Driving assembly and vehicle

Abstract

The utility model discloses a driving assembly and a vehicle, relates to the technical field of new energy vehicles, and aims to solve the technical problem that the endurance mileage of the vehicle is shortened. The driving assembly comprises a front wheel driving motor and a rear wheel driving motor; the first performance index of the front wheel driving motor is weaker than the first performance index of the rear wheel driving motor, the second performance index of the front wheel driving motor is better than the second performance index of the rear wheel driving motor, and the first performance index and the second performance index can influence the endurance time of the vehicle.

Description

Technical Field

[0001] The present application relates to the field of new energy vehicle technology, and in particular to a drive assembly and a vehicle. Background Art

[0002] With the rapid development of new energy vehicles around the world, major companies have been deploying new technologies. Among them, the electric drive assembly, as one of the three core elements of electric vehicles, affects the power and economy of the entire vehicle.

[0003] Vehicle powertrains come in a variety of styles, from single front-wheel drive, single rear-wheel drive, or all-wheel drive with single front and rear motors, to the current three-motor system with a single front motor and dual rear motors. In a three-motor system, the different motor types can affect the vehicle's power and economy. The existing three-motor system cannot adapt to both low-speed and high-speed conditions, resulting in higher energy consumption in some conditions and a shorter range. Summary of the Invention

[0004] The present application provides a drive assembly and a vehicle for solving the technical problem of a vehicle's shortened cruising range.

[0005] To achieve the above objectives, this application adopts the following technical solutions:

[0006] In a first aspect, the present application provides a drive assembly comprising a front-wheel drive motor and a rear-wheel drive motor; a first performance indicator of the front-wheel drive motor is weaker than a first performance indicator of the rear-wheel drive motor, and a second performance indicator of the front-wheel drive motor is better than a second performance indicator of the rear-wheel drive motor, and the first performance indicator and the second performance indicator can affect the vehicle's cruising time.

[0007] In the embodiment of the present application, the first performance index of the front-wheel drive motor is weaker than the first performance index of the rear-wheel drive motor, while the second performance index of the front-wheel drive motor is superior to the second performance index of the rear-wheel drive motor. The first and second performance indexes can affect the vehicle's cruising range. In this way, by combining the advantages of the front-wheel drive motor and the rear-wheel drive motor, the drive assembly simultaneously achieves better first and second performance indexes, thereby improving the vehicle's cruising range and, in turn, its mileage.

[0008] In some embodiments of the present application, one of the first performance indicator and the second performance indicator includes at least torque output performance when the speed is less than or equal to a first threshold. In this way, the drive assembly can have higher torque output performance when the speed is lower, thereby reducing energy consumption of the vehicle under low-speed conditions.

[0009] In some embodiments of the present application, one of the first performance indicator and the second performance indicator includes at least energy consumption when the speed is greater than or equal to a second threshold. In this way, when the drive assembly is at a high speed, the front-wheel drive motor and the rear-wheel drive motor can balance the overall energy consumption of the vehicle, avoiding high energy consumption of the front-wheel drive motor or the rear-wheel drive motor at high speed, which would result in high overall energy consumption of the drive assembly.

[0010] In some embodiments of the present application, one of the front-wheel drive motor and the rear-wheel drive motor is a permanent magnet synchronous motor.

[0011] In some embodiments of the present application, the front wheel drive motor is an electrically excited motor, and the rear wheel drive motor is a permanent magnet synchronous motor.

[0012] In some embodiments of the present application, the front wheel drive motor is a permanent magnet synchronous motor, and the rear wheel drive motor is an electrically excited motor.

[0013] In some embodiments of the present application, the front wheel drive motor is a permanent magnet synchronous motor, and the rear wheel drive motor is an AC asynchronous motor.

[0014] In some embodiments of the present application, the rear wheel drive motor includes a first motor and a second motor, the first motor is used to drive the left rear wheel to rotate, and the second motor is used to drive the right rear wheel to rotate.

[0015] In some embodiments of the present application, the drive assembly further includes a rear assembly controller, which is electrically connected to both the first motor and the second motor and is at least used to control the output torque of the first motor and the second motor.

[0016] In some embodiments of the present application, the drive assembly further includes a first reducer; the first reducer is used for transmission connection between the first motor and the left rear wheel.

[0017] In some embodiments of the present application, the drive assembly further includes a left output shaft of a rear assembly, one end of the left output shaft of the rear assembly is connected to the first reducer, and the other end of the left output shaft of the rear assembly is used to connect to the left rear wheel.

[0018] In some embodiments of the present application, the first motor includes a first output shaft; the first reducer includes a first main shaft gear, a first countershaft primary gear, a first countershaft secondary gear and a first output gear; the first output shaft is connected to the first main shaft gear, the first countershaft primary gear is meshed with the first main shaft gear, the first countershaft secondary gear is connected to the first countershaft primary gear, the first output gear is meshed with the first countershaft secondary gear, and the first output gear is connected to the left output shaft of the rear assembly.

[0019] In some embodiments of the present application, the main shaft gear and the output gear are coaxially arranged.

[0020] In some embodiments of the present application, the drive assembly further includes a second reducer; the second reducer is used for transmission connection between the second motor and the right rear wheel.

[0021] In some embodiments of the present application, the drive assembly further includes a rear assembly right output shaft, one end of the rear assembly right output shaft is connected to the second reducer, and the other end of the rear assembly right output shaft is used to connect to the right rear wheel.

[0022] In some embodiments of the present application, the drive assembly further includes a front assembly output shaft, which is drivingly connected to the front wheel drive motor.

[0023] In some embodiments of the present application, the drive assembly further includes a third reducer, which is transmission-connected between the front-wheel drive motor and the front assembly output shaft.

[0024] In some embodiments of the present application, the drive assembly further includes a differential transmission-connected between the third reducer and the front assembly output shaft.

[0025] In some embodiments of the present application, the third reducer includes a second main shaft gear, a second countershaft primary gear, and a second countershaft secondary gear; the second main shaft gear is meshed with the second countershaft primary gear, the second countershaft primary gear is connected to the second countershaft secondary gear, and the second countershaft secondary gear is meshed with the gear of the differential.

[0026] In some embodiments of the present application, the drive assembly further includes a front assembly controller, which is electrically connected to the front wheel drive motor and is at least used to control the output torque of the front wheel drive motor.

[0027] In a second aspect, an embodiment of the present application further provides a vehicle comprising the drive assembly described in the first aspect above.

[0028] It should be noted that the technical effects brought about by the implementation method of the second aspect can be referred to the technical effects brought about by the corresponding implementation method in the first aspect, and will not be repeated here.

[0029] In some embodiments of the present application, the vehicle further includes a front assembly controller and a rear assembly controller; the vehicle further includes a whole vehicle controller, and the whole vehicle controller is electrically connected to the front assembly controller and the rear assembly controller.

[0030] In some embodiments of the present application, the vehicle further includes a battery pack, which is electrically connected to the front-wheel drive motor, the rear-wheel drive motor, and the vehicle controller. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The accompanying drawings are used to provide a further understanding of the technical solution of the present invention and constitute a part of the specification. Together with the embodiments of the present application, they are used to explain the technical solution of the present invention and do not constitute a limitation on the technical solution of the present invention.

[0032] Figure 1 A schematic structural diagram of a vehicle provided in an embodiment of the present application;

[0033] Figure 2 A schematic structural diagram of a vehicle drive assembly provided in an embodiment of the present application;

[0034] Figure 3 A schematic structural diagram of a drive assembly provided in an embodiment of the present application;

[0035] Figure 4 A flow chart of a control method for a three-motor power system provided in an embodiment of the present application.

[0036] Reference numerals: 1000, vehicle;

[0037] 100, vehicle body; 200, vehicle; 201, front wheel; 2011, left front wheel; 2012, right front wheel; 202, rear wheel; 2021, left rear wheel; 2022, right rear wheel; 300, drive assembly; 301, front assembly; 302, rear assembly; 400, vehicle controller; 500, battery pack;

[0038] 10. Front wheel drive motor;

[0039] 20. Rear wheel drive motor; 21. First motor; 211. First output shaft; 22. Second motor;

[0040] 30. Rear assembly controller;

[0041] 40. First reducer; 41. First mainshaft gear; 42. First countershaft primary gear; 43. First countershaft secondary gear; 44. First output gear;

[0042] 50A, rear assembly left output shaft; 50B, rear assembly right output shaft; 50C, front assembly output shaft;

[0043] 60. Second reducer;

[0044] 70. Third reducer; 71. Second mainshaft gear; 72. Second countershaft primary gear; 73. Second countershaft secondary gear;

[0045] 80. Differential; 81. Differential gear; 82. Differential body. DETAILED DESCRIPTION

[0046] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0047] It should be noted that all directional indications in the embodiments of the present invention (such as up, down, left, right, front, back, etc.) are only used to explain the relative position relationship, movement status, etc. between the various components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0048] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of such features. Throughout this application, unless otherwise specified, "plurality" means two or more.

[0049] In the description of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "connected" and "connect" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections. Those skilled in the art will understand the specific meanings of the above terms in this application based on the specific circumstances. Furthermore, when describing pipelines, the terms "connected" and "connected" used in this application have the meaning of conducting electricity. The specific meanings need to be understood in the context.

[0050] In the embodiments of this application, words such as "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of this application should not be interpreted as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "for example" is intended to present the relevant concepts in a concrete manner.

[0051] In the description of this specification, specific features, structures, materials or characteristics may be combined in an appropriate manner in any one or more embodiments or examples.

[0052] The present application provides a vehicle 1000. The vehicle 1000 may be a pure electric vehicle, a hybrid electric vehicle, a plug-in hybrid electric vehicle, a fuel vehicle, etc. The vehicle 1000 may also be a car, a van, a bus, a truck, a trailer, etc.

[0053] like Figure 1 As shown, Figure 1This is a schematic diagram of the structure of a vehicle provided in an embodiment of the present application. Vehicle 1000 includes a body 100 and wheels 200. Body 100 is used for seating passengers and carrying items. Wheels 200 are mounted beneath body 100 to support body 100 and are capable of rolling on the road to enable vehicle 1000 to travel.

[0054] like Figure 1 and Figure 2 As shown, Figure 2 A structural schematic diagram of a drive assembly of a vehicle provided in an embodiment of the present application is shown, wherein the wheel 200 may include a front wheel 201 and a rear wheel 202, wherein the front wheel 201 may include a left front wheel 2011 and a right front wheel 2012, and the rear wheel 202 may include a left rear wheel 2021 and a right rear wheel 2022.

[0055] In some embodiments, the vehicle 1000 may further include a drive assembly 300, which is disposed on the vehicle body 100. The drive assembly 300 is used to convert electrical energy or thermal energy into mechanical energy and transmit the mechanical energy to the wheels 200 to drive the wheels 200 of the vehicle 1000 to rotate, thereby enabling the vehicle 1000 to travel.

[0056] In one possible structural design, the drive assembly 300 may include a front assembly 301 and a rear assembly 302. The front assembly 301 serves as the drive assembly for the front wheels 201, and the rear assembly 302 serves as the drive assembly for the rear wheels 202. This allows for precise control of the front and rear wheels 201, 202, helping to reduce energy consumption of the vehicle 1000.

[0057] In some embodiments, Figure 2 As shown, the vehicle 1000 may also include a vehicle control unit (ECU) 400. The ECU 400 is a crucial component of the vehicle's electronic control system, primarily used to control the various systems of the vehicle 1000 and ensure safe, stable, and efficient operation. The ECU 400 is an electronic control unit used to control the various vehicle systems. It primarily consists of a microprocessor, sensors, memory, and input / output interfaces. These components work together to monitor and analyze various parameters of the vehicle 1000 in real time and automatically control the various electronic and mechanical systems of the vehicle 1000 based on these parameters.

[0058] Exemplarily, the vehicle controller 400 can manage power on and off: the vehicle controller 400 can control the power on and off of the vehicle, ensure the normal operation of the vehicle battery, and avoid vehicle 1000 failures caused by battery problems.

[0059] Illustratively, the vehicle controller 400 can adjust transmission shifting. For example, the vehicle controller 400 monitors information such as vehicle speed and engine load, and controls the transmission shifting operation based on this information to achieve smooth acceleration and smooth shifting.

[0060] Exemplarily, the vehicle controller 400 controls the braking system. For example, the vehicle controller 400 monitors information such as the rotation speed and braking pressure of the wheel 200 through a brake sensor, and controls the working state of the braking system based on this information to achieve a more stable and rapid braking effect, thereby improving the stability and driving safety of the vehicle 1000.

[0061] In some embodiments, the vehicle 1000 may also include a battery pack 500, which may be electrically connected to the drive assembly 300 to provide electrical energy to the drive assembly 300. The drive assembly 300 is used to convert electrical energy into mechanical energy and transmit the mechanical energy to the wheels 200 to drive the wheels 200 of the vehicle 1000 to rotate, so that the vehicle 1000 can move.

[0062] Illustratively, the battery pack 500 may be electrically connected to both the front assembly 301 and the rear assembly 302 , so that the battery pack 500 may provide electrical energy to the front assembly 301 and the rear assembly 302 .

[0063] For example, the battery pack 500 can also be electrically connected to the vehicle controller 400. In this way, the vehicle controller 400 can control the power on and off of the vehicle 1000, ensure the normal operation of the battery pack 500, and avoid vehicle failures caused by problems with the battery pack 500.

[0064] like Figure 2 As shown, Figure 2 This is a partial structural schematic diagram of a drive assembly provided in an embodiment of the present application. In some embodiments of the present application, the front assembly 301 may include a front-wheel drive motor 10, and the rear assembly may include a rear-wheel drive motor 20, wherein the front-wheel drive motor 10 is used to drive the front wheel 201 to rotate, and the rear-wheel drive motor 20 is used to drive the rear wheel 202 to rotate.

[0065] In addition, the first performance index of the front-wheel drive motor 10 is weaker than the first performance index of the rear-wheel drive motor 20, and the second performance index of the front-wheel drive motor 10 is better than the second performance index of the rear-wheel drive motor 20. The first performance index and the second performance index can affect the cruising time of the vehicle 1000.

[0066] In the embodiment of the present application, the first performance index of the front-wheel drive motor 10 is weaker than the first performance index of the rear-wheel drive motor 20, while the second performance index of the front-wheel drive motor 10 is superior to the second performance index of the rear-wheel drive motor 20. The first and second performance indexes can affect the cruising time of the vehicle 1000. Thus, by combining the advantages of the front-wheel drive motor 10 and the rear-wheel drive motor 20, that is, combining the second performance index of the front-wheel drive motor 10 with the first performance index of the rear-wheel drive motor 20, the drive assembly 300 simultaneously has better first and second performance indexes, thereby improving the cruising time of the vehicle 1000 and further increasing the cruising range of the vehicle 1000.

[0067] In some embodiments of the present application, one of the first performance indicator and the second performance indicator includes at least the torque output performance of the motor under low-speed conditions. The torque output performance of the motor under low-speed conditions can be understood as the torque output performance when the speed is less than or equal to a first threshold. The torque output performance refers to the magnitude of the torque output.

[0068] Exemplarily, the first threshold value may be 1000 r / min, or 1500 r / min, which is not limited in this application.

[0069] In this way, the drive assembly 300 can have a higher torque output performance when the rotation speed is low, ensuring that the vehicle 1000 has a larger torque at low speed, thereby reducing the energy consumption of the vehicle 1000 under low-speed conditions.

[0070] It is understandable that when the speed of some motors (for example, permanent magnet synchronous motors) reaches a certain level, it is necessary to eliminate the weak magnetic field of the motor, and it is difficult for permanent magnets to eliminate weak magnetic field, so a larger current is required to eliminate weak magnetic field. As a result, the energy consumption of the motor is higher. In some embodiments of the present application, one of the first performance index and the second performance index includes at least the energy consumption of the motor under high-speed conditions. The energy consumption of the motor under high-speed conditions can be understood as the energy consumption when the speed is higher than or equal to the second threshold. Wherein, the second threshold is greater than or equal to the first threshold.

[0071] Exemplarily, the second threshold value may be 5000 r / min, and the first threshold value may also be 6000 r / min, which is not limited in this application.

[0072] In this way, when the drive assembly 300 is at a high speed, the front-wheel drive motor 10 and the rear-wheel drive motor 20 can balance the overall energy consumption of the vehicle 1000, avoiding the high energy consumption of the front-wheel drive motor 10 or the rear-wheel drive motor 20 at a high speed, thereby causing the overall energy consumption of the drive assembly 300 to be high.

[0073] In some embodiments, one of the front-wheel drive motor 10 and the rear-wheel drive motor 20 is a permanent magnet synchronous motor.

[0074] The starting and operation of a permanent magnet synchronous motor (PMSM) is driven by the interaction of the magnetic fields generated by the stator windings, the rotor cage windings, and the permanent magnets. When the PMSM is stationary, a three-phase symmetrical current is passed through the stator windings, generating a rotating stator magnetic field. This rotating stator magnetic field rotates relative to the rotor, inducing current in the cage windings and forming a rotating rotor magnetic field. The interaction between the stator and rotor rotating fields generates asynchronous torque, accelerating the rotor from a standstill.

[0075] When the rotor accelerates to a speed close to the synchronous speed, the speed of the rotor permanent magnetic field and the stator rotating magnetic field is almost equal, and the speed of the stator rotating magnetic field is slightly greater than that of the rotor permanent magnetic field. They interact with each other to generate torque to pull the rotor into a synchronous operation state.

[0076] In synchronous operation, no current is generated in the rotor windings. Only the permanent magnets on the rotor generate a magnetic field, which interacts with the stator's rotating magnetic field to generate driving torque. Therefore, the permanent magnet synchronous motor is started by the asynchronous torque of the rotor windings. After startup, the rotor windings are no longer active, and the driving torque is generated by the interaction of the magnetic fields generated by the permanent magnets and the stator windings.

[0077] The permanent magnet synchronous motor can provide efficient and stable power output while reducing noise and vibration, thereby improving the ride comfort of the vehicle 1000. In addition, since the permanent magnet synchronous motor does not require armature current and copper loss, it has the advantages of high efficiency and energy saving.

[0078] Furthermore, the permanent magnet synchronous motor's rotor uses permanent magnets instead of the wound rotor of a conventional motor, eliminating resistance losses. This allows the permanent magnet synchronous motor to more efficiently utilize input current to generate torque at low speeds. Furthermore, the permanent magnet synchronous motor's rotor structure is simple, without the copper and iron losses of a wound rotor, resulting in higher efficiency, especially at low speeds. This enables the permanent magnet synchronous motor to generate greater torque while maintaining high efficiency at low speeds.

[0079] In a possible structural design, the front wheel drive motor 10 is an electrically excited motor, and the rear wheel drive motor 20 is a permanent magnet synchronous motor.

[0080] An electromagnetic motor converts electrical energy into mechanical energy through the principle of electromagnetic induction. It primarily consists of a rotor, stator, and brushes. When current flows through the coils in the stator, it generates a magnetic field. This magnetic field induces a current in the metal on the rotor (such as aluminum or copper), generating a magnetic field within the rotor. This magnetic field interacts with the magnetic field within the stator, generating torque that rotates the rotor, converting electrical energy into mechanical energy.

[0081] While permanent magnet synchronous motors offer excellent low-speed, high-torque performance and high efficiency, they require magnetic field weakening when the speed exceeds a certain level. However, permanent magnets are very difficult to eliminate magnetic field weakening, requiring a large current cost for magnetic field weakening. Therefore, their high-speed performance is greatly limited. However, since the excitation of electrically excited synchronous motors is provided by the rotor windings, active control of the excitation rotor magnetic field can be achieved by controlling the rotor winding current. This allows for appropriate excitation based on operating conditions, regardless of whether the motor is operating at low or high speeds. Therefore, their high-speed and low-speed performance are relatively good. On highways, the rear wheel acceleration capability of vehicle 1000 is limited, while the electrically excited motor can adjust the front wheel speed by adjusting the excitation current, ensuring low energy consumption of the drive assembly 300 and extending the range of vehicle 1000.

[0082] In the embodiment of the present application, the front-wheel drive motor 10 is a front electrically excited motor, and the rear-wheel drive motor 20 is a permanent magnet synchronous motor. The electrically excited motor distributes torque to the front wheels, while the permanent magnet synchronous motor distributes torque to the rear wheels 202. The electrically excited motor and the permanent magnet synchronous motor can be driven by dual permanent magnet synchronous motors or by both the electrically excited motor and the permanent magnet synchronous motor, depending on the needs of the vehicle. This allows for the vehicle to be driven in all-wheel drive mode, and ensures that both the electrically excited motor and the permanent magnet synchronous motor can fully utilize their advantages when the vehicle is in motion, thereby significantly increasing the vehicle's range.

[0083] In another possible structural design, the front wheel drive motor 10 is a permanent magnet synchronous motor, and the rear wheel drive motor 20 is an electrically excited motor.

[0084] The embodiment of the present application adopts a drive assembly 300 in which the front wheel drive motor 10 is a front electric excitation motor and the rear wheel drive motor 20 is a dual permanent magnet synchronous motor, or the rear wheel drive motor 20 is a front electric excitation motor and the front wheel drive motor 10 is a dual permanent magnet synchronous motor. Compared with the prior art in which both the front and rear drive motors are permanent magnet synchronous motors, when the vehicle is in a low-load condition, the drive assembly 300 of the embodiment of the present application can only drive the permanent magnet synchronous motor under low-speed conditions, and the front electric excitation motor is not driven, which improves the motor efficiency. At the same time, the back drag force of the electric excitation motor is smaller than that of the synchronous motor, the energy consumption of the vehicle is lower, and the cruising range can be extended to a greater extent. In high-speed conditions, the speed is adjusted by adjusting the excitation current to compensate for the high-speed weak magnetic field phenomenon of the permanent magnet synchronous motor, thereby improving the acceleration capability of the vehicle under high-speed conditions and improving the acceleration capability of the vehicle in the later stage of high-speed sections.

[0085] In another possible structural design, the front wheel drive motor 10 may be a permanent magnet synchronous motor, and the rear wheel drive motor 20 may be an AC asynchronous motor.

[0086] An AC asynchronous motor is an electric traction device that converts electrical energy into mechanical energy. It primarily consists of a stator, a rotor, and the air gap between them. The stator comprises a frame and an iron core with windings. The core is made of slotted and laminated silicon steel sheets, with the windings embedded within the slots. The rotor is a cage-type cast aluminum rotor. This is achieved by laminating the cores, then casting aluminum into the core slots. End rings are also cast, creating a squirrel-cage rotor with short-circuited rotor bars.

[0087] The operating principle of an AC asynchronous motor is based on electromagnetic induction. When AC power is applied to the motor, the current creates a rotating magnetic field in the stator windings. Under the influence of the motor's rotor, the conductor (such as an aluminum bar) in the rotor is affected by the magnetic field, generating an induced current. Because the rotor's conductors are a closed loop, the induced current creates a magnetic field within the conductors. Based on the principle of electromagnetic induction, the rotor's magnetic field interacts with the stator's magnetic field, generating a force that causes the rotor to rotate.

[0088] Since the front-wheel drive motor 10 of the embodiment of the present application is a permanent magnet synchronous motor and the rear-wheel drive motor 20 is an AC asynchronous motor. Permanent magnet synchronous motors have excellent performance in terms of low-speed high torque and high efficiency, but when the speed reaches a certain level, they require weak magnetic field. It is very difficult for permanent magnets to eliminate weak magnetic field, and a large current is required for weak magnetic field, so their high-speed performance is greatly limited. AC asynchronous motors have no permanent magnets in their rotors and do not have the problem of high-temperature demagnetization. They can extend the working time of peak power and peak torque, have good high-speed performance, and can maintain high-speed operation and efficient power utilization efficiency when the vehicle is traveling at high speed, thereby reducing the energy consumption of vehicle 1000 and extending the cruising range of vehicle 1000.

[0089] In the embodiment of the present application, the front-wheel drive motor 10 is a permanent magnet synchronous motor, and the rear-wheel drive motor 20 is an AC asynchronous motor. In this way, the drive assembly 300 can enable different power combinations according to the driving conditions of the vehicle, so that the AC asynchronous motor and the permanent magnet synchronous motor complement each other's advantages and disadvantages. The anti-drag torque under low-load conditions is small, the high-speed and high-load acceleration performance is better, and the vehicle motor efficiency is the highest, meeting the power requirements while taking into account the economy.

[0090] In another possible structural design, the front wheel drive motor 10 may be an AC asynchronous motor, and the rear wheel drive motor 20 may be a permanent magnet synchronous motor.

[0091] In some embodiments of the present application, the drive assembly 300 may be a two-motor power system, that is, the drive assembly 300 is composed of two motors, namely, a front-wheel drive motor 10 and a rear-wheel drive motor 20 .

[0092] Because the two-motor power system can significantly increase the power and torque output of the entire vehicle through the coordinated operation of the two motors, it can enable vehicle 1000 to accelerate faster than a single-motor power system and provide greater traction when needed. In addition, the two-motor power system can achieve more refined torque distribution, thereby improving the handling performance of vehicle 1000. In particular, the two-motor power system can provide better stability and safety at high speeds or in complex road conditions. In addition, in a two-motor power system, the two motors can balance the load according to actual operating conditions. This design helps to reduce energy consumption and improve energy utilization, thereby extending the range of vehicle 1000.

[0093] In other embodiments of the present application, the drive assembly 300 may be a three-motor power system, that is, the drive assembly 300 is composed of two motors, namely, a front-wheel drive motor 10 disposed in the front compartment and a rear-wheel drive motor 20 disposed in the rear compartment. The rear-wheel drive motor 20 is composed of two motors, and the rear-wheel drive motor 20 may include a first motor 21 and a second motor 22. The first motor 21 and the second motor 22 may be coaxial and symmetrically disposed, and the first motor 21 and the second motor 22 may be of the same type. The first motor 21 is used to drive the left rear wheel 2021 to rotate, and the second motor 22 is used to drive the right rear wheel 2022 to rotate.

[0094] In a three-motor powertrain, the three motors can balance loads based on actual operating conditions, preventing overload on a single motor and thus improving the energy efficiency of the entire system. This design helps reduce energy consumption and extend the range of vehicle 1000. Furthermore, the three-motor powertrain can employ more advanced intelligent control strategies, adjusting motor output in real time based on vehicle 1000's operating status and driving demands. This strategy helps further optimize energy efficiency and improve the vehicle's overall economy. Furthermore, the three-motor powertrain can better adapt to a variety of complex road conditions, such as mountain roads, highways, and curves. By adjusting the output torque and power of each motor, vehicle 1000 can more flexibly respond to various road conditions, enhancing driver confidence and safety.

[0095] In some embodiments of the present application, the drive assembly 300 may further include a rear assembly controller 30, which is electrically connected to both the first motor 21 and the second motor 22 and is configured to at least control the output torque of the first motor 21 and the second motor 22. The rear assembly controller 30 may also be electrically connected to a vehicle controller 400 to receive control signals from the vehicle controller 400.

[0096] Optionally, the rear assembly controller 30 can also control the start and stop of the first motor 21 and the second motor 22. For example, the rear assembly controller can receive instructions from the user, such as signals to start or stop the motors, and control the start and stop of the motors accordingly.

[0097] Optionally, the rear assembly controller 30 can also control the forward and reverse movement of the motors. For example, the rear assembly controller 30 can achieve this function by controlling the direction of the current flowing through the first motor 21 and the second motor 22. Since the direction of the current changes, the direction of rotation of the motors also changes accordingly, thus enabling the vehicle 1000 to move forward and backward.

[0098] Optionally, the rear assembly controller 30 can not only control the first motor 21 and the second motor 22 independently, but also cooperate with other devices (such as a braking system, a speed limiter, etc.) to achieve more complex control functions, which will not be described in detail in this application.

[0099] Among them, the rear assembly controller 30 refers to the controller in the car that is responsible for driving the rear wheels 202. It receives instructions from the vehicle controller 400 and controls the operation of the rear wheel drive motor 20 according to these instructions to achieve acceleration and driving of the vehicle 1000.

[0100] It should be noted that the vehicle controller 400 is located at the top level of the vehicle 1000 control system and is responsible for formulating overall control strategies and issuing commands. The rear assembly controller 30 is located at the bottom level of the vehicle 1000 control system and is responsible for executing the commands of the vehicle controller 400 and controlling the operation of the rear wheels 202.

[0101] It will be appreciated that, in some embodiments, the drive assembly 300 may further include a first reducer 40, which is transmission-connected between the first motor 21 and the left rear wheel 2021. The first reducer 40 is capable of converting the high-speed rotation of the first motor 21 into the low-speed rotation required by the working machine. This function enables the working machine to operate at a lower speed, thereby meeting specific process requirements or working conditions.

[0102] In some embodiments, the drive assembly 300 may further include a rear assembly left output shaft 50A, one end of which is connected to the first reducer 40 , and the other end of which is used to connect to the left rear wheel 2021 .

[0103] In this way, after obtaining the vehicle operating condition information, the vehicle controller 400 sends a signal to the rear assembly controller 30. The rear assembly controller 30 controls the torque output of the first motor 21. The torque generated by the first motor 21 is transmitted to the left output shaft 50A of the rear assembly through the first reducer 40 to control the rotation of the left rear wheel of the vehicle 1000.

[0104] like Figure 3 As shown, Figure 3 A schematic diagram of the structure of a drive assembly provided by an embodiment of the present application is shown. In some embodiments, the first motor 21 may include a first output shaft 211; the first reducer 40 includes a first mainshaft gear 41, a first countershaft primary gear 42, a first countershaft secondary gear 43, and a first output gear 44. The first output shaft 211 is connected to the first mainshaft gear 41, the first countershaft primary gear 42 meshes with the first mainshaft gear 41, the first countershaft secondary gear 43 is integrally connected to the first countershaft primary gear 42 via internal and external splines, and the first output gear 44 meshes with the first countershaft secondary gear 43 and is coaxially arranged with the first mainshaft gear. The first output gear 44 drives the left output shaft 50A of the rear assembly to move the left rear wheel 2021. In this way, through the coordination of multiple gears, the first motor 21, the first reducer 40, and the left output shaft 50A of the rear assembly are driven.

[0105] In some embodiments of the present application, the drive assembly 300 may further include a second reducer 60; the second reducer 60 is transmission-connected between the second motor 22 and the right rear wheel 2022. The structure of the second reducer 60 may refer to the structure of the first reducer 40 described above, and will not be further described in this application.

[0106] In some embodiments, the drive assembly 300 may further include a rear assembly right output shaft 50B, one end of which is connected to the second reducer 60 , and the other end of which is used to connect to the right rear wheel 2022 .

[0107] In this way, after obtaining the vehicle operating condition information, the vehicle controller 400 sends a signal to the rear assembly controller 30. The rear assembly controller 30 controls the torque output of the second motor 22. The torque generated by the second motor 22 is transmitted to the right output shaft 50B of the rear assembly through the second reducer 60 to control the rotation of the right rear wheel 2022 of the vehicle 1000.

[0108] In some embodiments, the drive assembly 300 further includes a front assembly output shaft 50C and a front assembly controller 31. The front assembly controller 31 is electrically connected to the front wheel drive motor 10 and is at least configured to control the output torque of the front wheel drive motor 10. The front assembly output shaft 50C is in driving connection with the front wheel drive motor 10.

[0109] In addition, the drive assembly 300 also includes a third reducer 70 and a differential 80, wherein the third reducer 70 is transmission-connected between the front-wheel drive motor 10 and the front assembly output shaft 50C, and the differential 80 is connected between the third reducer 70 and the front assembly output shaft 50C.

[0110] In this way, after obtaining the vehicle operating condition information, the vehicle controller 400 sends a signal to the front assembly controller 31, and the front assembly controller 31 controls the torque output of the front wheel drive motor 10. The torque generated by the front wheel drive motor 10 is transmitted to the front assembly output shaft 50C through the third reducer 70 and the differential 80 in sequence, controlling the rotation of the left front wheel 2011 and the right front wheel 2012 of the vehicle 1000.

[0111] In some embodiments of the present application, Figure 3 As shown, the third speed reducer 70 may include a second mainshaft gear 71, a second countershaft primary gear 72, and a second countershaft secondary gear 73. The second mainshaft gear 71 is connected to the output shaft of the front-wheel drive motor 10 and meshes with the second countershaft primary gear 72. The second countershaft primary gear 72 and the second countershaft secondary gear 73 are integrally connected via internal and external splines. The second countershaft secondary gear 73 meshes with the differential gear 81 of the differential 80, which is screwed to the differential body 82. The differential 80 drives the front assembly output shaft 50C to control the rotation of the left front wheel 2011 and the right front wheel 2012 of the vehicle 1000.

[0112] Figure 4 A flow chart of a control method for a three-motor power system provided by an embodiment of the present application is shown. In some embodiments, such as Figure 4 As shown, the control method of the three-motor power system may include the following steps:

[0113] S101: The vehicle controller obtains the displacement of the accelerator pedal.

[0114] The accelerator pedal can be equipped with an accelerator pedal position sensor or angle sensor. When the driver presses the accelerator pedal, the slider or angle sensor inside the accelerator pedal position sensor rotates, generating a voltage signal corresponding to the pedal position (i.e., angle or displacement). For example, the voltage signal can range from 0V to 5V, meaning the signal voltage is 0V when the accelerator pedal is not depressed and 5V when the accelerator pedal is fully depressed.

[0115] In some embodiments, the vehicle controller 400 obtains accelerator pedal displacement information by reading the voltage signal output by the accelerator pedal position sensor. A displacement mapping relationship or algorithm corresponding to the voltage signal may be preset within the vehicle controller 400. Upon receiving the voltage signal output by the accelerator pedal position sensor or angle sensor, the vehicle controller 400 converts the voltage signal into a specific displacement value based on this mapping relationship or algorithm.

[0116] S1021: If the displacement of the accelerator pedal is less than or equal to the first displacement value, the vehicle controller sends a first electrical signal to the front assembly controller or the rear assembly controller.

[0117] Optionally, when the front wheel drive motor 10 is a permanent magnet synchronous motor, the vehicle controller 400 sends a first electrical signal to the front assembly controller 31, and the first electrical signal is used to instruct the front assembly controller 31 to control the rotation of the permanent magnet synchronous motor.

[0118] Optionally, when the rear wheel drive motor 20 is a permanent magnet synchronous motor, the vehicle controller 400 sends a first electrical signal to the rear assembly controller 30, and the first electrical signal is used to instruct the rear assembly controller 30 to control the rotation of the permanent magnet synchronous motor.

[0119] It is understood that the accelerator pedal displacement and the electrical signal emitted when the accelerator pedal is depressed have a one-to-one mapping relationship. Therefore, in some embodiments, the accelerator pedal displacement being less than or equal to the first displacement value may include the accelerator pedal signal voltage being less than or equal to a first voltage value. The first voltage value and the first displacement value correspond in the mapping relationship between the accelerator pedal displacement and the electrical signal emitted when the accelerator pedal is depressed.

[0120] S1031: The front assembly controller or the rear assembly controller controls the permanent magnet synchronous motor to start.

[0121] Optionally, when the front wheel drive motor 10 is a permanent magnet synchronous motor, the front assembly controller 31 sends a signal to the permanent magnet synchronous motor to make the permanent magnet synchronous motor rotate.

[0122] Optionally, when the rear wheel drive motor 20 is a permanent magnet synchronous motor, the rear assembly controller 30 sends a signal to the permanent magnet synchronous motor to make the permanent magnet synchronous motor rotate.

[0123] S1022: If the displacement of the accelerator pedal is greater than or equal to the second displacement value, the vehicle controller sends a second electrical signal to both the front assembly controller and the rear assembly controller.

[0124] The second electrical signal is used to instruct the rear assembly controller 30 and the front assembly controller 31 to control the rotation of their motors.

[0125] The second displacement value is greater than or equal to the first displacement value, and the second electrical signal and the first electrical signal may be consistent or different, which is not limited in this application.

[0126] For example, if the front-wheel drive motor 10 is an electromagnetic motor and the rear-wheel drive motor 20 is a permanent magnet synchronous motor, when the displacement of the accelerator pedal is greater than or equal to the second displacement value, the vehicle controller 400 sends a second electrical signal to both the front assembly controller 31 and the rear assembly controller 30. The second electrical signal sent by the vehicle controller 400 to the front assembly controller 31 is used to instruct the front assembly controller 31 to control the rotation of the electromagnetic motor, and the second electrical signal sent by the vehicle controller 400 to the rear assembly controller 30 is used to instruct the rear assembly controller 30 to control the rotation of the permanent magnet synchronous motor.

[0127] S1032: The front assembly controller controls the starting of the permanent magnet synchronous motor, and the rear assembly controller controls the starting of the electrically excited motor or the AC asynchronous motor; or the front assembly controller controls the starting of the electrically excited motor or the AC asynchronous motor, and the rear assembly controller controls the starting of the permanent magnet synchronous motor.

[0128] That is, when the front-wheel drive motor 10 is an electrically excited motor and the rear-wheel drive motor 20 is a permanent magnet synchronous motor, the front assembly controller 31 controls the start-up of the electrically excited motor, while the rear assembly controller 30 controls the start-up of the permanent magnet synchronous motor. When the front-wheel drive motor 10 is a permanent magnet synchronous motor and the rear-wheel drive motor 20 is an electrically excited motor, the front assembly controller 31 controls the start-up of the permanent magnet synchronous motor, while the rear assembly controller 30 controls the start-up of the electrically excited motor. When the front-wheel drive motor 10 is a permanent magnet synchronous motor and the rear-wheel drive motor 20 is an AC asynchronous motor, the front assembly controller 31 controls the start-up of the permanent magnet synchronous motor, while the rear assembly controller 30 controls the start-up of the AC asynchronous motor.

[0129] Furthermore, it is understood that under low-load conditions, the vehicle controller 400 can control the front assembly controller 31 or the rear assembly controller 30 based on the vehicle's driving conditions. Specifically, when the vehicle controller 400 senses that the vehicle is in a low-load condition, it can control the permanent magnet synchronous motor to start, causing the permanent magnet synchronous motor to transmit torque to the wheels 200. Conversely, under high-load conditions, the vehicle controller 400 can send signals to both the front assembly controller 31 and the rear assembly controller 30 based on the vehicle's driving conditions, causing the front assembly controller 31 to start the front-wheel drive motor 10 and the rear assembly controller 30 to start the rear-wheel starter motor.

[0130] For example, when the front-wheel drive motor 10 is an electrically excited motor and the rear-wheel drive motor 20 is a permanent magnet synchronous motor, under low-load conditions, the vehicle controller 400 can send a signal to the rear assembly controller 30, which controls the first and second motors 21, 22 to output torque. The torque output by the first motor 21 is transmitted to the left rear wheel 2021 via the first reducer 40, while the torque output by the second motor 22 is transmitted to the right rear wheel 2022 via the second reducer 60. The front assembly controller 31 controls the electrically excited motors to not output torque. Compared to the prior art method of also installing permanent magnet synchronous motors on the front wheels, the electrically excited motors in the embodiment of the present application are not driven, thereby disconnecting the rotor excitation current. As a result, the anti-drag force generated by the electrically excited motors is much smaller than that of permanent magnet synchronous motors. While the vehicle meets the required dynamic performance requirements, the vehicle also achieves the lowest energy consumption, significantly extending the cruising range and improving the vehicle's economic efficiency.

[0131] Under high-load conditions, the vehicle controller 400 can send signals to both the front assembly controller 31 and the rear assembly controller 30. Upon receiving the signals, the rear assembly controller 30 controls the torque output of the first motor 21 and the second motor 22. In this way, the torque output of the first motor 21 is transmitted to the left rear wheel 2021 via the first reducer 40, and the torque output of the second motor 22 is transmitted to the right rear wheel 2022 via the second reducer 60. Upon receiving the signals, the front assembly controller 31 controls the torque output of the electromagnetic motors, which are then transmitted to the left front wheel 2011 and the right front wheel 2012 via the third reducer 70. Because the rotor excitation of the electromagnetic motors is adjustable, the speed of the electromagnetic motors can be adjusted by adjusting the excitation current. This compensates for the high-speed field weakening phenomenon of the permanent magnet synchronous motors, improves the vehicle's high-speed acceleration capability, and enables the drive assembly 300 to operate within a wide, high-efficiency operating range, thereby enhancing the vehicle's high-speed power and economy.

[0132] For example, when the front-wheel drive motor 10 is a permanent magnet synchronous motor and the rear-wheel drive motor 20 is an electrically excited motor, under low-load conditions, the vehicle controller 400 can send a signal to the rear assembly controller 30, which controls the front-wheel drive motor 10 (i.e., the permanent magnet synchronous motor) to output torque. The torque output by the permanent magnet synchronous motor is transmitted to the left front wheel 2011 and the right front wheel 2012 via the third reducer 70. The rear assembly controller 30 controls the electrically excited motor to not output torque. Since the electrically excited motor is not driven, the rotor excitation current is disconnected, and the anti-drag force generated by the electrically excited motor is much smaller than that of the permanent magnet synchronous motor. Furthermore, since the three motors only drive one motor, when the vehicle meets the dynamic requirements, the energy consumption of the vehicle is also minimized.

[0133] Under high-load conditions, the vehicle controller 400 can send signals to both the front assembly controller 31 and the rear assembly controller 30. Upon receiving the signals, the rear assembly controller 30 controls the torque output of the first motor 21 and the second motor 22. In this way, the torque output of the first motor 21 is transmitted to the left rear wheel 2021 via the first reducer 40, and the torque output of the second motor 22 is transmitted to the right rear wheel 2022 via the second reducer 60. Upon receiving the signals, the front assembly controller 31 controls the torque output of the permanent magnet synchronous motors, which are then transmitted to the left front wheel 2011 and the right front wheel 2012 via the third reducer 70. In this way, the permanent magnet synchronous motors and the electromagnetic motors are driven simultaneously. The electromagnetic motors adjust their speed by adjusting the excitation current, maintaining a high-speed, constant power output.

[0134] For example, if the front-wheel drive motor 10 is a permanent magnet synchronous motor (PMSM) and the rear-wheel drive motor 20 is an AC asynchronous motor (AC asynchronous motor), under high-load conditions, the vehicle controller 400 can send a signal to the front assembly controller 31, which controls the front-wheel drive motor 10 (i.e., the PMSM) to output torque. The torque output by the PMSM is then transmitted to the left front wheel 2011 and the right front wheel 2012 via the third reducer 70. The rear assembly controller 30 controls the electrically excited motors to not output torque. Under high-load conditions, the vehicle controller 400 can send signals to both the front assembly controller 31 and the rear assembly controller 30. Upon receiving the signals, the rear assembly controller 30 controls the first motor 21 (i.e., the AC asynchronous motor) and the second motor 22 (i.e., the AC asynchronous motor) to output torque. In this way, the torque output by the first motor 21 is transmitted to the left rear wheel 2021 via the first reducer 40, and the torque output by the second motor 22 is transmitted to the right rear wheel 2022 via the second reducer 60. After receiving the signal, the front assembly controller 31 controls the permanent magnet synchronous motor to output torque, and the output torque of the permanent magnet synchronous motor is transmitted to the left front wheel 2011 and the right front wheel 2012 through the third reducer 70.

[0135] In understanding the scope of the present invention, the term "comprise" and its derivatives as used herein are intended to be open terms that specify the presence of the recited features, elements, components, groups, wholes and / or steps, but do not exclude the presence of other unrecorded features, elements, components, groups, wholes and / or steps. This concept also applies to words with similar meanings, such as the terms "include", "have" and their derivatives.

[0136] As used herein, the terms "attached" or "attached" include: configurations where an element is directly secured to another element by securing it directly to the other element; configurations where an element is indirectly secured to the other element by securing it to an intermediate member that is in turn secured to the other element; and configurations where one element is integral with the other, i.e., one element is substantially a part of the other. This definition also applies to words with similar meanings such as "connect," "connect," "couple," "mount," "bond," "secure," and their derivatives. Finally, terms of degree such as "substantially," "approximately," and "approximately" as used herein represent an amount of deviation that would modify the term such that the end result would not be significantly changed.

[0137] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art of the present invention. The terms used herein are merely for describing specific implementation purposes and are not intended to limit the present invention. Features described herein in one embodiment may be applied to another embodiment alone or in combination with other features, unless the feature is not applicable in the other embodiment or otherwise indicated.

[0138] The invention has been described through the above embodiments, but it should be understood that the above embodiments are for illustrative and illustrative purposes only and are not intended to limit the invention to the described embodiments. Furthermore, those skilled in the art will appreciate that the invention is not limited to the above embodiments and that various variations and modifications may be made based on the teachings of the invention, all of which fall within the scope of the invention.

Claims

1. A drive assembly, characterized in that: The invention comprises a front-wheel drive motor (10) and a rear-wheel drive motor (20); a first performance index of the front-wheel drive motor (10) is weaker than a first performance index of the rear-wheel drive motor (20), a second performance index of the front-wheel drive motor (10) is better than a second performance index of the rear-wheel drive motor (20), and the first performance index and the second performance index can affect the cruising time of the vehicle.

2. The drive assembly according to claim 1, characterized in that: One of the first performance indicator and the second performance indicator includes at least torque output performance when the rotation speed is lower than or equal to a first threshold.

3. The drive assembly according to claim 1, characterized in that: One of the first performance indicator and the second performance indicator includes at least energy consumption when the rotation speed is greater than or equal to a second threshold.

4. The drive assembly according to any one of claims 1 to 3, characterized in that: One of the front wheel drive motor (10) and the rear wheel drive motor (20) is a permanent magnet synchronous motor.

5. The drive assembly according to any one of claims 1 to 3, characterized in that: The front wheel drive motor (10) is an electrically excited motor, and the rear wheel drive motor (20) is a permanent magnet synchronous motor.

6. The drive assembly according to any one of claims 1 to 3, characterized in that: The front wheel drive motor (10) is a permanent magnet synchronous motor, and the rear wheel drive motor (20) is an electrically excited motor.

7. The drive assembly according to any one of claims 1 to 3, characterized in that: The front wheel drive motor (10) is a permanent magnet synchronous motor, and the rear wheel drive motor (20) is an AC asynchronous motor.

8. The drive assembly according to any one of claims 1 to 3, characterized in that: The rear wheel drive motor (20) comprises a first motor (21) and a second motor (22), wherein the first motor (21) is used to drive the left rear wheel (2021) to rotate, and the second motor (22) is used to drive the right rear wheel (2022) to rotate.

9. The drive assembly according to claim 8, characterized in that: The invention also includes a rear assembly controller (30), which is electrically connected to the first motor (21) and the second motor (22) and is used to at least control the output torque of the first motor (21) and the second motor (22).

10. The drive assembly according to claim 9, characterized in that: It also includes a first reducer (40); the first reducer (40) is used for transmission connection between the first motor (21) and the left rear wheel (2021).

11. The drive assembly according to claim 10, characterized in that: It also includes a rear assembly left output shaft (50A), one end of which is connected to the first reducer (40), and the other end of which is used to connect to the left rear wheel (2021).

12. The drive assembly according to claim 11, characterized in that: The first motor (21) includes a first output shaft (211); the first reducer (40) includes a first main shaft gear (41), a first countershaft primary gear (42), a first countershaft secondary gear (43) and a first output gear (44); The first output shaft (211) is connected to the first main shaft gear (41), the first countershaft primary gear (42) is meshed with the first main shaft gear (41), the first countershaft secondary gear (43) is connected to the first countershaft primary gear (42), the first output gear (44) is meshed with the first countershaft secondary gear (43), and the first output gear (44) is connected to the left output shaft (50A) of the rear assembly.

13. The drive assembly according to claim 9, characterized in that: It also includes a second reducer (60); the second reducer (60) is used for transmission connection between the second motor (22) and the right rear wheel (2022).

14. The drive assembly according to claim 13, characterized in that: It also includes a rear assembly right output shaft (50B), one end of which is connected to the second reducer (60), and the other end of which is used to connect to the right rear wheel (2022).

15. The drive assembly according to any one of claims 1 to 3, characterized in that: It also includes a front assembly output shaft (50C), which is in driving connection with the front wheel drive motor (10).

16. The drive assembly according to claim 15, characterized in that: It also includes a third reducer (70), which is transmission-connected between the front-wheel drive motor (10) and the front assembly output shaft (50C).

17. The drive assembly according to claim 16, characterized in that: It also includes a differential (80) that is transmission-connected between the third speed reducer (70) and the front assembly output shaft (50C).

18. The drive assembly according to claim 17, characterized in that: The third speed reducer (70) includes a second main shaft gear (71), a second counter shaft primary gear (72), and a second counter shaft secondary gear (73); The second main shaft gear (71) is meshed with the second countershaft primary gear (72), the second countershaft primary gear (72) is connected to the second countershaft secondary gear (73), and the second countershaft secondary gear (73) is meshed with the gear of the differential (80).

19. The drive assembly according to any one of claims 1 to 3, characterized in that: The vehicle further comprises a front assembly controller (31), which is electrically connected to the front wheel drive motor (10) and is at least used to control the output torque of the front wheel drive motor (10).

20. A vehicle, characterized in that: The drive assembly (300) comprises any one of claims 1-19.

21. The vehicle according to claim 20, characterized in that Also includes a front assembly controller (31) and a rear assembly controller (30); The vehicle further comprises a vehicle controller (400), wherein the vehicle controller (400) is electrically connected to both the front assembly controller (31) and the rear assembly controller (30).

22. The vehicle according to claim 21, characterized in that The vehicle further comprises a battery pack (500), wherein the battery pack (500) is electrically connected to the front-wheel drive motor (10), the rear-wheel drive motor (20), and the vehicle controller (400).

Images