and the controller 118 controls the speed, torque, etc. of the first motor 101 and the second motor 102 respectively. The wheels respectively connected to the first motor shaft 101a and the second motor shaft 102a have the same direction of rotation. Regardless of whether the vehicle 1 moves forward or backward, when the left wheel 1a slips, all the torque of the two motors will be transmitted to the right wheel 1b. The right wheel 1b is subjected to the combined torque of the first motor 101 and the second motor 102, and the wheel's ability to escape from trouble is greatly enhanced.

[0098] The second aspect of this application, reference Figure 7 , providing a vehicle 1, including the drive device 100 described above, or including the vehicle-mounted electric drive assembly described above. The vehicle 1 has all the beneficial effects of the drive device 100 or the vehicle-mounted electric drive assembly described above, and this application will not repeat them here.

[0099] The vehicle 1 may be a fuel vehicle, a plug-in hybrid vehicle, a new energy vehicle, etc., and this application does not make any specific limitation on this.

[0100] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0101] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0102] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0103] The above are merely preferred embodiments of the present application and do not constitute any form of limitation to the present application. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A driving device (100), characterized in that: include: A first motor (101) includes a first motor shaft (101a); A second motor (102) comprising a second motor shaft (102a); a clutch (103) connected to the first motor shaft (101a) and the second motor shaft (102a), respectively, so as to achieve power coupling or power decoupling between the first motor (101) and the second motor (102); A first output shaft (104) is used to drive a wheel to rotate, and the first motor shaft (101a) and the first output shaft (104) are in transmission connection; a first transmission shaft (106) which is in transmission connection with the first motor shaft (101a) and the first output shaft (104); The first motor shaft (101a) and the first output shaft (104) are both arranged on the same side of the first transmission shaft (106).

2. The driving device (100) according to claim 1, characterized in that The force transmitted by the transmission connection between the first motor shaft (101a) and the first output shaft (104) is transmitted along a "U"-shaped link.

3. The driving device (100) according to claim 1, characterized in that The axis of the first motor shaft (101a) and the axis of the first output shaft (104) are arranged in parallel and the distance between them is less than or equal to 30 mm; or, The first motor shaft (101a) and the first output shaft (104) are coaxially arranged.

4. The driving device (100) according to claim 1, characterized in that The first transmission shaft (106) is arranged in parallel with the first motor shaft (101a).

5. The driving device (100) according to claim 1, characterized in that The first motor shaft (101a), the first output shaft (104) and the first transmission shaft (106) are connected to each other through gear transmission.

6. The driving device (100) according to claim 5, characterized in that Also includes: A first driving gear (108) is coaxially arranged with the first motor shaft (101a); a first transmission gear (109) coaxially arranged with the first transmission shaft (106) and meshing with the first driving gear (108); a second transmission gear (110) coaxially disposed with the first transmission shaft (106) and located at a different position from the first driving gear (108) in the axial direction of the first transmission shaft (106); A first driven gear (111) is coaxially arranged with the first output shaft (104) and meshes with the second transmission gear (110).

7. The driving device (100) according to claim 1, characterized in that Also includes: A second output shaft (105) is used to drive another wheel to rotate; The second motor shaft (102a) and the second output shaft (105) form a transmission connection.

8. The driving device (100) according to claim 7, characterized in that The force transmitted by the transmission connection between the second motor shaft (102a) and the second output shaft (105) is transmitted along a "U"-shaped link.

9. The driving device (100) according to claim 7, characterized in that The axis of the second motor shaft (102a) and the axis of the second output shaft (105) are arranged in parallel and the distance between them is less than or equal to 30 mm; or, The second motor shaft (102a) and the second output shaft (105) are coaxially arranged.

10. The driving device (100) according to claim 7, characterized in that A second transmission shaft (107) is respectively in transmission connection with the second motor shaft (102a) and the second output shaft (105); The second motor shaft (102a) and the second output shaft (105) are both arranged on the same side of the second transmission shaft (107).

11. The driving device (100) according to claim 10, characterized in that The second transmission shaft (107) is arranged in parallel with the second motor shaft (102a).

12. The driving device (100) according to claim 10, characterized in that The second motor shaft (102a), the second output shaft (105) and the second transmission shaft (107) are connected to each other through gear transmission.

13. The driving device (100) according to claim 12, characterized in that Also includes: A second driving gear (112) is coaxially arranged with the second motor shaft (102a); a third transmission gear (113) coaxially arranged with the second transmission shaft (107) and meshing with the second driving gear (112); a fourth transmission gear (114) coaxially arranged with the second transmission shaft (107) and located at a different position from the third transmission gear (113) in the axial direction of the second transmission shaft (107); The second driven gear (115) is coaxially arranged with the second output shaft (105) and meshes with the fourth transmission gear (114).

14. The driving device (100) according to claim 10, characterized in that Also includes: A controller (118) is electrically connected to the first motor (101) and the second motor (102), respectively, so that the controller (118) is used to control the operation of the first motor (101) and the second motor (102).

15. The driving device (100) according to claim 14, characterized in that Along the axial direction of the first transmission shaft (106), the controller (118) is arranged between the first transmission shaft (106) and the second transmission shaft (107).

16. The driving device (100) according to claim 15, characterized in that The first motor (101) and the second motor (102) are located on the same side of the controller (118).

17. The driving device (100) according to claim 16, characterized in that The first transmission shaft (106) and the second transmission shaft (107) are both located on a side of the first motor (101) close to the controller (118).

18. The driving device (100) according to claim 17, characterized in that Along the axial direction of the first motor shaft (101a), the first motor (101) and the second motor (102) are both arranged between the first transmission shaft (106) and the second transmission shaft (107).

19. The driving device (100) according to any one of claims 1 to 18, characterized in that: The first motor shaft (101a) and the second motor shaft (102a) are symmetrically arranged on both sides of the clutch (103).

20. The driving device (100) according to any one of claims 1 to 18, characterized in that: The first motor shaft (101a) and the second motor shaft (102a) are coaxially arranged.

21. A vehicle (1), characterized in that The drive device (100) comprises the drive device (100) according to any one of claims 1 to 18.

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