Drive assembly and vehicle

Abstract

The present disclosure relates to a driving assembly and a vehicle, the driving assembly comprising a first rotor, a second rotor, a first supporting bearing and a speed reduction mechanism, the first rotor is coaxially arranged with the second rotor, the first rotor is at least partially located at one end of the second rotor, the first supporting bearing is located between the first rotor and the second rotor, the first rotor and the second rotor are connected with the first supporting bearing, and the first supporting bearing supports the first rotor and the second rotor. The driving assembly can support the first rotor and the second rotor at the same time by arranging one first supporting bearing, can ensure the separate rotation of the first rotor and the second rotor, can reduce the number of supporting structures, reduce the cost, reduce the number of supporting structures, reduce the size of the whole driving assembly, and reduce the occupied space.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle manufacturing technology, and more particularly to a drive assembly and a vehicle. Background Technology

[0002] In related technologies, the rotors of multiple motors in the drive assembly need to be equipped with their own support structures to ensure the normal rotation of the rotors, resulting in a large number of structural parts and higher costs. Utility Model Content

[0003] The purpose of this disclosure is to provide a drive assembly and a vehicle to solve the problems in the aforementioned related technologies.

[0004] To achieve the above objectives, one aspect of this disclosure provides a drive assembly comprising:

[0005] A first motor assembly, the first motor assembly including a first rotor;

[0006] A second motor assembly, the second motor assembly including a second rotor, the first rotor being coaxially disposed with the second rotor, the first rotor being at least partially located at one end of the second rotor;

[0007] A first support bearing is located between the first rotor and the second rotor. Both the first rotor and the second rotor are connected to the first support bearing, and the first support bearing supports the relative rotation of the first rotor and the second rotor.

[0008] A speed reduction mechanism is disposed at the end of the second rotor away from the first rotor.

[0009] The above technical solution uses a first support bearing between the first rotor and the second rotor, which are coaxially arranged. Therefore, the first support bearing is also coaxially arranged with the first rotor and the second rotor. Both the first rotor and the second rotor are connected to the first support bearing and are supported by the bearing. Thus, a single first support bearing can support both the first rotor and the second rotor, ensuring their separate rotation. This reduces the number of support structures required, lowers costs, and reduces the overall size of the drive assembly, thus reducing the space occupied.

[0010] In some possible implementations, the side of the first rotor facing the second rotor is provided with a mounting groove, and the first support bearing is disposed in the mounting groove.

[0011] This configuration facilitates the connection between the first rotor and the first support bearing, ensuring effective support.

[0012] In some possible implementations, the inner diameter of the first rotor is larger than the outer diameter of the second rotor, and the first rotor is fitted onto the second rotor so that the first rotor and the second rotor are nested together.

[0013] This design reduces the radial space occupied, which is the space in front of and behind the vehicle, making it easier to arrange other vehicle components and ensuring the vehicle's collision safety.

[0014] In some possible implementations, the drive assembly further includes a shaft and an engine, wherein the second rotor is provided with a through hole extending along the axial direction of the second rotor, the through hole being coaxially disposed with the second rotor;

[0015] One end of the rotating shaft passes through the through hole and is connected to the first rotor. Kinetic energy can be transmitted between the rotating shaft and the first rotor. The second rotor is loosely fitted onto the rotating shaft so that there is a gap between the second rotor and the rotating shaft. The rotating shaft and the second rotor are coaxially arranged. The rotating shaft passes through the first support bearing and is connected to the first rotor. The rotating shaft is connected to the output crankshaft of the engine.

[0016] This configuration allows the first rotor to rotate without interfering with the second rotor, and also avoids excessive size, thus reducing space occupation.

[0017] In some possible implementations, the shaft of the first rotor is provided with a connecting portion, which is connected to the rotating shaft;

[0018] The connecting part is configured as a connecting hole opened along the axial direction of the first rotor, and the rotating shaft is connected to the connecting hole.

[0019] This configuration facilitates the connection between the first rotor and the shaft, enabling the transmission of kinetic energy.

[0020] In some possible implementations, the drive assembly further includes a motor housing, the shaft passing through the connecting hole and fitted with a second support bearing, the second support bearing being connected to the motor housing.

[0021] This design supports the rotating shaft and ensures its rotation.

[0022] In some possible implementations, the second rotor includes a rotor body and a first bushing, the rotor body being fixedly sleeved on the first bushing, the rotor body and the first bushing being coaxially arranged so that the rotor body and the first bushing can rotate coaxially, and the first bushing being provided with the through hole.

[0023] This arrangement allows the shaft to pass through the second rotor without interfering with each other.

[0024] In some possible implementations, the first bushing has an annular protrusion at one end facing the first rotor, the annular protrusion extending along the axial direction of the rotor body, the annular protrusion being connected to the first support bearing, and the first support bearing being sleeved on the annular protrusion.

[0025] This arrangement allows the first support bearing to support the second rotor.

[0026] In some possible implementations, the drive assembly further includes a reduction gear, wherein one end of the first bushing opposite to the first rotor protrudes from the rotor body and is connected to the reduction gear in the axial direction of the rotor body.

[0027] This configuration facilitates the output of kinetic energy.

[0028] In some possible implementations, the deceleration mechanism includes a second bushing that is loosely fitted onto the rotating shaft. The second bushing is coaxially arranged with the rotating shaft, and one end of the second bushing is connected to the first bushing and configured to transmit kinetic energy.

[0029] The reduction mechanism further includes a first reduction gear, a second transmission shaft, a second reduction gear, and a third reduction gear. The first reduction gear is fixedly sleeved on the second bushing. The second transmission shaft is parallel to the second bushing. The second reduction gear and the third reduction gear are fixedly sleeved on the second transmission shaft. The first reduction gear meshes with the second reduction gear, and the third reduction gear is used to output kinetic energy.

[0030] This configuration allows the shaft to pass freely through the reduction mechanism.

[0031] In some possible implementations, the deceleration mechanism further includes a housing, a third support bearing, and a fourth support bearing. The third and fourth support bearings are respectively sleeved on both ends of the second bushing. The third and fourth support bearings are connected to the housing and are used to support the second bushing so that the second bushing remains loosely fitted on the rotating shaft.

[0032] This configuration supports the second bushing, ensuring that the second bushing and the rotating shaft do not contact each other and can rotate independently without interfering with each other.

[0033] In some possible implementations, the drive assembly further includes an engine and a reduction gear, wherein the engine is disposed opposite to the second rotor in the axial direction of the second rotor, and the reduction gear is disposed between the engine and the second rotor.

[0034] This design facilitates the arrangement of the vehicle's half-shafts, allowing them to be adapted to the reduction mechanism and improving the overall rationality of the vehicle's layout.

[0035] In some possible implementations, the drive assembly further includes a differential connected to the reduction gear, the differential being located below the reduction gear, and the input end of the differential being drively connected to the output end of the reduction gear.

[0036] In some possible implementations, the drive assembly further includes an engine, with one end of the shaft away from the first rotor connected to the output crankshaft of the engine.

[0037] This configuration reduces transmission losses and improves the efficiency of oil-to-electric conversion.

[0038] In some possible implementations, a connector is provided at the end of the shaft away from the first rotor. The connector includes a connecting disc and a fastener, the fastener being connected to the connecting disc and to the output crankshaft of the engine; or...

[0039] A connecting member is provided at the end of the rotating shaft away from the first rotor. The connecting member includes a torsional damper or a dual-mass flywheel, and the torsional damper or the dual-mass flywheel is connected to the output crankshaft of the engine; or...

[0040] The end of the rotating shaft away from the first rotor is integrally formed with the output crankshaft of the engine.

[0041] This configuration facilitates the connection between the rotating shaft and the engine's output crankshaft.

[0042] In some possible implementations, the drive assembly includes a motor housing, within which both the first rotor and the second rotor are disposed.

[0043] This design reduces the size of the motor housing and minimizes space usage.

[0044] In some possible implementations, the motor housing includes a housing and a cover plate, one end of the housing being open, and the cover plate being connected to the housing and closing the open.

[0045] This setup facilitates assembly, inspection, and maintenance.

[0046] In some possible implementations, the drive assembly further includes an electric drive controller and a reduction gear, the electric drive controller being connected to the motor housing and / or the reduction gear, and the electric drive controller being disposed above the reduction gear.

[0047] This configuration improves the overall integration of the drivetrain.

[0048] In some possible implementations, both the first motor assembly and the second motor assembly include a stator located between the first rotor and the second rotor.

[0049] A second aspect of this disclosure also provides a vehicle including the aforementioned drive assembly.

[0050] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0051] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0052] Figure 1 This is a schematic diagram of the drive assembly according to one embodiment of the present disclosure.

[0053] Figure 2 This is a schematic diagram of the drive assembly from another perspective of one embodiment of the present disclosure.

[0054] Figure 3 This is a schematic diagram of the structure of a connector according to another embodiment of this disclosure.

[0055] Figure 4 This is a schematic diagram of a structure in which the rotating shaft and the output crankshaft are integrally formed, according to another embodiment of this disclosure.

[0056] Explanation of reference numerals in the attached figures

[0057] 1. First rotor; 13. Connecting part; 14. Mounting slot;

[0058] 2. Second rotor; 211. Rotor body; 212. First bushing; 23. Through hole; 24. First support bearing; 25. Annular protrusion;

[0059] 3. Stator; 31. Part 1; 32. Part 2;

[0060] 4. Second support bearing;

[0061] 5. Shaft;

[0062] 6. Reduction mechanism; 61. Second bushing; 62. First reduction gear; 63. Second drive shaft; 64. Second reduction gear; 65. Housing; 66. Third support bearing; 67. Fourth support bearing; 68. Third reduction gear; 69. Connecting housing.

[0063] 7. Connecting parts; 71. Connecting disc; 72. Fasteners; 73. Output crankshaft;

[0064] 8. Motor housing; 81. Housing; 82. Cover plate;

[0065] 9. Electric drive controller; 91. Differential. Detailed Implementation

[0066] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0067] In this disclosure, unless otherwise stated, directional terms such as "up," "down," "left," "right," "front," and "rear" are generally defined in the context of vehicle use, and "inner" and "outer" refer to the inner and outer parts of the relevant components. Furthermore, terms such as "first" and "second" are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0068] In the description of this disclosure, it should also be noted that, unless otherwise expressly specified and limited, the terms "setup" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can be a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this disclosure according to the specific circumstances.

[0069] With the development of new energy vehicles, the drive system will involve the integration of multiple motors, resulting in an increasing number of components involved in the drive system. Optimizing these components is therefore crucial.

[0070] In related technologies, the rotors of multiple motors in the drive assembly require separate support structures to ensure normal rotation, resulting in a large number of structural components and higher costs. Furthermore, the increased number of structural components also increases the overall size of the drive assembly, occupying more space and potentially affecting the arrangement of adjacent devices. For example, depending on the specific requirements, some drive assemblies may employ a dual-motor structure. These dual motors are often arranged in parallel, requiring separate support structures for their rotors, which is both costly and space-consuming.

[0071] Therefore, such as Figures 1-4 As shown, one aspect of this disclosure provides a drive assembly including a first motor assembly, a second motor assembly, a first support bearing 24, and a reduction mechanism 6.

[0072] The first motor assembly includes a first rotor 1. The second motor assembly includes a second rotor 2.

[0073] The first rotor 1 and the second rotor 2 are coaxially arranged, with the first rotor 1 located at least partially at one end of the second rotor 2. It is understood that the first rotor 1 and the second rotor 2 are arranged adjacent to each other along their axial directions.

[0074] The first support bearing 24 is located between the first rotor 1 and the second rotor 2. Both the first rotor 1 and the second rotor 2 are connected to the first support bearing 24, and the first support bearing 24 supports the first rotor 1 and the second rotor 2 to rotate relative to each other.

[0075] The speed reduction mechanism 6 is located at the end of the second rotor 2 away from the first rotor 1.

[0076] In the above technical solution, a first support bearing 24 is set between the first rotor 1 and the second rotor 2. Since the first rotor 1 and the second rotor 2 are coaxially arranged, the first support bearing 24 is also coaxially arranged with the first rotor 1 and the second rotor 2. Both the first rotor 1 and the second rotor 2 are connected to the first support bearing 24 and receive supporting force. Therefore, a single first support bearing 24 can simultaneously support the first rotor 1 and the second rotor 2, ensuring their separate rotation. This reduces the number of support structures required, lowering costs. Furthermore, reducing the number of support structures allows for a smaller overall drive assembly size, reducing the space occupied. By placing the first support bearing 24 on the side of the first rotor 1 facing the second rotor 2, the mounting groove 14 and the first support bearing 24 can be partially fitted into the second rotor 2. In other words, the mounting groove 14 and the first support bearing 24 can partially extend into the second rotor 2, thereby reducing the distance between the first rotor 1 and the second rotor 2 and improving layout compactness. Additionally, the first support bearing 24 simultaneously supports the rotation of both the first rotor 1 and the second rotor 2, reducing one support structure, decreasing axial dimensions, and further improving layout compactness.

[0077] Optionally, in one embodiment of this disclosure, the first rotor 1 is connected to the outer ring wall of the first support bearing 24 to ensure the rotation of the first rotor 1, and the inner ring wall of the first support bearing 24 is connected to the second rotor 2 to ensure the rotation of the second rotor 2. Thus, the rotation of the first rotor 1 and the second rotor 2 is not affected by mutual interference.

[0078] Optionally, in one embodiment of this disclosure, a mounting groove 14 is provided on the side of the first rotor 1 facing the second rotor 2, a connecting hole is provided at the bottom of the mounting groove 14, and a first support bearing 24 is provided in the mounting groove 14.

[0079] The mounting groove 14 is used to accommodate the first support bearing 24. The outer ring wall of the first support bearing 24 is connected to the groove wall of the mounting groove 14, forming a connection and transmitting support force. Thus, the first support bearing 24 can support the first rotor 1 to ensure its rotation. In some examples, the mounting groove 14 may be recessed at the axial center of one side of the first rotor 1. In other examples, a protrusion may be formed first at the axial center of one side of the first rotor 1, and the mounting groove 14 is then recessed into the protrusion.

[0080] Optionally, in one embodiment of this disclosure, the inner diameter of the first rotor 1 is larger than the outer diameter of the second rotor 2, and the first rotor 1 is fitted onto the second rotor 2, so that the first rotor 1 and the second rotor 2 are nested. The first rotor 1 and the second rotor 2 are arranged in a nested configuration and are coaxial. Therefore, the first rotor 1 and the second rotor 2 are not arranged in a parallel axial configuration, which reduces the radial space occupied, i.e., the front and rear space of the vehicle, facilitating the arrangement of other vehicle components and ensuring vehicle collision safety.

[0081] Optionally, in one embodiment of this disclosure, the drive assembly further includes a stator 3, which is configured as an annular structure. The inner diameter of the first rotor 1 is larger than the outer diameter of the stator 3. The first rotor 1 is sleeved on the stator 3 and is coaxially arranged with the stator 3. The inner diameter of the stator 3 is larger than the outer diameter of the second rotor 2. The stator 3 is sleeved on the second rotor 2 and is coaxially arranged with the stator 3.

[0082] In this arrangement, the first rotor 1 is fitted with a part of the stator 3, and the second rotor 2 is fitted with another part of the stator 3. It can be understood that the first rotor 1 is fitted onto the stator 3, and the stator 3 is fitted onto the first rotor 1. Thus, the first rotor 1, the stator 3, and the second rotor 2 are arranged in a nested manner, and the first rotor 1, the stator 3, and the second rotor 2 are arranged coaxially.

[0083] In the above technical solution, the first rotor 1 and the second rotor 2 share a stator 3, and the first rotor 1 and the second rotor 2 can cooperate with the stator 3 respectively to realize their respective functions. This reduces the stator 3 structure, thereby saving space for the reduced stator 3 structure. In addition, it also reduces the design of the support structure for the stator 3 structure, thereby greatly reducing the size of the drive assembly, reducing space occupation, improving space utilization, and reducing weight to meet the requirements of lightweighting.

[0084] Optionally, in one embodiment of this disclosure, the stator 3 includes a first portion 31 and a second portion 32, which are integrally formed. The first portion 31 protrudes from the second portion 32 in the radial direction of the stator 3. The first rotor 1 cooperates with the first portion 31 for power generation, and the second rotor 2 cooperates with the second portion 32 for outputting kinetic energy or power generation.

[0085] It is understandable that the stator 3 is a single, integral structure, divided into two parts: the first part 31 and the second part 32. These parts can respectively engage with the first rotor 1 and the second rotor 2. There is no structural separation between the first part 31 and the second part 32; they are a single unit. It should be noted that the stator 3 includes a stator core and stator windings. The stator core is a single unit, while there are two stator windings, each independently wound on the stator core. One stator winding engages with the first rotor 1, and the other engages with the second rotor 2. By protruding the first part 31 radially beyond the second part 32, the first part 31 can be positioned closer to the first rotor 1. This is because the first rotor 1 is mounted on the stator 3, allowing the first part 31 to better engage with it. The first rotor 1 and the first part 31 are mainly used for power generation, while the second rotor 2 and the second part 32 work together to output kinetic energy. When the vehicle is coasting, kinetic energy can be recovered and power can be generated through the cooperation of the second rotor 2 and the second part 32.

[0086] Optionally, both the first part 31 and the second part 32 can be annular. The first part 31 can be sleeved on the outer wall of the second part 32, so that the first part 31 protrudes from the second part 32 in the radial direction of the stator 3, and the second part 32 is sleeved on the second rotor 2, thereby facilitating the cooperation between the second part 32 and the second rotor 2.

[0087] The first part 31 and the first rotor 1 work together to generate electricity. Combined with the engine and shaft 5, it can achieve range-extended power generation, which can be used in range-extended vehicles. The first rotor 1 is mounted on the stator 3, thus it is an outer rotor. Its high-efficiency speed range closely matches the engine's high-efficiency speed range, resulting in high energy conversion efficiency and low fuel consumption for power generation. This facilitates power generation while reducing engine output torque fluctuations, resulting in smoother power transmission, improved comfort, and enhanced NVH performance. In some examples, the first rotor 1 is configured as an integrated rotor bracket with surface-mounted magnets. The stator 3 is mounted on the second rotor 2, thus it is an inner rotor. The inner rotor can easily cooperate with the reduction mechanism 6 to achieve kinetic energy transmission. It can be connected, reducing the need for transmission mechanisms such as planetary gear sets.

[0088] Optionally, in one embodiment of this disclosure, the length of the first part 31 is less than the length of the second part 32 in the axial direction of the stator 3. This arrangement reduces the space occupied by the first part 31, resulting in a smaller size of the corresponding first rotor 1 in the axial direction of the stator 3, thus requiring less space. This allows for the arrangement of other structures, such as an electric drive controller 9, on the side of the second part 32 of the stator 3, further improving layout compactness, reducing size, and avoiding excessive space occupation.

[0089] Of course, in other embodiments, the length of the first portion 31 may be equal to the length of the second portion 32 along the axial direction of the stator 3. Alternatively, the length of the first portion 31 may be greater than the length of the second portion 32. The arrangement can be adjusted according to different requirements, and no further restrictions are imposed here.

[0090] Optionally, in one embodiment of this disclosure, the drive assembly further includes a rotating shaft 5 and an engine, and the second rotor 2 is provided with a through hole 23 extending along the axial direction of the second rotor 2, and the through hole 23 is coaxially arranged with the second rotor 2.

[0091] One end of the rotating shaft 5 passes through the through hole 23 and is connected to the first rotor 1. Kinetic energy can be transmitted between the rotating shaft 5 and the first rotor 1. The second rotor 2 is loosely fitted onto the rotating shaft 5 so that there is a gap between the second rotor 2 and the rotating shaft 5. The rotating shaft 5 and the second rotor 2 are coaxially arranged. The rotating shaft 5 passes through the first support bearing 24 and is connected to the first rotor 1. The rotating shaft 5 is connected to the output crankshaft of the engine.

[0092] The second rotor 2 being loosely fitted onto the shaft 5 means that the rotation of the second rotor 2 and the shaft 5 is relatively independent; there is no transmission between them, and they do not interfere with each other. The second rotor 2 can rotate relative to the shaft 5. The shaft 5 passing loosely through the first support bearing 24 means that there is no contact between the shaft 5 and the first support bearing 24; a gap exists between them, and there is no contact connection. Therefore, the rotation of the shaft 5 is independent of the first support bearing 24, which primarily provides support for the rotation of the first rotor 1.

[0093] By providing a through hole 23 on the second rotor 2, allowing the rotating shaft 5 to pass through, and connecting the rotating shaft 5 to the first rotor 1, kinetic energy can be transferred between the rotating shaft 5 and the first rotor 1. This allows the rotational energy between the first rotor 1 and the rotating shaft 5 to be transmitted. Thus, the first rotor 1 and the second rotor 2 are arranged side-by-side along the axis of the second rotor 2. The rotating shaft 5 ensures the kinetic energy transfer of the first rotor 1, preventing any failure to transfer kinetic energy, while the second rotor 2 can transfer kinetic energy normally. Furthermore, the coaxial design of the empty sleeve between the second rotor 2 and the rotating shaft 5 ensures that their relative rotations do not interfere with each other, allowing them to produce their respective functions. It should be noted that the combination of the engine, the first rotor, and the stator can serve as a range extender in range-extended electric vehicles, where the engine does not directly drive the wheels but is used to generate electricity.

[0094] Optionally, in one embodiment of this disclosure, the shaft of the first rotor 1 is provided with a connecting part 13, which is connected to the rotating shaft 5. The connecting part 13 facilitates the connection between the first rotor 1 and the rotating shaft 5, enabling the first rotor 1 and the rotating shaft 5 to move synchronously and achieve kinetic energy transfer.

[0095] Optionally, in some examples, the connecting part 13 is configured as a connecting hole opened along the axial direction of the first rotor 1, and the rotating shaft 5 extends into the connecting hole and connects with the hole wall. By opening a connecting hole on the first rotor 1, machining is convenient, and it also facilitates the insertion and mating of the rotating shaft 5 with the connecting hole to achieve connection, making assembly very convenient. It is understood that the connecting hole is located at the axial center of the first rotor 1. The hole wall of the connecting hole and the outer wall of the rotating shaft 5 can be interference-fitted, or they can be mated via splines, enabling synchronous movement to achieve kinetic energy transfer.

[0096] The connecting hole is a through hole 23 opened at the bottom of the mounting groove 14, which passes through the first rotor 1 along the axis of the first rotor 1. Thus, after the rotating shaft 5 passes through the first support bearing 24, it can extend into and pass through the connecting hole.

[0097] Alternatively, in other examples, the connecting part 13 can be a flange, and correspondingly, the rotating shaft 5 can also be provided with a flange pair. The connection can be achieved by the cooperation of the flange and the flange pair.

[0098] Optionally, in one embodiment of this disclosure, the drive assembly further includes a motor housing 8, with the rotating shaft 5 passing through a connecting hole and fitted with a second support bearing 4, the second support bearing 4 being connected to the motor housing 8. The second support bearing 4 provides support to one end of the rotating shaft 5, ensuring the state and rotatable configuration of the rotating shaft 5.

[0099] The connecting hole is a through hole, through which one end of the rotating shaft 5 passes, that is, through the first rotor 1, and then connects to the second support bearing 4, which is sleeved on one end of the rotating shaft 5. It can be understood that the rotating shaft 5 can rotate under the action of the second support bearing 4, and is simultaneously supported.

[0100] The motor housing 8 is used to mount and fix the second support bearing 4, thereby the supporting force of the shaft 5 is generated by the motor housing 8 through the second support bearing 4. In some examples, the second support bearing 4 is located on the inner wall of the motor housing 8.

[0101] Optionally, in one embodiment of this disclosure, the second rotor 2 includes a rotor body 211 and a first bushing 212. The rotor body 211 is fixedly sleeved on the first bushing 212. The rotor body 211 and the first bushing 212 are coaxially arranged so that the rotor body 211 and the first bushing 212 rotate coaxially. The first bushing 212 is provided with a through hole 23.

[0102] The rotor body 211 is hollow, allowing the first bushing 212 to be embedded within it. The rotor body 211 and the first bushing 212 move synchronously, together forming the second rotor 2. The first bushing 212 is also hollow, with a through hole 23 extending along its axis to allow the rotating shaft 5 to pass through. This allows the first bushing 212 to rest loosely on the rotating shaft 5 without any connection, preventing interference with their rotation. The spacing provided by the first bushing 212 prevents damage to the rotor body 211 during assembly when the rotating shaft 5 passes through it, facilitating assembly and improving efficiency.

[0103] Alternatively, in another embodiment of this disclosure, the second rotor 2 includes a rotor body 211, and a through hole 23 is provided in the rotor body 211. The through hole 23 extends along the axis of the rotor body 211 so that the rotating shaft 5 can pass through.

[0104] Optionally, in one embodiment of this disclosure, the first bushing 212 is provided with an annular protrusion 25 at one end facing the first rotor 1. The annular protrusion 25 extends along the axial direction of the rotor body 211. The annular protrusion 25 is connected to the first support bearing 24, and the first support bearing 24 is sleeved on the annular protrusion 25.

[0105] The annular protrusion 25 extends from one end of the first bushing 212. Therefore, the annular protrusion 25 and the first bushing 212 are integrally formed and coaxially arranged. The annular protrusion 25 is mainly used to cooperate with the first support bearing 24. It can be understood that the annular protrusion 25 is inserted into the first support bearing 24, and the outer ring wall of the annular protrusion 25 is press-fitted with the inner ring wall of the first support bearing 24, connecting them together. Thus, under the action of the first support bearing 24, the rotation of the first bushing 212 is ensured, while the bushing is loosely fitted on the rotating shaft 5 without contacting it. Furthermore, the rotor body 211 can also rotate smoothly under the action of the first support bearing 24.

[0106] Optionally, in one embodiment of this disclosure, the drive assembly further includes a reduction mechanism 6. Along the axial direction of the rotor body 211, one end of the first bushing 212, facing away from the first rotor 1, protrudes from the rotor body 211 and is connected to the reduction mechanism 6. By having one end of the first bushing 212 protrude from the rotor body 211, the first bushing 212 can serve as the output end of the rotor body 211. Because the first bushing 212 rotates coaxially with the rotor body 211, it can transmit kinetic energy to the reduction mechanism 6. The reduction mechanism 6 then adjusts the output to achieve kinetic energy output.

[0107] Optionally, in one embodiment of this disclosure, the deceleration mechanism 6 includes a second bushing 61, which is loosely fitted onto the rotating shaft 5. The second bushing 61 is coaxially arranged with the rotating shaft 5, and one end of the second bushing 61 is connected to the first bushing 212 and configured to transmit kinetic energy.

[0108] The design of the second bushing 61 allows the rotating shaft 5 to pass through the reduction mechanism 6 without obstruction. Essentially, the second bushing 61 is fitted entirely onto the rotating shaft 5, with a gap between them. This design ensures that the rotation of the rotating shaft 5 and the reduction mechanism 6 do not interfere with each other, allowing for independent movement and avoiding increased dimensions while reducing space requirements.

[0109] In this design, one end of the second bushing 61 is connected to the first bushing 212, allowing the kinetic energy of the rotor body 211 to be transferred from the first bushing 212 to the second bushing 61 and then output to the outside, thus facilitating kinetic energy output. In some examples, the end of the first bushing 212 near the second bushing 61 is provided with a connecting groove, into which the second bushing 61 extends and is splined, enabling the first bushing 212 and the second bushing 61 to rotate coaxially and synchronously. In other examples, the first bushing 212 and the second bushing 61 can also be connected by other methods, such as through a flange.

[0110] Optionally, in one embodiment of this disclosure, the reduction mechanism 6 further includes a first reduction gear 62, a second transmission shaft 63, a second reduction gear 64, and a third reduction gear 68. The first reduction gear 62 is fixedly sleeved on the second bushing 61, the second transmission shaft 63 is parallel to the second bushing 61, the second reduction gear 64 and the third reduction gear 68 are fixedly sleeved on the second transmission shaft 63, the first reduction gear 62 meshes with the second reduction gear 64, and the third reduction gear 68 is used to output kinetic energy.

[0111] In this configuration, the first reduction gear 62 rotates synchronously with the second bushing 61, and the second reduction gear 64, third reduction gear 68, and second drive shaft 63 also rotate synchronously. Through the meshing of the first reduction gear 62 and the second reduction gear 64, the kinetic energy of the second bushing 61 is transferred to the second drive shaft 63, achieving kinetic energy transfer and output. The different diameters and gear ratios of the first reduction gear 62, second reduction gear 64, and third reduction gear 68 allow for speed adjustment, thus achieving kinetic energy output. In some examples, the second drive shaft 63 is located below the second bushing 61, which facilitates cooperation with the vehicle's half-shafts, simplifying the arrangement of the half-shafts and reducing space occupation.

[0112] Optionally, in one embodiment of this disclosure, the deceleration mechanism 6 further includes a housing 65, a third support bearing 66, and a fourth support bearing 67. The third support bearing 66 and the fourth support bearing 67 are respectively sleeved on both ends of the second bushing 61. The third support bearing 66 and the fourth support bearing 67 are connected to the housing 65. The third support bearing 66 and the fourth support bearing 67 are used to support the second bushing 61 so that the second bushing 61 remains loosely fitted on the rotating shaft 5.

[0113] The outer casing 65 protects the second bushing 61, the second drive shaft 63, the first reduction gear 62, the second reduction gear 64, and the third reduction gear 68. Specifically, the second bushing 61, the second drive shaft 63, the first reduction gear 62, the second reduction gear 64, and the third reduction gear 68 are housed within the outer casing 65, with a portion of the second bushing 61 extending beyond the outer casing 65 to connect with the first bushing 212. One end of the outer casing 65 is connected to the motor housing 8, and the other end can be connected to the engine. In some examples, the outer casing 65 includes a connecting shell 69, which can be directly connected to the engine housing; the two can be joined together to form a complete structure.

[0114] The third support bearing 66 and the fourth support bearing 67 support both ends of the second bushing 61, ensuring both rotation of the second bushing 61 and its free mounting on the rotating shaft 5 without interference. This also facilitates the connection between the second bushing 61 and the first bushing 212. Due to this connection, the third support bearing 66 also supports the second support bearing 4, ensuring the overall stability of the first bushing 212 and the second bushing 61. The third support bearing 66 and the fourth support bearing 67 are connected to the outer casing 65, providing support, with the outer casing 65 serving as the overall support point. It should be noted that the first support bearing 24, the second support bearing 4, the third support bearing 66, and the fourth support bearing 67 can all be double-row angular contact ball bearings. Double-row angular contact ball bearings can withstand radial and axial forces during operation, resulting in smoother operation.

[0115] With the development of new energy vehicles, for scenarios requiring ultra-long driving range, the engine can work with the motor to generate electricity, thereby achieving range-extended power generation and improving driving range. However, the requirements for the arrangement and structural design of the engine and motor are becoming increasingly stringent, needing to meet requirements in terms of space, weight, and efficiency, necessitating lightweighting and integration. Currently, in most drive assemblies, the engine and drive motor are arranged in parallel, resulting in a large space occupation and affecting the layout. Optionally, in one embodiment of this disclosure, the drive assembly further includes an engine and a reduction mechanism 6. The engine and the second rotor 2 are arranged opposite each other along the axial direction of the second rotor 2, and the reduction mechanism 6 is disposed between the engine and the second rotor 2. The rotating shaft 5 is connected to the engine, and the engine can drive the rotating shaft 5 to rotate.

[0116] By arranging the engine on the axis of the rotating shaft 5, the first rotor 1, the second rotor 2, the reduction mechanism 6, and the engine are all on the same axis, thereby reducing the space occupied in the front-rear direction of the vehicle. Furthermore, by allowing the reduction mechanism 6 and the second rotor 2 to pass through the rotating shaft 5, the increase in axial dimensions can be avoided, preventing excessive space occupation. In addition, arranging the second rotor 2 and the reduction mechanism 6 adjacently allows the first bushing 212 of the second rotor 2 to be directly connected to the second bushing 61 of the reduction mechanism 6, enabling kinetic energy transfer. The first rotor 1 is then positioned on the side of the second rotor 2 furthest from the reduction mechanism 6, and the engine is positioned on the side of the reduction mechanism 6 furthest from the second rotor 2. The engine and the first rotor 1 can be connected via the rotating shaft 5 to achieve kinetic energy transfer without affecting the mutual kinetic energy transfer. Moreover, arranging the reduction mechanism 6 between the second rotor 2 and the engine facilitates the arrangement of the vehicle's half-shafts, adapting to the reduction mechanism 6 and improving the overall rationality of the vehicle's layout.

[0117] To avoid excessive transmission losses between the engine and the electric motor, which would lead to low oil-to-electricity conversion efficiency, optionally, in one embodiment of this disclosure, the drive assembly further includes an engine, with the end of the rotating shaft 5 furthest from the first rotor 1 connected to the engine's output crankshaft 73. Connecting the rotating shaft 5 to the engine's output crankshaft 73 directly transmits kinetic energy, reducing transmission losses and improving oil-to-electricity conversion efficiency. It is understood that the engine's output crankshaft 73 and the rotating shaft 5 are coaxial and rotate synchronously, and the rotating shaft 5 drives the first rotor 1 to rotate, which generates electricity. The connection between the end of the rotating shaft 5 furthest from the first rotor 1 and the engine's output crankshaft 73 can be a direct connection or an indirect connection.

[0118] It should be noted that direct connection means that there is no need for speed-increasing gears or other structures to speed up and reduce torque between the shaft 5 and the engine's output crankshaft 73. Furthermore, direct connection between the shaft 5 and the engine's output crankshaft 73 reduces the number of structures, simplifies the assembly process, and lowers the risk of failure. Additionally, by eliminating the need for a flywheel or torsional damper, vibration and noise are reduced, NVH performance is improved, and driving comfort is ensured.

[0119] Optionally, in one embodiment of this disclosure, a connector 7 is provided at the end of the rotating shaft 5 away from the first rotor 1. The connector 7 includes a connecting plate 71 and a fastener 72. The fastener 72 is connected to the connecting plate 71 and is connected to the output crankshaft 73 of the engine.

[0120] The connecting plate 71 is used to contact one end of the output crankshaft 73, and then the connecting plate 71 and one end of the output crankshaft 73 are fastened together by the fastener 72, thereby achieving a direct connection. The output crankshaft 73 drives the rotating shaft 5 to rotate. In some examples, bolt holes may be provided at one end of the connecting plate 71 and the output crankshaft 73, and the fastener 72 may be a bolt. The bolt passes through the bolt hole to connect the connecting plate 71 and one end of the output crankshaft 73.

[0121] Alternatively, in another embodiment of this disclosure, a connector 7 is provided at the end of the shaft 5 away from the first rotor 1. The connector 7 includes a torsional damper or a dual-mass flywheel, which is connected to the output crankshaft 73 of the engine.

[0122] Splines are provided at both ends of the rotating shaft 5. One end of the rotating shaft 5 is connected to a torsional damper or a dual-mass flywheel via the splines. The torsional damper or dual-mass flywheel is connected to the output crankshaft 73. This allows kinetic energy to be transferred from the engine's output crankshaft 73 to the rotating shaft 5 without the need for a speed-increasing mechanism, thus reducing the number of structures.

[0123] Alternatively, in another embodiment of this disclosure, the end of the rotating shaft 5 away from the first rotor 1 is integrally formed with the engine's output crankshaft 73. The rotating shaft 5 and the engine's output crankshaft 73 form a single integral structure, enabling direct kinetic energy transmission without the need for intermediate structures.

[0124] Optionally, in one embodiment of this disclosure, the drive assembly includes a motor housing 8, and the stator 3, the first rotor 1, and the second rotor 2 are all disposed within the motor housing 8.

[0125] The motor housing 8 has a single chamber housing the stator 3, the first rotor 1, and the second rotor 2. This reduces the complexity of the motor housing 8's structure, further reducing its size and space requirements. The first support bearing 24 and the second support bearing 4 are also located within the chamber. Furthermore, the single-chamber design reduces the amount of cooling oil required, improving efficiency and lowering cost and volume.

[0126] Optionally, in one embodiment of this disclosure, the motor housing 8 includes a housing 81 and a cover plate 82. One end of the housing 81 is set as an open opening, and the cover plate 82 is connected to the housing 81 and closes the open opening. The stator 3 is connected to the inner wall of the housing 81.

[0127] The end of the housing 81 facing away from the reduction gear 6 is set as an open opening, which allows for the assembly, inspection and maintenance of the stator 3, the first rotor 1 and the second rotor 2. The cover plate 82 is connected to the housing 81 by bolts, and the cover plate 82 can close the open opening, thereby covering the stator 3, the first rotor 1 and the second rotor 2.

[0128] Optionally, in one embodiment of this disclosure, the drive assembly further includes an electric drive controller 9, which is connected to the motor housing 8 and / or the reduction mechanism 6, and is disposed above the reduction mechanism 6. Integrating the electric drive controller 9 with the motor housing 8 improves the overall integration of the drive assembly. In some examples, a cover may be provided on the motor housing 8, with a gap between the cover and the motor housing 8, and the electric drive controller 9 is disposed within the gap. In other examples, the electric drive controller 9 may be directly connected to the surface of the motor housing 8. In still other examples, the electric drive controller 9 may be bolted to the motor housing 8.

[0129] Optionally, in one embodiment of this disclosure, the drive assembly further includes a differential 91, which is connected to the reduction mechanism 6 and located below the reduction mechanism 6. The input end of the differential 91 is drive-connected to the output end of the reduction mechanism 6. The differential 91 is used to connect to the vehicle's half-shaft. The rotating shaft 5 is arranged horizontally, and the axes of the first rotor 1 and the second rotor 2 are also parallel to the horizontal plane. Thus, the second rotor 2, the reduction mechanism 6, the differential 91, the engine, and the electric drive controller 9 together form a T-shaped structure.

[0130] A second aspect of this disclosure also provides a vehicle including the aforementioned drive assembly.

[0131] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0132] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0133] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A drive assembly, characterized in that, include: A first motor assembly, the first motor assembly including a first rotor; A second motor assembly, the second motor assembly including a second rotor, the first rotor being coaxially disposed with the second rotor, the first rotor being at least partially located at one end of the second rotor; A first support bearing is located between the first rotor and the second rotor. Both the first rotor and the second rotor are connected to the first support bearing, and the first support bearing supports the relative rotation of the first rotor and the second rotor. A speed reduction mechanism is disposed at the end of the second rotor away from the first rotor.

2. The drive assembly according to claim 1, characterized in that, The first rotor has a mounting groove on the side facing the second rotor, and the first support bearing is disposed in the mounting groove.

3. The drive assembly according to claim 1, characterized in that, The inner diameter of the first rotor is larger than the outer diameter of the second rotor, and the first rotor is sleeved on the second rotor so that the first rotor and the second rotor are nested together.

4. The drive assembly according to claim 1, characterized in that, The drive assembly also includes a shaft and an engine, and the second rotor is provided with a through hole extending along the axial direction of the second rotor, the through hole being coaxially arranged with the second rotor; One end of the rotating shaft passes through the through hole and is connected to the first rotor. Kinetic energy can be transmitted between the rotating shaft and the first rotor. The second rotor is loosely fitted onto the rotating shaft so that there is a gap between the second rotor and the rotating shaft. The rotating shaft and the second rotor are coaxially arranged. The rotating shaft passes through the first support bearing and is connected to the first rotor. The rotating shaft is connected to the output crankshaft of the engine.

5. The drive assembly according to claim 4, characterized in that, The first rotor has a connecting part at its shaft center, and the connecting part is connected to the rotating shaft; The connecting part is configured as a connecting hole opened along the axial direction of the first rotor, and the rotating shaft is connected to the connecting hole.

6. The drive assembly according to claim 5, characterized in that, The drive assembly also includes a motor housing, the shaft passes through the connecting hole and is fitted with a second support bearing, the second support bearing being connected to the motor housing.

7. The drive assembly according to claim 5, characterized in that, The second rotor includes a rotor body and a first bushing. The rotor body is fixedly sleeved on the first bushing. The rotor body and the first bushing are coaxially arranged so that the rotor body and the first bushing can rotate coaxially. The first bushing is provided with the through hole.

8. The drive assembly according to claim 7, characterized in that, The first bushing has an annular protrusion at one end facing the first rotor. The annular protrusion extends along the axial direction of the rotor body and is connected to the first support bearing. The first support bearing is sleeved on the annular protrusion.

9. The drive assembly according to claim 8, characterized in that, The drive assembly further includes a reduction mechanism. In the axial direction of the rotor body, one end of the first bushing opposite to the first rotor protrudes from the rotor body and is connected to the reduction mechanism.

10. The drive assembly according to claim 9, characterized in that, The deceleration mechanism includes a second bushing, which is loosely fitted onto the rotating shaft. The second bushing is coaxially arranged with the rotating shaft, and one end of the second bushing is connected to the first bushing and is configured to transmit kinetic energy. The reduction mechanism further includes a first reduction gear, a second transmission shaft, a second reduction gear, and a third reduction gear. The first reduction gear is fixedly sleeved on the second bushing. The second transmission shaft is parallel to the second bushing. The second reduction gear and the third reduction gear are fixedly sleeved on the second transmission shaft. The first reduction gear meshes with the second reduction gear, and the third reduction gear is used to output kinetic energy.

11. The drive assembly according to claim 10, characterized in that, The deceleration mechanism further includes a housing, a third support bearing, and a fourth support bearing. The third support bearing and the fourth support bearing are respectively sleeved on both ends of the second bushing. The third support bearing and the fourth support bearing are connected to the housing. The third support bearing and the fourth support bearing are used to support the second bushing so that the second bushing remains loosely fitted on the rotating shaft.

12. The drive assembly according to claim 1, characterized in that, The drive assembly further includes an engine and a reduction mechanism. The engine is disposed opposite to the second rotor in the axial direction of the second rotor, and the reduction mechanism is disposed between the engine and the second rotor.

13. The drive assembly according to claim 12, characterized in that, The drive assembly also includes a differential, which is connected to the reduction mechanism and located below the reduction mechanism. The input end of the differential is drively connected to the output end of the reduction mechanism.

14. The drive assembly according to claim 4, characterized in that, The drive assembly also includes an engine, and the end of the shaft away from the first rotor is connected to the output crankshaft of the engine.

15. The drive assembly according to claim 14, characterized in that, A connecting member is provided at the end of the rotating shaft away from the first rotor. The connecting member includes a connecting disc and a fastener. The fastener is connected to the connecting disc and to the output crankshaft of the engine; or... A connecting member is provided at the end of the rotating shaft away from the first rotor. The connecting member includes a torsional damper or a dual-mass flywheel, and the torsional damper or the dual-mass flywheel is connected to the output crankshaft of the engine; or... The end of the rotating shaft away from the first rotor is integrally formed with the output crankshaft of the engine.

16. The drive assembly according to claim 1, characterized in that, The drive assembly includes a motor housing, and both the first rotor and the second rotor are disposed within the motor housing.

17. The drive assembly according to claim 16, characterized in that, The motor housing includes a housing and a cover plate. One end of the housing is set as an opening, and the cover plate is connected to the housing and closes the opening.

18. The drive assembly according to claim 16, characterized in that, The drive assembly further includes an electric drive controller and a reduction gear mechanism. The electric drive controller is connected to the motor housing and / or the reduction gear mechanism, and the electric drive controller is disposed above the reduction gear mechanism.

19. The drive assembly according to any one of claims 1-18, characterized in that, Both the first motor assembly and the second motor assembly include a stator located between the first rotor and the second rotor.

20. A vehicle, characterized in that, Includes the drive assembly as described in any one of claims 1-19.

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