Driving assembly and vehicle

Abstract

The utility model discloses an electric drive assembly and a vehicle. The drive assembly comprises a drive motor, a first clutch, a second clutch, a first drive shaft and a second drive shaft. A first output shaft and a second output shaft are formed at the two axial ends of the driving motor respectively, the first output shaft, the second output shaft, the first driving shaft and the second driving shaft are coaxially arranged, and the first output shaft and the first driving shaft are selectively in power connection through a first clutch. The second output shaft is selectively in power connection with the second driving shaft through a second clutch. Therefore, the driving motor can be coaxially arranged with the first driving shaft and the second driving shaft, so that the space occupation of the driving assembly in the height direction is reduced; and the first clutch and the second clutch can selectively control power to realize speed difference adjustment (namely a differential function) between the left driving wheel and the right driving wheel so as to replace a traditional differential mechanism, so that the driving assembly does not need to additionally arrange the differential mechanism in the height direction.

Description

Technical Field

[0001] This application relates to the field of electric drive assembly technology, and in particular to a drive assembly and a vehicle. Background Technology

[0002] In related technologies, the power output of the vehicle's drive motor is sent to the drive shaft, which is poweredly connected to the drive wheels so that the power output of the drive motor to the drive wheels drives the vehicle. Furthermore, components such as a reducer and a differential are usually provided between the drive motor and the drive shaft to transmit power, together forming a drive assembly that provides power to the drive wheels.

[0003] However, conventional drive systems typically have a large volume in the vertical direction, thus occupying more vehicle space in that direction and affecting the overall vehicle layout. Utility Model Content

[0004] This application aims to at least address one of the technical problems existing in the prior art. To this end, one object of this application is to provide a drive assembly and a vehicle that occupy less space in the vertical direction.

[0005] In a first aspect, embodiments of this application propose a drive assembly, including a drive motor, a first clutch and a second clutch, and a first drive shaft and a second drive shaft; the drive motor has a first output shaft and a second output shaft formed at its two axial ends, the first output shaft, the second output shaft, the first drive shaft and the second drive shaft are coaxially arranged, and the first output shaft and the first drive shaft are selectively connected to each other via the first clutch, and the second output shaft and the second drive shaft are selectively connected to each other via the second clutch.

[0006] According to the drive assembly of this application embodiment, a first output shaft and a second output shaft are provided at both ends of the drive motor, so that the drive motor can be coaxially arranged with the first and second drive shafts to reduce the space occupied by the drive assembly in the height direction. Furthermore, the first clutch can selectively control the power between the first output shaft and the first drive shaft to control the speed of the left drive wheel, and the second clutch can selectively control the power between the second output shaft and the second drive shaft to control the speed of the right drive wheel, thereby realizing speed difference adjustment (i.e., differential function) between the left and right drive wheels, replacing the traditional differential. This eliminates the need for an additional differential in the height direction, further reducing the space required by the drive assembly in that direction. Therefore, the drive assembly occupies less space in the height direction, having a smaller impact on the overall vehicle space layout.

[0007] According to a further embodiment of this application, the drive assembly further includes a first reducer and a second reducer. The power input end of the first reducer is connected to a first clutch, the power input end of the second reducer is connected to a second clutch, and the power output ends of the first reducer and the second reducer are respectively connected to a first drive shaft and a second drive shaft.

[0008] Furthermore, both the first and second reducers are constructed as planetary gear reducers.

[0009] Furthermore, both the first reducer and the second reducer include: planetary gears, a sun gear, and a ring gear. The sun gear is connected to the first clutch or the second clutch, the planetary gears mesh with the sun gear and the ring gear, and the ring gear is connected to the housing of the drive assembly.

[0010] Furthermore, the planetary gear carrier is connected to the first drive shaft or the second drive shaft to form a power output end.

[0011] Furthermore, the planetary gear includes a first gear and a second gear arranged coaxially, the first gear meshing with the sun gear and the second gear meshing with the ring gear.

[0012] Furthermore, the drive assembly also includes a housing, in which the drive motor, first clutch, second clutch, first reducer, and second reducer are all housed.

[0013] Furthermore, the drive assembly also includes an output flange located outside the housing and connected to the power output end. The output flange is adapted to be connected to a first drive shaft or a second drive shaft, and there is a dynamic seal between the output flange and the housing.

[0014] Furthermore, both the first clutch and the second clutch are constructed as multi-plate wet clutches.

[0015] Secondly, this application proposes a vehicle equipped with the drive assembly described in the above embodiments.

[0016] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0017] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0018] Figure 1 This is a schematic diagram of the drive assembly structure according to some embodiments of this application;

[0019] Figure 2 This is a schematic diagram of the drive assembly structure according to some embodiments of this application;

[0020] Figure 3 This is a schematic diagram of the drive assembly structure according to some embodiments of this application;

[0021] Figure 4 This is a schematic diagram of the left-side view of a vehicle according to some embodiments of this application;

[0022] Figure 5 This is a schematic diagram of a vehicle from a top view according to some embodiments of this application.

[0023] Figure label:

[0024] 100-Drive Assembly;

[0025] 10 - Drive motor;

[0026] 11-Motor stator, 12-Motor rotor, 13-First output shaft, 14-Second output shaft;

[0027] 21 - First clutch, 22 - Second clutch;

[0028] 31-First drive shaft, 32-Second drive shaft;

[0029] 41-First reducer;

[0030] 411-First sun gear, 412-First gear ring, 413-First planet gear, 4131-First gear, 4132-Second gear, 414-First planet gear carrier, 415-First connecting shaft;

[0031] 42-Second reducer, 421-Second connecting shaft;

[0032] 50 - Housing;

[0033] 51-Cylinder body, 52-End plate;

[0034] 61 - First output flange, 62 - Second output flange;

[0035] 71 - First drive shaft, 72 - Second drive shaft;

[0036] 200 - Vehicles;

[0037] 210 - Left drive wheel, 220 - Right drive wheel. Detailed Implementation

[0038] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0039] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0040] In the description of this application, "first feature" and "second feature" may include one or more of the features.

[0041] In the description of this application, "multiple" means two or more.

[0042] In the description of this application, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or the first and second features being in contact through another feature between them.

[0043] In the description of this application, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0044] The following is for reference. Figures 1-5 This application describes a drive assembly 100 and a vehicle 200 according to embodiments thereof.

[0045] refer to Figures 1-2 According to the embodiments of this application, the drive assembly 100 includes a drive motor 10, a first clutch 21 and a second clutch 22, and a first drive shaft 71 and a second drive shaft 72.

[0046] The drive motor 10 has a first output shaft 13 and a second output shaft 14 formed at its two axial ends, respectively. For example Figures 1-2 As shown, the drive motor 10 includes a motor stator 11 and a motor rotor 12. The motor rotor 12 has a first output shaft 13 and a second output shaft 14 respectively at both ends along its rotation axis.

[0047] Specifically, the first output shaft 13 and the first drive shaft 71 are selectively connected by a first clutch 21, and the second output shaft 14 and the second drive shaft 72 are selectively connected by a second clutch 22. (Reference) Figure 2Understand that the end of the first drive shaft 71 away from the first clutch 21 is used to connect to the left drive wheel 210, and the end of the second drive shaft 72 away from the second clutch 22 is used to connect to the right drive wheel 220; in this way, the power of the drive motor 10 can be output to the two drive wheels to drive the vehicle 200.

[0048] Furthermore, the first output shaft 13, the second output shaft 14, the first drive shaft 71, and the second drive shaft 72 are all coaxially arranged.

[0049] Therefore, the first output shaft 13 and the second output shaft 14 are used to output power to the drive motor 10, and continue to be connected to the first drive shaft 71 and the second drive shaft 72 along their own axial direction, thereby connecting to the left drive wheel 210 and the right drive wheel 220 located on both sides of the drive motor 10. In this way, by arranging the first output shaft 13 and the second output shaft 14 coaxially with the first drive shaft 71 and the second drive shaft 72, the drive motor 10 can be coaxially set with the first drive shaft 71 and the second drive shaft 72.

[0050] Compared to the existing drive assembly 100, which requires an output shaft on one side of the drive motor 10 and transmits power along the height direction via pulleys, gears, and other mechanisms to a drive shaft coaxial with the drive wheels to drive the drive wheels located on both sides of the drive motor 10, the drive assembly 100 requires the drive motor 10 and the drive shaft for connecting the drive wheels to be arranged sequentially along the height direction, thus occupying more space in the height direction. The drive assembly 100 in this embodiment does not require multiple shaft systems in the height direction. Instead, the drive motor 10, drive shaft, and other transmission components are coaxially arranged on a single shaft system, thereby reducing the space it occupies in the height direction of the vehicle 200.

[0051] Next, the first clutch 21 and the second clutch 22 will be described in detail.

[0052] Continue with Figures 1-2 The corresponding example illustrates that the first output shaft 13 and the first drive shaft 71 are connected by a first clutch 21. The first clutch 21 can selectively transmit power. For example, the first clutch 21 can be controlled to select whether to transmit power, so as to achieve a selective power connection between the first output shaft 13 and the first drive shaft 71. Similarly, the second output shaft 14 and the second drive shaft 72 are connected by a second clutch 22. The second clutch 22 can selectively transmit power, thereby achieving a selective power connection between the second output shaft 14 and the second drive shaft 72.

[0053] More specifically, the vehicle 200 can control the first clutch 21 to change its engagement state according to different driving conditions, so as to selectively connect the first output shaft 13 and the first drive shaft 71, thereby adjusting the speed of the left drive wheel 210; and control the second clutch 22 to change its engagement state, so as to selectively connect the second output shaft 14 and the second drive shaft 72, thereby adjusting the speed of the right drive wheel 220. In this way, the speed difference between the left drive wheel 210 and the right drive wheel 220 can be adjusted based on the first clutch 21 and the second clutch 22, that is, differential speed function can be achieved.

[0054] Understandably, compared to a conventional drive assembly 100, which requires a differential for differential function, the differential needs to transmit power to the drive shaft connecting the drive wheels via a transmission shaft arranged along the height direction, necessitating the sequential arrangement of the drive motor 10 and the differential along the height direction. In this embodiment, the first clutch 21 and the second clutch 22 can be coaxially arranged with the first drive shaft 71 and the second drive shaft 72, and coaxially arranged with the drive motor 10, without requiring them to occupy additional space in the height direction, thereby reducing the space required for the drive assembly 100 in the height direction.

[0055] According to the drive assembly 100 of this application embodiment, a first output shaft 13 and a second output shaft 14 are provided at both ends of the drive motor 10, so that the drive motor 10 can be coaxially arranged with the first drive shaft 71 and the second drive shaft 72, thereby reducing the space occupied by the drive assembly 100 in the height direction. Furthermore, the first clutch 21 can selectively control the power between the first output shaft 13 and the first drive shaft 71 to control the speed of the left drive wheel 210, and the second clutch 22 can selectively control the power between the second output shaft 14 and the second drive shaft 72 to control the speed of the right drive wheel 220, thereby realizing the speed difference adjustment (i.e., differential function) between the left drive wheel 210 and the right drive wheel 220, replacing the traditional differential. This eliminates the need for an additional differential in the height direction of the drive assembly 100, further reducing the space required in the height direction. Therefore, the drive assembly 100 occupies less space in the height direction, having a smaller impact on the overall vehicle space layout.

[0056] In some embodiments, both the first clutch 21 and the second clutch 22 are configured as multi-plate wet clutches, for example... Figures 1-3 As shown, both the first clutch 21 and the second clutch 22 include multiple friction plates; and pressure is applied to the friction plates (such as by adjusting hydraulic pressure) to change the clamping degree of the multiple friction plates.

[0057] In this way, the clamping degree of the multi-friction plates of the first clutch 21 and the second clutch 22 can be controlled separately according to the vehicle's driving force requirements, overall vehicle handling stability requirements, and other vehicle requirements, thereby providing different driving forces to the driving wheels at both ends. That is, the first clutch 21 can control the torque obtained by the left driving wheel 210 by changing its clamping degree to change the power transmission efficiency; the second clutch 22 can control the torque obtained by the right driving wheel 220 by changing its clamping degree to change the power transmission efficiency.

[0058] Therefore, by controlling the first clutch 21 and the second clutch 22 respectively, the driving force distribution between the left drive wheel 210 and the right drive wheel 220 can be realized, that is, the differential torque function between the left drive wheel 210 and the right drive wheel 220 can be realized, so that the driving force on both sides is different, thereby improving the road condition adaptability.

[0059] For example, when turning or when one drive wheel experiences greater resistance, the clutch of the drive wheel requiring more torque will be engaged more tightly to increase power transmission efficiency and thus provide more torque; conversely, the clutch of the drive wheel requiring less torque will be looser to reduce power transmission efficiency and thus provide less torque.

[0060] Understandably, compared to a regular open differential, which allows the two drive wheels to rotate at different speeds to maintain smooth cornering of the vehicle, but lacks differential torque function, the first clutch 21 and the second clutch 22 can adjust their engagement level to change the torque received by the drive wheels, thus achieving differential torque function in addition to differential function. Furthermore, the multi-friction plate clutch is connected to the input end of the reducer, which can reduce the number of friction plates and the slip torque requirement.

[0061] Furthermore, the drive assembly 100 also includes a first reducer 41 and a second reducer 42. The power input end of the first reducer 41 is connected to the first clutch 21, the power input end of the second reducer 42 is connected to the second clutch 22, and the power output ends of the first reducer 41 and the second reducer 42 are respectively connected to the first drive shaft 71 and the second drive shaft 72.

[0062] For details, please refer to [link / reference]. Figures 1-2 Let's take the part located on the left side of the drive motor 10 in the figure as an example.

[0063] A first output shaft 13 is provided at the left end of the motor rotor 12. The other end of the first output shaft 13 is connected to the first clutch 21 and outputs power to the first clutch 21. The power output end of the first clutch 21 is connected to the first transmission shaft 31 so as to continue to transmit the driving force received from the first output shaft 13 to the first transmission shaft 31. The other end of the first transmission shaft 31 is connected to the power input end of the first reducer 41 so as to transmit the power to the reducer through the first transmission shaft 31. Furthermore, the power output end of the first reducer 41 is connected to the first drive shaft 71 so as to transmit the power to the first drive shaft 71 and finally drive the left drive wheel 210 to rotate through the first transmission shaft 31.

[0064] The structure on the right side of the figure is the same as that on the left side. The second drive shaft 32 is connected between the second clutch 22 and the second reducer 42. The specific structure will not be described in detail here.

[0065] In other words, the first reducer 41 is positioned between the first clutch 21 and the first drive shaft 71 along the axial direction of the drive motor 10 to form a power transmission; the second reducer 42 is positioned between the second clutch 22 and the second drive shaft 72 along the axial direction of the drive motor 10 to form a power transmission. Thus, the first reducer 41 and the second reducer 42 are also approximately on the same axis as the drive motor 10, the clutch, the first drive shaft 71, and the second drive shaft 72.

[0066] Understandably, compared to existing technologies where the reducer is connected to both the drive shaft and the output of the drive motor 10 in the height direction for transmission, thus positioning the reducer between the drive shaft and the drive motor 10 in the height direction of the vehicle 200, the first reducer 41 and the second reducer 42 are not located in the height direction of the vehicle 200, but rather on the same axis as the drive motor 10, the clutch, the first drive shaft 71, and the second drive shaft 72. This arrangement reduces the space occupied by the drive assembly 100 in the height direction.

[0067] It is worth noting that the high speed output of the drive motor 10 by the first reducer 41 and the second reducer 42 is reduced to the low speed required by the left drive wheel 210 and the right drive wheel 220, while the torque obtained by the left drive wheel 210 and the right drive wheel 220 is increased accordingly to meet the driving needs of the vehicle 200. For example, by increasing the torque, various resistances in the operation of the vehicle 200, such as friction and gradient resistance, are overcome.

[0068] Of course, the first reducer 41 and the second reducer 42 mentioned above can be any reducer capable of reducing speed and increasing torque.

[0069] In some preferred embodiments, both the first reducer 41 and the second reducer 42 are configured as planetary gear reducers.

[0070] Understandably, planetary gear reducers, through the distributed transmission of multiple planetary gears, can achieve smooth power transmission and improve transmission efficiency; this helps to improve the energy efficiency of the drive assembly 100, thereby extending the driving range of the vehicle 200. Furthermore, compared to other structures that require multiple gears in the vertical direction, the planetary gear reducer has a more compact structure, and its power input and output ends can be arranged coaxially to occupy less space, thus reducing the space occupied by the drive assembly 100 in the vertical direction.

[0071] Specifically, combined Figures 1-3 As shown, the planetary gear reduction mechanism includes: planetary gears, a sun gear, and a ring gear;

[0072] The sun gear is connected to the first clutch 21 or the second clutch 22, the planet gears mesh with the sun gear and the ring gear, and the ring gear is connected to the housing 50 of the drive assembly 100. Subsequently, taking the part on the left side of the drive motor 10 in the figure as an example, the first reducer 41 located on the left side will be explained.

[0073] The housing 50 of the drive assembly 100 is constructed as a cylindrical structure. The first reducer 41 includes a first gear ring 412, a first sun gear 411, and a first planet gear 413. The first gear ring 412 is fixed to the inner peripheral wall of the housing. The end of the first drive shaft 31 is connected to the center of the first sun gear 411. The first planet gear 413 includes multiple first planet gears, and each first planet gear 413 is connected to each other through a first planet gear carrier 414. The center of the first planet gear carrier 414 is connected to the first drive shaft 71.

[0074] When the drive assembly 100 is working, the drive motor 10 outputs power to the first transmission shaft 31 to drive the first sun gear 411 to rotate. Since the first ring gear 412 is fixed, the first planet gear 413, which meshes with the first sun gear 411 and the first ring gear 412, will rotate on its own axis and revolve around the sun gear. Furthermore, the revolution of the first planet gear 413 drives the first planet gear carrier 414 to rotate, thereby driving the first drive shaft 71 connected to the center of the first planet gear carrier 414 to rotate.

[0075] The structure of the second reducer 42 on the right is the same as that on the left, and will not be described in detail here.

[0076] Understandably, in a planetary gear reducer, the center of the sun gear (power input end) and the center of the planetary gear carrier (power output end) can be coaxially arranged. This allows the first reducer 41 and the second reducer 42 to be aligned with the drive motor 10, the first drive shaft 71, and the second drive shaft 72 in the vertical direction, thereby reducing the space occupied by the first reducer 41 and the second reducer 42 in terms of height, and thus reducing the overall height of the drive assembly 100. Furthermore, fixing the ring gear to the housing and allowing the sun gear to rotate ensures stable revolution of the planetary gears between them, thus improving the stability of the planetary gear reducer during operation.

[0077] In some examples, the planetary gears are ordinary gears, and a reasonable input-output speed ratio can be obtained by properly configuring parameters such as the center distance and number of teeth between the ring gear, sun gear, and planetary gears.

[0078] In some preferred examples, such as Figures 1-3 As shown, continuing with the example of the first reducer 41 on the left side of the figure, the first planetary gear 413 includes a first gear 4131 and a second gear 4132 arranged coaxially. The first gear 4131 meshes with the first sun gear 411, and the second gear 4132 meshes with the first ring gear 412. The diameter of the first gear 4131 is larger than the diameter of the second gear 4132, and the first gear 4131 and the second gear 4132 are constructed as gears with different numbers of teeth. Thus, the input and output speed ratios of the planetary gear reducer are affected by the gear parameters of the first gear 4131 and the second gear 4132. Therefore, users can obtain planetary gear reducers with different speed ratios by configuring the first gear 4131 and the second gear 4132 with different parameters.

[0079] Understandably, in the process of manufacturing the drive assembly 100, multiple models of drive assemblies 100 with different speed ratios may be required to meet power demands. Compared to planetary gear reducers that use a single gear as a planetary gear, adjusting the speed ratio requires simultaneously changing various parameters of the sun gear, ring gear, and planetary gears; in this example, the speed ratio can be adjusted simply by changing the parameters of the first gear 4131 and the second gear 4132 in the planetary gears. This reduces the cost and manufacturing difficulty required when manufacturing different models of drive assemblies 100.

[0080] Based on the above example, the speed ratio range of a planetary gear reducer is typically between 11:1 and 9:1, where the input speed is equal to the output speed.

[0081] Next, the housing 50 of the drive assembly 100 will be described in detail, wherein the drive motor 10, the first clutch 21, the second clutch 22, the first reducer 41, and the second reducer 42 are all disposed inside the housing 50.

[0082] like Figures 1-3 As shown, the shell 50 includes a cylindrical body 51 and end plates 52 connected to both ends of the cylindrical body 51, which are connected to form a hollow cylindrical structure.

[0083] Two gear rings are respectively provided on the inner peripheral wall of the cylinder 51 near the end, with the left one being the first gear ring 412; in the first reducer 41, a first connecting shaft 415 extending in a direction away from the drive motor 10 is provided at the center of the first planetary gear carrier 414; correspondingly, a second connecting shaft 421 is provided in the second reducer 42. The first connecting shaft 415 and the second connecting shaft 421 are configured as the power output ends of the first reducer 41 and the second reducer 42, respectively, for connection to the first drive shaft 71 and the second drive shaft 72.

[0084] The end plate 52 and the cylinder 51 define a cavity to enclose the drive motor 10, the first clutch 21, the second clutch 22, the first reducer 41, and the second reducer 42 within the cavity. A through hole is constructed at the center of the end plate 52, and the through holes on both sides of the end plate 52 are respectively used to pass through the first connecting shaft 415 and the second connecting shaft 421 to ensure that the first connecting shaft 415 and the second connecting shaft 421 can rotate relative to the housing 50.

[0085] Therefore, based on the structure of all components of the drive assembly 100 located on the same shaft system, the overall structure is compact, and all components of the drive assembly 100 are housed within a housing 50. In this way, the drive assembly 100 forms a complete sealed structure, so that the internal liquids such as cooling oil can be sealed within the housing 50, thereby ensuring that the internal lubricating and cooling oil required by each component, such as the planetary gear reducer and the drive motor 10, is isolated from the outside through the housing 50.

[0086] Understandably, the aforementioned sealing structure facilitates the implementation of a cooling oil solution for the drive assembly 100, thereby improving motor efficiency and continuous power under harsh operating conditions; enhancing lubrication of gears and bearings during driving conditions such as climbing and tilting; and also improving continuous overtaking capability and output stability of high-temperature motors.

[0087] Furthermore, the drive assembly 100 also includes an output flange located outside the housing 50 and connected to the power output end. The output flange is adapted to be connected to the first drive shaft 71 or the second drive shaft 72, and there is a dynamic seal between the output flange and the housing 50.

[0088] For details, please refer to [link / reference]. Figures 2-3As shown, the output flange includes a first output flange 61 and a second output flange 62, with the first output flange 61 connected to the first drive shaft 71 and the second output flange 62 connected to the second drive shaft 72; the explanation continues with the structure on the left as an example.

[0089] The first connecting shaft 415 is connected to the first output flange 61. The first output flange 61 is connected to a skeleton oil seal between one side of the first connecting shaft 415 and the housing 50. That is, an elastic material for forming an oil seal is provided between the first output flange 61 and the housing 50 to form a dynamic seal between the two.

[0090] Of course, the aforementioned elastic element can be any sealing material such as rubber or polyurethane; and in this example, any existing skeleton oil seal structure can be used, which will not be elaborated here.

[0091] Furthermore, the side of the first output flange 61 away from the first connecting shaft 415 is provided with a structure for connecting to the first drive shaft 71, such as a spline or universal joint, to transmit power to the first drive shaft 71. The structure on the right side is basically the same as that on the left side and will not be described in detail here.

[0092] Thus, the first drive shaft 71 is separated on the outside of the housing 50 to seal the reducer, clutch, drive motor 10, etc. inside the housing 50, thereby forming an oil seal for the reducer, clutch, drive motor 10 through the housing 50.

[0093] Compared to existing technologies, since the drive motor 10 and the drive shaft used to connect the drive wheel are usually manufactured by different manufacturers, the matching conditions are unreasonable and the testing is inadequate when the two are sealed and assembled, resulting in poor sealing at the mating point.

[0094] The housing 50 sealing structure in the above embodiment can individually seal the drive motor 10, the first clutch 21, the second clutch 22, and other components in the drive assembly 100 with the first drive shaft 71 and the second drive shaft 72, thereby avoiding poor sealing performance caused by mismatched assembly surfaces. Furthermore, it can reduce assembly time and prevent impurities from seeping in through the assembly surfaces, among other issues.

[0095] refer to Figures 4-5 It is understood that the vehicle 200 according to the embodiments of this application is provided with the drive assembly 100 in the above embodiments. The drive assembly 100 requires less space in the height direction, so as to provide more space for arrangement in the height direction of the vehicle 200. Therefore, the drive assembly 100 in the above embodiments is suitable for some sports car models with a low overall height, as well as MPV models with greater interior space requirements.

[0096] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0097] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A drive assembly, characterized by Comprising: a driving motor (10), axial two ends of the driving motor (10) are respectively formed with a first output shaft (13) and a second output shaft (14); a first clutch (21) and a second clutch (22); a first drive shaft (71) and a second drive shaft (72), the first output shaft (13), the second output shaft (14), the first drive shaft (71) and the second drive shaft (72) are coaxially arranged, and the first output shaft (13) and the first drive shaft (71) are selectively connected in power through the first clutch (21), and the second output shaft (14) and the second drive shaft (72) are selectively connected in power through the second clutch (22).

2. The drive assembly of claim 1, wherein, Further comprising: a first reducer (41) and a second reducer (42), a power input end of the first reducer (41) is connected with the first clutch (21), a power input end of the second reducer (42) is connected with the second clutch (22), and power output ends of the first reducer (41) and the second reducer (42) are respectively connected with the first drive shaft (71) and the second drive shaft (72).

3. The drive assembly of claim 2, wherein, The first reducer (41) and the second reducer (42) are both configured as planetary gear reducers.

4. The drive assembly of claim 3, wherein, The first reducer (41) and the second reducer (42) both comprise: a planetary gear, a sun gear, a planetary gear carrier and a ring gear, the sun gear is connected with the first clutch (21) or the second clutch (22), the planetary gear is engaged with the sun gear and the ring gear, the planetary gear is connected with the planetary gear carrier, and the ring gear is connected with a housing (50) of the driving assembly.

5. The drive assembly of claim 4, wherein, The planetary gear carrier is connected with the first drive shaft (71) or the second drive shaft (72) to form the power output end.

6. The drive assembly of claim 4, wherein, The planetary gear comprises: coaxially arranged first and second wheels, the first wheel is engaged with the sun gear, and the second wheel is engaged with the ring gear.

7. The drive assembly of claim 2, wherein, Further comprising: a housing (50), the driving motor (10), the first clutch (21), the second clutch (22), the first reducer (41) and the second reducer (42) are all arranged in the housing (50).

8. The drive assembly of claim 7, wherein, Further comprising: an output flange, the output flange is located outside the housing (50) and is connected with the power output end, the output flange is adapted to be connected with the first drive shaft (71) or the second drive shaft (72), and the output flange is dynamically sealed with the housing (50).

9. The drive assembly of any of claims 1-8, wherein, The first clutch (21) and the second clutch (22) are both configured as multi-plate wet clutches.

10. A vehicle characterized by comprising: Comprising: the driving assembly of any one of claims 1-9.

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