Drive arrangement and vehicle

Abstract

The utility model provides a kind of driving device and vehicle, wherein driving device, comprising: rack;Engine is set on rack, engine has input shaft, and input shaft is provided with internal meshing gear;First motor, first motor shaft is provided with first gear, and first gear is transmission cooperation with internal meshing gear;Gear set, including the installation shaft being set on rack and the third gear, fourth gear and fifth gear being set on installation shaft, and third gear is used to be driven connection with differential;Second gear, set on rack, and internal meshing gear is transmission cooperation with fourth gear by second gear;First clutch, set on internal meshing gear and second gear;Second motor, second motor shaft is provided with seventh gear, and seventh gear is transmission cooperation with fifth gear.The technical scheme of the application effectively solves the problem of poor stability of the driving device in related art when realizing series connection, pure electricity, parallel connection and other modes.

Description

Technical Field

[0001] This utility model relates to the field of transportation, and more specifically, to a drive device and a vehicle. Background Technology

[0002] In related technologies, a longitudinally mounted front-wheel-drive hybrid transmission refers to a configuration where the engine and transmission are positioned along the vehicle's longitudinal axis (i.e., in the longitudinal direction), with power transmitted to the front wheels via a driveshaft, which then drive the vehicle forward. This is a common front-wheel-drive layout widely used in many small and medium-sized cars.

[0003] The above-mentioned longitudinal front-wheel drive layout has the following characteristics:

[0004] 1. The engine and transmission are arranged along the length of the vehicle, which can effectively utilize the interior space, especially the front space.

[0005] 2. Front-wheel drive vehicles generally have better steering characteristics, perform well at low speeds, and have better stability when cornering.

[0006] 3. Because the engine is located at the front, maintenance personnel can enter from the front of the vehicle to perform inspections and maintenance, which is relatively convenient.

[0007] However, the drive unit in the hybrid transmission in the relevant technology has poor stability when realizing multiple modes such as series, pure electric, and parallel. Utility Model Content

[0008] The main objective of this invention is to provide a drive device and a vehicle to solve the problem of poor stability of drive devices in related technologies when implementing multiple modes such as series, pure electric, and parallel.

[0009] To achieve the above objectives, according to one aspect of the present invention, a drive device is provided, comprising: a frame; an engine mounted on the frame, the engine having an input shaft and an internal meshing gear disposed on the input shaft; a first motor mounted on the frame, the first motor having a first motor shaft and a first gear disposed on the first motor shaft, the first gear engaging with the internal meshing gear; a gear set including a mounting shaft mounted on the frame and a third gear, a fourth gear, and a fifth gear disposed on the mounting shaft, the third gear, the fourth gear, and the fifth gear being sequentially spaced along the axis of the mounting shaft, the third gear being used for drive connection with a differential; a second gear mounted on the frame, the internal meshing gear engaging with the fourth gear via the second gear; a first clutch disposed on the internal meshing gear and the second gear to engage or disengage the internal meshing gear with the second gear; and a second motor mounted on the frame, the second motor having a second motor shaft and a seventh gear disposed on the second motor shaft, the seventh gear engaging with the fifth gear.

[0010] Furthermore, the drive unit also includes a second clutch, which is disposed on the input shaft and the internal meshing gear to engage or disengage the input shaft from the internal meshing gear.

[0011] Furthermore, the drive unit also includes a third clutch, which is mounted on the second motor shaft and can be driven by the second motor shaft to rotate freely, or the second motor shaft can be engaged or disengaged from the seventh gear through the third clutch.

[0012] Furthermore, the drive unit also includes a third clutch, which is mounted on the second motor shaft and can be driven by the second motor shaft to rotate freely, or the second motor shaft can engage or disengage with the seventh gear through the third clutch; the gear set also includes a sixth gear mounted on the mounting shaft, which is spaced apart from the fifth gear along the axis of the mounting shaft; the second motor shaft is also provided with an eighth gear that drives the sixth gear, and the second motor shaft can engage or disengage with the eighth gear through the third clutch.

[0013] Furthermore, the seventh and eighth gears are both mounted on the second motor shaft, and the third gear is a bevel gear.

[0014] Furthermore, the number of teeth on the fourth gear is less than the number of teeth on the fifth gear, and the number of teeth on the fifth gear is less than the number of teeth on the sixth gear.

[0015] Furthermore, the seventh and eighth gears are spaced apart, and the third clutch is located between the seventh and eighth gears.

[0016] Furthermore, both the first gear and the second gear are external meshing gears.

[0017] Furthermore, there is a preset distance between the axis of the first motor shaft and the axis of the input shaft.

[0018] According to another aspect of the present invention, a vehicle is provided, including a drive unit, wherein the drive unit is the drive unit described above.

[0019] The driving device, applying the technical solution of this utility model, includes: a frame, an engine, a first motor, a gear set, a second gear, a first clutch, and a second motor. The engine is mounted on the frame and has an input shaft with an internal meshing gear mounted on it. The first motor is mounted on the frame and has a first motor shaft with a first gear mounted on it, which engages with the internal meshing gear. The gear set includes a mounting shaft mounted on the frame and three gears (a third, a fourth, and a fifth) mounted on the mounting shaft, spaced apart sequentially along the axis of the mounting shaft. The third gear is used for drive connection with the differential. The second gear is mounted on the frame, and the internal meshing gear engages with the fourth gear via the second gear. The first clutch is mounted on the internal meshing gear and the second gear to engage or disengage the internal meshing gear from the second gear. The second motor is mounted on the frame and has a second motor shaft with a seventh gear mounted on it, which engages with the fifth gear. When the first clutch is disengaged, both the engine and the first motor operate, while the second motor also operates, driving the differential to rotate, thus achieving a series mode of the drive unit. When the engine is not operating, and when the first clutch is disengaged or engaged, the first motor and / or the second motor operate, driving the differential to rotate, thus achieving a pure electric mode of the drive unit. When the first clutch is engaged, both the engine and the second motor operate, driving the differential to rotate, thus achieving a parallel mode of the drive unit. In all these drive unit modes (series, pure electric, parallel), disengagement or engagement is achieved through the first clutch. Each mode can be implemented independently without interference from another mode, improving the stability of the drive unit during operation. Therefore, the technical solution of this application effectively solves the problem of poor stability in drive units of related technologies when implementing multiple modes (series, pure electric, parallel). Attached Figure Description

[0020] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0021] Figure 1 A simplified structural diagram of a first embodiment of the drive device according to the present invention is shown;

[0022] Figure 2 A simplified structural diagram of Embodiment 3 of the driving device according to the present invention is shown;

[0023] Figure 3 A simplified structural diagram of Embodiment 4 of the driving device according to the present invention is shown;

[0024] Figure 4A simplified structural diagram of a second embodiment of the drive device according to the present invention is shown;

[0025] Figure 5 It shows Figure 4 A schematic diagram of the power flow of the drive unit in idle charging mode;

[0026] Figure 6 It shows Figure 4 A schematic diagram of the power flow of the drive unit in series mode 1;

[0027] Figure 7 It shows Figure 4 A schematic diagram of the power flow of the drive unit in series mode 2;

[0028] Figure 8 It shows Figure 4 A schematic diagram of the power flow of the drive unit in pure electric mode 1;

[0029] Figure 9 It shows Figure 4 A schematic diagram of the power flow of the drive unit in pure electric mode 2;

[0030] Figure 10 It shows Figure 4 A schematic diagram of the power flow of the drive unit in pure electric mode 3;

[0031] Figure 11 It shows Figure 4 A schematic diagram of the power flow of the drive unit in pure electric mode 4;

[0032] Figure 12 It shows Figure 4 A schematic diagram of the power flow of the drive unit in pure electric mode 5;

[0033] Figure 13 It shows Figure 4 A schematic diagram of the power flow of the drive unit in energy recovery mode 1;

[0034] Figure 14 It shows Figure 4 A schematic diagram of the power flow of the drive unit in energy recovery mode 2;

[0035] Figure 15 It shows Figure 4 A schematic diagram of the power flow of the drive unit in energy recovery mode 3;

[0036] Figure 16 It shows Figure 4 A schematic diagram of the power flow of the drive unit in energy recovery mode 4;

[0037] Figure 17 It shows Figure 4A schematic diagram of the power flow of the drive unit in energy recovery mode 5;

[0038] Figure 18 It shows Figure 4 A schematic diagram of the power flow of the drive unit in direct drive mode;

[0039] Figure 19 It shows Figure 4 A schematic diagram of the power flow of the drive unit in parallel mode 1;

[0040] Figure 20 It shows Figure 4 A schematic diagram of the power flow of the drive unit in parallel mode 2.

[0041] The above figures include the following reference numerals:

[0042] 1. Engine; 2. Input shaft; 3. Second clutch; 4.1. Internal meshing gear; 4.2. Second gear; 4.3. First clutch; 5. First gear; 6. First motor; 7. Gear set; 7.1. Mounting shaft; 7.3. Third gear; 7.4. Fourth gear; 7.5. Fifth gear; 7.6. Sixth gear; 8. Second motor; 8.1. Second motor shaft; 9. Eighth gear; 10. Third clutch; 11. Seventh gear; 12. Differential. Detailed Implementation

[0043] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present utility model or its application or use. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the scope of protection of the present utility model.

[0044] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0045] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0046] like Figure 1 As shown, this application provides a drive device. One embodiment of the drive device includes: a frame, an engine 1, a first motor 6, a gear set 7, a second gear 4.2, a first clutch 4.3, and a second motor 8. The engine 1 is mounted on the frame and has an input shaft 2 on which an internal meshing gear 4.1 is mounted. The first motor 6 is mounted on the frame and has a first motor shaft 6.1 on which a first gear 5 is mounted, engaging with the internal meshing gear 4.1. The gear set 7 includes a mounting shaft 7.1 mounted on the frame and three gears 7.3, 7.4, and 7.5 mounted on the mounting shaft 7.1. These gears are spaced apart sequentially along the axis of the mounting shaft 7.1. The third gear 7.3 is used for a drive connection with a differential 12. The second gear 4.2 is mounted on the frame, and the internal meshing gear 4.1 engages with the fourth gear 7.4 via the second gear 4.2. The first clutch 4.3 is disposed on the internal meshing gear 4.1 and the second gear 4.2 to enable the internal meshing gear 4.1 to engage or disengage with the second gear 4.2. The second motor 8 is disposed on the frame and has a second motor shaft 8.1. A seventh gear 11 is disposed on the second motor shaft 8.1, and the seventh gear 11 is in transmission engagement with the fifth gear 7.5.

[0047] In the technical solution of Embodiment 1 of the application of the drive device, the first clutch 4.3 is disposed on the internal meshing gear 4.1 and the second gear 4.2, so that the internal meshing gear 4.1 and the second gear 4.2 can be engaged or disengaged. When the first clutch 4.3 is disengaged, both the engine 1 and the first motor 6 operate, and the second motor 8 also operates to drive the differential 12 to rotate, thereby realizing the series mode of the drive device; when the engine 1 is not operating, and when the first clutch 4.3 is disengaged or engaged, the first motor 6 and / or the second motor 8 operate to drive the differential 12 to rotate, thereby realizing the pure electric mode of the drive device; when the first clutch 4.3 is engaged, both the engine 1 and the second motor 8 operate to drive the differential 12 to rotate, thereby realizing the parallel mode of the drive device; when the above-mentioned drive device realizes multiple modes such as series, pure electric, and parallel, it is all separated or engaged by the first clutch 4.3. Each mode can be realized independently without being interfered with by another mode, which can improve the stability of the drive device during operation. Therefore, the technical solution of Embodiment 1 of the drive device effectively solves the problem of poor stability of the drive device in the related technology when realizing multiple modes such as series, pure electric and parallel.

[0048] It should be noted that the differential 12 is connected to the vehicle's wheel drive, and when the differential 12 rotates, it can drive and control the rotation of the wheels.

[0049] In Embodiment 2 of the drive device, the difference from Embodiment 1 is that the drive device further includes a second clutch. For example... Figure 4 As shown, in Embodiment 2 of the drive unit, the second clutch 3 is disposed on the input shaft 2 and the internal meshing gear 4.1 to engage or disengage the input shaft 2 from the internal meshing gear 4.1. The introduction of the second clutch 3 provides more flexible control over the engine 1 and the internal meshing gear 4.1. When the engine 1 needs to directly engage or disengage from the internal meshing gear 4.1, the second clutch 3 can precisely control the transmission state between the input shaft 2 and the internal meshing gear 4.1. When the engine is idling or off, or the vehicle is in pure electric mode, the second clutch 3 disengages, and the power of the engine 1 is not transmitted to the drive unit, thereby reducing unnecessary energy consumption and improving the vehicle's fuel economy and electric efficiency. In parallel mode or direct drive mode, the second clutch 3 engages, ensuring that the power of the engine 1 can be smoothly transmitted to the differential 12, enhancing the vehicle's overall power performance.

[0050] In Embodiment 3 of the drive device, the difference from Embodiment 1 is that the drive device further includes a third clutch, such as... Figure 1 and Figure 2As shown, in Embodiment 3 of the drive unit, the third clutch 10 is mounted on the second motor shaft 8.1 and can be driven by the second motor shaft 8.1 to idle, or the second motor shaft 8.1 can be engaged or disengaged from the seventh gear 11 via the third clutch 10. The design of the third clutch 10 allows the second motor 8 to operate independently of the engine 1 and the first motor 6, freely choosing whether to participate in power output. When the assistance of the second motor 8 is not required, such as in the direct drive mode driven solely by the engine, the third clutch 10 is disengaged, and the second motor 8 can idle without consuming energy, reducing frictional losses and energy waste in the drive unit. In pure electric or parallel mode, the third clutch 10 is engaged, and the power of the second motor shaft 8.1 can be transmitted to the gear set 7 via the seventh gear 11, thereby driving the differential 12, improving the vehicle's acceleration and power output flexibility. When the third clutch 10 is in the neutral position, the third clutch 10 is driven by the second motor shaft 8.1 to idle.

[0051] In Embodiment 4 of the drive device, the difference from Embodiment 1 is that the drive device further includes a third clutch, a sixth gear, and an eighth gear, such as... Figure 1 and Figure 3 As shown, in embodiment four of the drive unit, the third clutch 10 is mounted on the second motor shaft 8.1 and can be driven by the second motor shaft 8.1 to idle, or the second motor shaft 8.1 can be engaged or disengaged from the seventh gear 11 via the third clutch 10. The gear set 7 also includes a sixth gear 7.6 mounted on the mounting shaft 7.1, which is spaced apart from the fifth gear 7.5 along the axis of the mounting shaft 7.1. An eighth gear 9 is also mounted on the second motor shaft 8.1, which engages with the sixth gear 7.6. The second motor shaft 8.1 can be engaged or disengaged from the eighth gear 9 via the third clutch 10. The addition of the sixth gear 7.6, the eighth gear 9, and the third clutch 10 expands the functional modes of the drive unit. When the third clutch 10 engages with the eighth gear 9, the second motor 8 can directly drive the mounting shaft 7.1, unaffected by the first motor 6, suitable for pure electric mode or energy recovery mode, optimizing power distribution and improving the energy efficiency and driving smoothness of the vehicle in different operating modes. This design also allows the second motor 8 to work in conjunction with the engine via the eighth gear 9 and the fifth gear 7.5 in parallel mode, enhancing the vehicle's instantaneous acceleration performance.

[0052] Furthermore, in Embodiment 2 of the drive device, the difference from Embodiment 1 is that the drive device further includes a sixth gear and an eighth gear. For example... Figures 4 to 20As shown, in Embodiment 2 of the drive unit, the third clutch 10 is mounted on the second motor shaft 8.1 and can be driven by the second motor shaft 8.1 to rotate freely, or the second motor shaft 8.1 can be engaged or disengaged from the seventh gear 11 via the third clutch 10. The gear set 7 also includes a sixth gear 7.6 mounted on the mounting shaft 7.1, which is spaced apart from the fifth gear 7.5 along the axis of the mounting shaft 7.1. An eighth gear 9 is also provided on the second motor shaft 8.1, which drives the sixth gear 7.6. The second motor shaft 8.1 can be engaged or disengaged from the eighth gear 9 via the third clutch 10. The addition of the sixth gear 7.6, the eighth gear 9, and the third clutch 10 expands the functional modes of the drive unit. When the third clutch 10 is engaged with the eighth gear 9, the second motor 8 can directly drive the mounting shaft 7.1, unaffected by the first motor 6, suitable for pure electric mode or energy recovery mode, optimizing power distribution and improving the energy efficiency and driving smoothness of the vehicle in different operating modes. This design also allows the second motor 8 to work in conjunction with the engine via the eighth gear 9 and the fifth gear 7.5 in parallel mode, enhancing the vehicle's instantaneous acceleration performance.

[0053] like Figures 4 to 20 As shown, in Embodiment 2 of the drive device, the seventh gear 11 and the eighth gear 9 are both mounted on the second motor shaft 8.1, and the third gear 7.3 is a bevel gear. By mounting the seventh gear 11 and the eighth gear 9 on the second motor shaft 8.1, the power output path of the second motor 8 is simplified, the energy loss during power transmission is reduced, and the energy efficiency ratio of the entire drive device is improved.

[0054] like Figures 4 to 20 As shown, in Embodiment 2 of the drive unit, the number of teeth on the fourth gear 7.4 is less than the number of teeth on the fifth gear 7.5, and the number of teeth on the fifth gear 7.5 is less than the number of teeth on the sixth gear 7.6. This difference in the number of teeth between the gears is designed to achieve variable speed transmission. Compared to the fifth gear 7.5, the smaller number of teeth on the fourth gear 7.4 means a higher speed ratio, suitable for high-speed driving and fuel economy optimization; while compared to the fourth gear 7.4, the larger number of teeth on the fifth gear 7.5 and the sixth gear 7.6 can provide greater torque output, suitable for climbing and starting, enhancing the vehicle's power performance and adaptability to complex road conditions.

[0055] like Figures 4 to 20As shown, in Embodiment 2 of the drive unit, the seventh gear 11 and the eighth gear 9 are spaced apart, and the third clutch 10 is located between the seventh gear 11 and the eighth gear 9. The spacing between the seventh gear 11 and the eighth gear 9, and the position of the third clutch 10, allow the second motor 8 to flexibly switch power output targets in multiple modes. When the third clutch 10 engages with the seventh gear 11, the power flow of the second motor is directed to the fifth gear 7.5, suitable for power supplementation under most driving conditions; while engaging with the eighth gear 9 allows the second motor 8 to directly drive the mounting shaft 7.1, enhancing low-speed torque and improving energy recovery efficiency. This design ensures that the second motor 8 can achieve maximum effectiveness under various operating conditions, improving the overall efficiency of the system.

[0056] like Figures 4 to 20 As shown, in Embodiment 2 of the drive device, both the first gear 5 and the second gear 4.2 are external meshing gears. Designing the first gear 5 and the second gear 4.2 as external meshing gears simplifies the power transmission path and reduces power loss. External meshing gears are easy to adjust the clearance and replace, facilitating maintenance.

[0057] like Figures 4 to 20 As shown, in Embodiment 2 of the drive device, there is a preset distance between the axis of the first motor shaft 6.1 and the axis of the input shaft 2. Maintaining a certain preset distance between the first motor shaft 6.1 and the input shaft 2 not only helps to optimize the spatial layout of the engine compartment, reduce the impact of heat sources on the motor, and improve the working stability and lifespan of the motor, but also reduces interference and vibration during power transmission by adopting a non-coaxial arrangement, thereby improving the comfort and smoothness of vehicle driving.

[0058] It should be noted that, Figures 5 to 20 This is a schematic diagram of power flow, where the bold black lines represent the power transmission path.

[0059] The axis of the first motor shaft 6.1 is arranged in a non-coaxial manner with a preset distance between it and the axis of the input shaft 2. The first gear 5 meshes with the internal meshing gear 4.1; the second gear 4.2 can mesh with the fourth gear 7.4; a first clutch 4.3 is provided between the internal meshing gear 4.1 and the second gear 4.2. The power transmission and separation can be realized by engaging and disengaging the first clutch 4.3; the third clutch 10 can mesh with the eighth gear 9 and the seventh gear 11 respectively, or it can be in the neutral position. When it is in the neutral position, it can reduce the drag caused by the second motor 8 moving backward.

[0060] Operating status of each component under each operating mode in Embodiment 2 of the drive device and Figures 2 to 20 The schematic diagram of the dynamic flow is shown in Table 1 below:

[0061] Table 1

[0062]

[0063] It should be noted that the above-mentioned energy recovery mode refers to the process where, when the wheels are rotating, the differential 12 rotates, which in turn drives the gear set 7 to rotate, so that the first motor and / or the second motor can recover the energy generated by the rotation of the wheels.

[0064] This application also provides a vehicle, an embodiment of which includes a drive unit, the drive unit being the one described above. Because the aforementioned drive unit suffers from poor stability when implementing various modes such as series, pure electric, and parallel operation, the vehicle including this drive unit can solve the same technical problem.

[0065] In the description of this utility model, it should be understood that "multiple" means a quantity of two or more. Directional terms such as "front, back, up, down, left, right," "horizontal, vertical, perpendicular, horizontal," and "top, bottom" indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings. These terms are used solely for the convenience of describing this utility model and simplifying the description. Unless otherwise stated, these directional terms 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 limiting the scope of protection of this utility model. The directional terms "inner" and "outer" refer to the inner or outer contours relative to the outline of each component itself.

[0066] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0067] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore cannot be construed as limiting the scope of protection of this utility model.

[0068] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A driving device, characterized in that, include: frame; An engine (1) is mounted on the frame, the engine (1) having an input shaft (2) on which an internal meshing gear (4.1) is mounted; A first motor (6) is mounted on the frame. The first motor (6) has a first motor shaft (6.1). A first gear (5) is mounted on the first motor shaft (6.1). The first gear (5) is in transmission cooperation with the internal meshing gear (4.1). The gear set (7) includes a mounting shaft (7.1) disposed on the frame and a third gear (7.3), a fourth gear (7.4) and a fifth gear (7.5) disposed on the mounting shaft (7.1). The third gear (7.3), the fourth gear (7.4) and the fifth gear (7.5) are arranged sequentially at intervals along the axis of the mounting shaft (7.1). The third gear (7.3) is used for drive connection with the differential (12). The second gear (4.2) is mounted on the frame, and the internal meshing gear (4.1) is engaged with the fourth gear (7.4) through the second gear (4.2). A first clutch (4.3) is provided on the internal meshing gear (4.1) and the second gear (4.2) to engage or disengage the internal meshing gear (4.1) and the second gear (4.2); A second motor (8) is mounted on the frame. The second motor (8) has a second motor shaft (8.1) and a seventh gear (11) is mounted on the second motor shaft (8.1). The seventh gear (11) is in transmission engagement with the fifth gear (7.5).

2. The driving device according to claim 1, characterized in that, The drive device further includes a second clutch (3), which is disposed on the input shaft (2) and the internal meshing gear (4.1) to engage or disengage the input shaft (2) from the internal meshing gear (4.1).

3. The driving device according to claim 1, characterized in that, The drive device further includes a third clutch (10), which is disposed on the second motor shaft (8.1) and can be driven by the second motor shaft (8.1) to rotate freely, or the second motor shaft (8.1) can be engaged or disengaged from the seventh gear (11) through the third clutch (10).

4. The driving device according to claim 1 or 2, characterized in that, The drive device further includes a third clutch (10), which is disposed on the second motor shaft (8.1) and can be driven to rotate freely by the second motor shaft (8.1), or the second motor shaft (8.1) can be engaged or disengaged from the seventh gear (11) through the third clutch (10); The gear set (7) further includes a sixth gear (7.6) mounted on the mounting shaft (7.1), the sixth gear (7.6) being spaced apart from the fifth gear (7.5) along the axis of the mounting shaft (7.1); The second motor shaft (8.1) is also provided with an eighth gear (9) that is in transmission cooperation with the sixth gear (7.6). The second motor shaft (8.1) is engaged or disengaged from the eighth gear (9) through the third clutch (10).

5. The driving device according to claim 4, characterized in that, The seventh gear (11) and the eighth gear (9) are both mounted on the second motor shaft (8.1), and the third gear (7.3) is a bevel gear.

6. The driving device according to claim 4, characterized in that, The number of teeth of the fourth gear (7.4) is less than the number of teeth of the fifth gear (7.5), and the number of teeth of the fifth gear (7.5) is less than the number of teeth of the sixth gear (7.6).

7. The driving device according to claim 4, characterized in that, The seventh gear (11) and the eighth gear (9) are spaced apart, and the third clutch (10) is located between the seventh gear (11) and the eighth gear (9).

8. The driving device according to claim 1, characterized in that, Both the first gear (5) and the second gear (4.2) are external meshing gears.

9. The driving device according to claim 1, characterized in that, There is a preset distance between the axis of the first motor shaft (6.1) and the axis of the input shaft (2).

10. A vehicle, comprising a drive unit, characterized in that, The driving device is the driving device according to any one of claims 1 to 9.

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