Drive assembly and vehicle

Abstract

The present disclosure relates to a drive assembly and a vehicle, the drive assembly comprising a first motor assembly, a second motor assembly and a motor housing, the motor housing being provided with a first cavity and a second cavity, the first motor assembly being arranged in the first cavity, the second motor assembly being arranged in the second cavity, and the first motor assembly being sleeved on the second motor assembly. The drive assembly is provided with the first cavity and the second cavity for respectively accommodating the first motor assembly and the second motor assembly, the first motor assembly and the second motor assembly can respectively operate without interference between each other, ensuring the normal operation of the respective functions of the two, and at the same time, the first motor assembly can be sleeved on the second motor assembly, the first motor assembly and the second motor assembly are arranged in a nested manner, the size increase can be avoided, the excessive space occupation can be reduced, and the space arrangement requirement can be met.

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, when multiple motor components of a drive assembly are nested, they are often housed in a single chamber. When these multiple motor components operate independently, they may interfere with each other, affecting the realization of their functions. 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: A first motor assembly, the first motor assembly including a first rotor and a first stator; The second motor assembly includes a second rotor and a second stator; A motor housing, wherein the motor housing is provided with a first chamber and a second chamber; The first motor assembly is disposed in the first chamber, the second motor assembly is disposed in the second chamber, the inner diameter of the first stator is larger than the outer diameter of the second stator, the first stator is sleeved on at least part of the second stator, the first rotor is sleeved on the first stator, the second stator is sleeved on the second rotor, the first rotor is the outer rotor, and the second rotor is the inner rotor.

[0005] The above technical solution, through the provision of a first chamber and a second chamber, respectively houses the first motor assembly and the second motor assembly, thereby isolating them from each other. This allows the first and second motor assemblies to operate independently without interference, ensuring their respective functions operate normally. Simultaneously, the first motor assembly is nested within the second motor assembly, creating a nested arrangement that avoids excessive size increases and reduces space occupation, thus meeting spatial arrangement requirements.

[0006] In some possible implementations, the drive assembly further includes a shaft, the second rotor having a through hole extending along the axial direction of the second rotor, the through hole being coaxially disposed with the second rotor, one end of the shaft passing through the through hole and connected to the first rotor, the shaft being capable of transmitting kinetic energy with the first rotor, the shaft passing through the second rotor to provide a gap between the second rotor and the shaft, and the shaft being coaxially disposed with the second rotor.

[0007] With this configuration, a through hole is provided on the second rotor, through which the shaft can pass. After the shaft is connected to the first rotor, kinetic energy can be transferred between the shaft and the first rotor, so that the rotational energy between the first rotor and the shaft can be transmitted. Thus, the first rotor and the second rotor are arranged side by side along the axis of the second rotor. The shaft can ensure the kinetic energy transmission of the first rotor and will not fail to transmit kinetic energy, while the second rotor can transmit kinetic energy normally.

[0008] 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.

[0009] This arrangement allows the shaft to pass freely through the second rotor, preventing mutual interference between the two.

[0010] In some possible implementations, the drive assembly further includes a reduction gear, wherein one end of the first bushing protrudes from the rotor body and is connected to the reduction gear in the axial direction of the rotor body.

[0011] This design integrates the reduction mechanism, increasing its integration level, and in conjunction with the second rotor, enables kinetic energy output.

[0012] In some possible implementations, the motor housing includes a housing and an outer cover, the internal space of the housing is configured as the second chamber, the outer cover is connected to the outer wall of the housing, and the outer cover and a portion of the outer wall of the housing enclose the first chamber, the first stator is connected to the outer wall of the housing, and the second stator is connected to the inner wall of the housing.

[0013] This arrangement facilitates the formation of the first chamber and the second chamber, respectively.

[0014] In some possible implementations, in the axial direction of the rotor body, the end of the first bushing away from the reduction mechanism protrudes from the rotor body and is provided with a second support bearing to support the first bushing loosely fitted onto the rotating shaft.

[0015] This configuration helps to support the first bushing, maintain the stability of the first bearing sleeve on the rotating shaft, and does not affect the rotation of the first bushing.

[0016] In some possible implementations, the first motor assembly includes a first rotor and a first stator, the first stator cooperating with the first rotor, the cooperation of the first stator and the first rotor being capable of generating electricity; The second motor assembly includes a second rotor and a second stator, the second stator cooperating with the second rotor, and the cooperation between the second stator and the second rotor can be used to output kinetic energy or recover braking energy.

[0017] This configuration enables kinetic energy output and facilitates the nesting of the first and second motor components.

[0018] In some possible implementations, the drive assembly further includes a shaft and an engine, the shaft being connected to the first rotor, and one end of the shaft away from the first rotor being connected to the output crankshaft of the engine.

[0019] This configuration reduces transmission losses and improves the efficiency of oil-to-electric conversion.

[0020] In some possible implementations, the shaft of the first rotor is provided with a connecting portion, which 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.

[0021] This configuration facilitates the connection between the first rotor and the shaft.

[0022] In some possible implementations, the first rotor is provided with a protrusion that protrudes along the axial direction of the first rotor. The protrusion is coaxially arranged with the first rotor and the shaft. A first support bearing is provided between the protrusion and the outer cover to support the first rotor and the shaft.

[0023] This configuration helps to support the shaft and the first rotor, ensuring their rotation.

[0024] 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... 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.

[0025] This configuration facilitates connection to the engine's output crankshaft.

[0026] In some possible implementations, the drive assembly further includes an engine, a shaft, and a reduction gear, wherein the engine is disposed opposite to the second motor assembly in the axial direction of the second motor assembly, and the reduction gear is disposed between the engine and the second motor assembly.

[0027] This configuration enables range-extended power generation and also facilitates the arrangement of the vehicle's half-shafts.

[0028] In some possible implementations, the reduction mechanism includes a second bushing that is loosely fitted onto the rotating shaft, the second bushing being coaxially arranged with the rotating shaft, and one end of the second bushing being drively connected to the second motor assembly; 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.

[0029] This configuration reduces the space occupied in the axial direction and ensures that the relative rotation of the reduction mechanism and the shaft does not interfere with each other.

[0030] 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.

[0031] This arrangement ensures that the second bushing is loosely fitted onto the rotating shaft without affecting its rotation.

[0032] In some possible implementations, the drive assembly further includes an electric drive controller, at least a portion of which is connected to the reduction gear and is disposed above the reduction gear.

[0033] This configuration improves integration.

[0034] A second aspect of this disclosure also provides a vehicle including the aforementioned drive assembly.

[0035] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0036] 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: Figure 1 This is a schematic diagram of the drive assembly according to one embodiment of the present disclosure.

[0037] Figure 2 This is a schematic diagram of the connection relationship between the rotating shaft and the first rotor according to one embodiment of the present disclosure.

[0038] Figure 3 This is a structural schematic diagram of the connection relationship between the second rotor and the reduction mechanism according to one embodiment of the present disclosure.

[0039] Figure 4 This is a structural schematic diagram of the connection method between the rotating shaft and the output crankshaft of the engine according to another embodiment of this disclosure.

[0040] Figure 5 This is a schematic diagram of a design in which the rotating shaft and the output crankshaft of the engine are integrated, according to another embodiment of this disclosure.

[0041] Explanation of reference numerals in the attached figures 1. First motor assembly; 11. First rotor; 12. First stator; 13. Connecting part; 14. Protrusion; 15. First support bearing; 2. Second motor assembly; 21. Second rotor; 211. Rotor body; 212. First bushing; 22. Second stator; 23. Through hole; 24. Second support bearing; 3. Shaft; 4. Reduction mechanism; 41. Second bushing; 42. First reduction gear; 43. Second drive shaft; 44. Second reduction gear; 45. Housing; 46. Third support bearing; 47. Fourth support bearing; 48. Third reduction gear; 49. Connecting housing. 51. Connecting component; 511. Connecting disc; 512. Fastener; 52. Output crankshaft; 6. Motor housing; 61. First chamber; 62. Second chamber; 63. Housing; 64. Outer cover; 7. Electric drive controller; 8. Differential. Detailed Implementation

[0042] 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.

[0043] In this disclosure, unless otherwise stated, directional terms such as "up," "down," "left," "right," "front," and "rear" are generally defined in the context of the vehicle's driving state, 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 for distinguishing descriptions and should not be construed as indicating or implying relative importance.

[0044] 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.

[0045] With the development of new energy vehicles, the number of components involved in the drive system is increasing. In the future, to meet different functional requirements, structures with dual motors or even more motors will be designed and arranged.

[0046] In related technologies, when multiple motor components of a drive assembly are nested, they are often housed in a single chamber. When these multiple motor components operate independently, they may interfere with each other, affecting the realization of their functions.

[0047] Therefore, such as Figures 1-5 As shown, one aspect of this disclosure provides a drive assembly including a first motor assembly 1, a second motor assembly 2, and a motor housing 6.

[0048] The motor housing 6 is provided with a first chamber 61 and a second chamber 62.

[0049] The first motor assembly 1 is disposed in the first chamber 61, the second motor assembly 2 is disposed in the second chamber 62, and the first motor assembly 1 is sleeved on the second motor assembly 2.

[0050] The above technical solution, through the provision of a first chamber 61 and a second chamber 62, respectively houses the first motor assembly 1 and the second motor assembly 2, thereby isolating the first motor assembly 1 and the second motor assembly 2 from each other. This allows the first motor assembly 1 and the second motor assembly 2 to operate independently without interference, ensuring their respective functions operate normally. Simultaneously, the first motor assembly 1 is nested within the second motor assembly 2, creating a nested arrangement that avoids excessive size increases, reduces space occupation, and meets spatial arrangement requirements.

[0051] Optionally, in one embodiment of this disclosure, the first motor assembly 1 includes a first rotor 11 and a first stator 12, the first stator 12 cooperating with the first rotor 11, and the cooperation between the first stator 12 and the first rotor 11 is used for power generation.

[0052] Both the first stator 12 and the first rotor 11 are located within the first chamber 61. The first stator 12 and the first rotor 11 work together to generate electricity. When combined with the engine and shaft 3, they can function as a range extender, enabling range-extended power generation, which can be used in range-extended vehicles. The engine does not directly drive the wheels but is used for power generation. Therefore, the first motor assembly 1 can be used as a generator. Located within the first chamber 61, it is isolated from the second motor assembly 2 to prevent interference.

[0053] Optionally, in one embodiment of this disclosure, the second motor assembly 2 includes a second rotor 21 and a second stator 22, the second stator 22 cooperating with the second rotor 21, and the cooperation between the second stator 22 and the second rotor 21 can be used for outputting kinetic energy or recovering braking kinetic energy.

[0054] The second stator 22 and the second rotor 21 are both located in the second chamber 62. The second stator 22 and the second rotor 21 cooperate to output kinetic energy or recover braking kinetic energy. Specifically, the second stator 22 and the second rotor 21 cooperate to achieve kinetic energy output, enabling vehicle propulsion. Thus, the first motor assembly 1 can be used as a generator, and the second motor assembly 2 can be used as a kinetic energy output motor. They produce different functions and are respectively located in the first chamber 61 and the second chamber 62, without interfering with each other.

[0055] Optionally, the inner diameter of the first stator 12 is larger than the outer diameter of the second stator 22, the first stator 12 is sleeved on at least part of the second stator 22, the first rotor 11 is sleeved on the first stator 12, and the second stator 22 is sleeved on the second rotor 21.

[0056] In this arrangement, the first rotor 11 is fitted onto the first stator 12, therefore the inner diameter of the first rotor 11 is larger than that of the first stator 12. The second stator 22 is fitted onto the second rotor 21, therefore the inner diameter of the second stator 22 is larger than that of the second rotor 21. The first motor assembly 1 formed by the first stator 12 and the first rotor 11 is configured as the outer motor assembly, and the second motor assembly 2 formed by the second stator 22 and the second rotor 21 is configured as the inner motor assembly. This allows the first motor assembly 1 and the second motor assembly 2 to be arranged in a nested manner, which can further reduce the overall size of the drive assembly in the axial direction of the first motor assembly 1 or the second motor assembly 2, reduce space occupation, reduce the number of parts, reduce cost and weight, optimize spatial layout, and ensure collision safety.

[0057] The first rotor 11 is an external rotor, whose high-efficiency speed range closely matches the engine's high-efficiency speed range, resulting in high energy conversion efficiency, low fuel consumption for power generation, and thus facilitating power generation. Simultaneously, it reduces engine output torque fluctuations, resulting in smoother power transmission, improved comfort, and enhanced NVH performance. In some examples, the first rotor 11 is configured as an integrated rotor bracket, with surface-mounted magnets mounted on the bracket. Optionally, in one embodiment of this disclosure, the motor housing 6 includes a housing 63 and an outer cover 64. The internal space of the housing 63 is configured as a second chamber 62. The outer cover 64 is connected to the outer wall of the housing 63, and the outer cover 64 and part of the outer wall of the housing 63 enclose a first chamber 61.

[0058] The housing 63 can be a closed, enclosed housing with a hollow interior. The interior space of the housing 63 serves as the second chamber 62, where the second rotor 21 and the second stator 22 can be directly housed. An outer cover 64 can be placed on the outer wall of the housing 63, with a gap between the outer cover 64 and a portion of the outer wall of the housing 63. This gap creates the first chamber 61, where the first rotor 11 and the first stator 12 can be housed. In some examples, one end of the outer cover 64 is open, and the outer cover 64 covers one end of the housing 63 through this opening.

[0059] Optionally, in one embodiment of this disclosure, the first stator 12 is connected to the outer wall of the housing 63, and the second stator 22 is connected to the inner wall of the housing 63. The housing 63 supports the first stator 12 and the second stator 22, such that the first stator 12 cooperates with the first rotor 11, and the second stator 22 cooperates with the second rotor 21. The first stator 12 and the second stator 22 can be fixed by press-fitting or bolt connection.

[0060] Alternatively, in another embodiment of this disclosure, the first stator 12 is connected to the inner wall of the outer cover 64, and the second stator 22 is connected to the inner wall of the housing 63.

[0061] To avoid excessive transmission losses between the engine and the motor, which would lead to low oil-to-electricity conversion efficiency, alternatively, in one embodiment of this disclosure, the drive assembly further includes a rotating shaft 3 and an engine. The rotating shaft 3 is connected to the first rotor 11, and the end of the rotating shaft 3 away from the first rotor 11 is connected to the output crankshaft 52 of the engine. By connecting the rotating shaft 3 to the output crankshaft 52 of the engine, kinetic energy is directly transmitted, reducing transmission losses and improving oil-to-electricity conversion efficiency. It is understood that the engine's output crankshaft 52 and the rotating shaft 3 are coaxial and rotate synchronously, and then the rotating shaft 3 drives the first rotor 11 to rotate, and the rotation of the first rotor 11 generates electricity.

[0062] It should be noted that the rotating shaft 3 can be directly or indirectly connected to the engine's output crankshaft 52. Direct connection means that no speed-increasing gear or other structures are installed between the rotating shaft 3 and the engine's output crankshaft 52 for speed increase and torque reduction. In addition, direct connection between the rotating shaft 3 and the engine's output crankshaft 52 reduces the number of structures after eliminating speed-increasing gears and other structures, thereby reducing the complexity of the assembly process and the risk of failure.

[0063] Optionally, in one embodiment of this disclosure, a connector 51 is provided at the end of the rotating shaft 3 away from the first rotor 11. The connector 51 includes a connecting plate 511 and a fastener 512. The fastener 512 is connected to the connecting plate 511 and is connected to the output crankshaft 52 of the engine.

[0064] The connecting plate 511 is used to contact one end of the output crankshaft 52, and then the connecting plate 511 and one end of the output crankshaft 52 are fastened together by the fastener 512, thereby achieving a direct connection. The output crankshaft 52 drives the rotating shaft 3 to rotate. In some examples, bolt holes may be provided at one end of the connecting plate 511 and the output crankshaft 52, and the fastener 512 may be a bolt. The bolt passes through the bolt hole to connect the connecting plate 511 and one end of the output crankshaft 52.

[0065] Alternatively, in another embodiment of this disclosure, a connector 51 is provided at the end of the shaft 3 away from the first rotor 11. The connector 51 includes a torsional damper or a dual-mass flywheel, which is connected to the output crankshaft 52 of the engine.

[0066] Splines are provided at both ends of the rotating shaft 3. One end of the rotating shaft 3 is connected to a torsional damper or a dual-mass flywheel through the splines. The torsional damper or dual-mass flywheel is connected to the output crankshaft 52. This allows kinetic energy to be transferred from the engine's output crankshaft 52 to the rotating shaft 3 without the need for a speed-increasing mechanism, thus reducing the number of structures.

[0067] Alternatively, in another embodiment of this disclosure, the end of the rotating shaft 3 away from the first rotor 11 is integrally formed with the engine's output crankshaft 52. The rotating shaft 3 and the engine's output crankshaft 52 are a single integral structure, enabling direct kinetic energy transmission without the need for intermediate structures.

[0068] Optionally, in one embodiment of this disclosure, the second rotor 21 is provided with a through hole 23 extending along the axial direction of the second rotor 21, and the through hole 23 is coaxially arranged with the second rotor 21.

[0069] One end of the rotating shaft 3 passes through the through hole 23 and is connected to the first rotor 11. Kinetic energy can be transmitted between the rotating shaft 3 and the first rotor 11. The second rotor 21 is loosely fitted onto the rotating shaft 3 so that there is a gap between the second rotor 21 and the rotating shaft 3. The rotating shaft 3 and the second rotor 21 are coaxially arranged, so that the first rotor 11 and the second rotor 21 are arranged along the axial direction of the second rotor 21, and the axes of the first rotor 11 and the second rotor 21 coincide.

[0070] The second rotor 21 being loosely fitted onto the shaft 3 means that the shaft 3 passes through the second rotor 21. The rotation between the second rotor 21 and the shaft 3 is relatively independent. There is no transmission between them, and they will not interfere with each other. The second rotor 21 can rotate relative to the shaft 3.

[0071] In the above technical solution, by providing a through hole 23 on the second rotor 21, the through hole 23 allows the rotating shaft 3 to pass through. After the rotating shaft 3 is connected to the first rotor 11, the rotating shaft 3 and the first rotor 11 can generate kinetic energy transfer, enabling the rotational energy between the first rotor 11 and the rotating shaft 3 to be transmitted. The rotating shaft 3 can ensure the kinetic energy transfer of the first rotor 11, preventing any situation where kinetic energy cannot be transferred, while the second rotor 21 can transmit kinetic energy normally. In addition, the coaxial design of the empty sleeve between the second rotor 21 and the rotating shaft 3 ensures that the relative rotation of the second rotor 21 and the rotating shaft 3 does not interfere with each other, allowing them to produce corresponding effects. Moreover, the coaxial arrangement of the second rotor 21 and the rotating shaft 3 means that the axes of the first rotor 11 and the second rotor 21 coincide, forming a coaxial arrangement. This means that the first rotor 11 and the second rotor 21 are not arranged in a parallel axial configuration, which can reduce the radial space occupied, that is, the front and rear space of the vehicle, and facilitate the arrangement of other vehicle components.

[0072] Optionally, in one embodiment of this disclosure, a connecting portion 13 is provided at the axis of the first rotor 11, and the connecting portion 13 is connected to the rotating shaft 3. The connecting portion 13 facilitates the connection between the first rotor 11 and the rotating shaft 3, enabling the first rotor 11 and the rotating shaft 3 to move synchronously and realize kinetic energy transfer.

[0073] Optionally, in some examples, the connecting part 13 is configured as a connecting hole opened along the axial direction of the first rotor 11, and the rotating shaft 3 extends into the connecting hole and connects with the hole wall. By opening a connecting hole on the first rotor 11, machining is convenient, and it also facilitates the insertion and mating of the rotating shaft 3 with the connecting port to achieve connection, making assembly very convenient. It is understood that the connecting hole is located at the axial center of the first rotor 11. The hole wall of the connecting hole and the outer wall of the rotating shaft 3 can be interference-fitted or mated via a spline, enabling synchronous movement to achieve kinetic energy transfer.

[0074] Alternatively, in other examples, the connecting part 13 can be a flange, and correspondingly, the rotating shaft 3 can also be provided with a flange pair. The connection can be achieved by the cooperation of the flange and the flange pair.

[0075] Optionally, in one embodiment of this disclosure, the first rotor 11 is provided with a protrusion 14, the protrusion 14 protrudes along the axial direction of the first rotor 11, the protrusion 14 is coaxially arranged with the first rotor 11 and the rotating shaft 3, and a first support bearing 15 is provided between the protrusion 14 and the outer cover 64 to support the first rotor 11 and the rotating shaft 3.

[0076] The protrusion 14 is cylindrical and coaxially arranged with the first rotor 11, located at the axis of the first rotor 11. When the first rotor 11 rotates, the protrusion 14 rotates accordingly. The first support bearing 15 is sleeved on the protrusion 14, ensuring that the rotation of the protrusion 14 is undisturbed. At the same time, the first support bearing 15 provides support for the first rotor 11. The rotating shaft 3 is connected to the first rotor 11 and also provides support for the rotating shaft 3. It can be understood that the protrusion 14 is an outwardly projecting structure of the first rotor 11, mainly used to fit with the first support bearing 15, thereby ensuring the support function of the first support bearing 15 for the first rotor 11 and the rotating shaft 3.

[0077] In some examples, the protrusion 14 is located on the side of the first rotor 11 facing away from the second rotor 21, and the protrusion 14 protrudes in a direction away from the first rotor 11, thereby placing the first support bearing 15 on the side of the first rotor 11 facing away from the second rotor 21. In other examples, the protrusion 14 is located on the side of the first rotor 11 facing the second rotor 21, and the protrusion 14 protrudes in a direction away from the first rotor 11, thereby placing the first support bearing 15 on the side of the first rotor 11 facing the second rotor 21. The connecting hole described above can penetrate the protrusion 14, allowing the rotating shaft 3 to extend into the protrusion 14, thereby increasing the connection area between the rotating shaft 3 and the first rotor 11 and improving the connection strength. Of course, the connecting hole may not penetrate the protrusion 14; it can be configured as needed, and no further restrictions are imposed here.

[0078] Optionally, in one embodiment of this disclosure, the second rotor 21 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 can rotate coaxially. The first bushing 212 is provided with a through hole 23.

[0079] 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 21. The first bushing 212 is also hollow, with a through hole 23 extending along its axis for the shaft 3 to pass through. This allows the first shaft to be loosely fitted onto the shaft 3 without any connection, preventing interference with each other's rotation. The spacing provided by the first bushing 212 prevents damage to the rotor body 211 during assembly when the shaft 3 passes through it, facilitating assembly and improving efficiency.

[0080] Alternatively, in another embodiment of this disclosure, the second rotor 21 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 3 can pass through.

[0081] Optionally, in one embodiment of this disclosure, the drive assembly further includes a reduction mechanism 4. One end of the first bushing 212 protrudes from the rotor body 211 along its axial direction and is connected to the reduction mechanism 4. By having one end of the first bushing 212 protrude from the rotor body 211, the first bushing 212 can serve as the conveying 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 4. The reduction mechanism 4 then adjusts the output to achieve kinetic energy output.

[0082] Optionally, in one embodiment of this disclosure, in the axial direction of the rotor body 211, the end of the first bushing 212 away from the reduction mechanism 4 protrudes from the rotor body 211 and is provided with a second support bearing 24 to support the first bushing 212 loosely fitted onto the rotating shaft 3.

[0083] The second support bearing 24 is located at the end of the first bushing 212 away from the reduction mechanism 4. The second support bearing 24 is sleeved on the first bushing 212, so that the first bushing 212 can rotate under the action of the second support bearing 24 and can be supported at the same time, so that the first bushing 212 and the rotating shaft 3 maintain the empty sleeve relationship and do not interfere with each other.

[0084] 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 layout. Optionally, in one embodiment of this disclosure, the drive assembly further includes an engine and a reduction mechanism 4. Along the axial direction of the second motor assembly 2, the engine and the second motor assembly 2 are arranged opposite to each other, and the reduction mechanism 4 is disposed between the engine and the second motor assembly 2, with the second motor assembly 2 and the reduction mechanism 4 being drively connected. The rotating shaft 3 is connected to the engine, and the engine can drive the rotating shaft 3 to rotate.

[0085] By arranging the engine on the axis of the rotating shaft 3, the first rotor 11, the second rotor 21, the reduction mechanism 4, 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 4 and the second rotor 21 to pass through the rotating shaft 3, the increase in axial dimensions can be avoided, preventing excessive space occupation. In addition, arranging the second rotor 21 and the reduction mechanism 4 adjacently allows the first bushing 212 of the second rotor 21 to be directly connected to the second bushing 41 of the reduction mechanism 4, enabling kinetic energy transfer. The first rotor 11 is then positioned on the side of the second rotor 21 away from the reduction mechanism 4, and the engine is positioned on the side of the reduction mechanism 4 away from the second rotor 21. The engine and the first rotor 11 can be connected via the rotating shaft 3 to achieve kinetic energy transfer without affecting mutual kinetic energy transfer. Moreover, arranging the reduction mechanism 4 between the second rotor 21 and the engine facilitates the arrangement of the vehicle's half-shafts, adapting to the reduction mechanism 4 and improving the overall rationality of the vehicle's layout.

[0086] Optionally, in one embodiment of this disclosure, the reduction mechanism 4 includes a second bushing 41, which is loosely fitted onto the rotating shaft 3. The second bushing 41 is coaxially arranged with the rotating shaft 3, and one end of the second bushing 41 is connected to the second motor assembly 2 for transmission.

[0087] One end of the second bushing 41 is connected to the first bushing 212 and is configured to transmit kinetic energy. The design of the second bushing 41 allows the rotating shaft 3 to pass freely through the reduction mechanism 4. Essentially, the second bushing 41 is entirely fitted onto the rotating shaft 3, with a gap between them. This ensures that the relative movements of the rotating shaft 3 and the reduction mechanism 4 do not interfere with each other, allowing for independent movement and avoiding increased size and reduced space occupation. One end of the housing 63 is connected to the outer cover 64, and the other end is connected to the outer shell 45 of the reduction mechanism 4. The second chamber 62 can communicate with the internal space of the outer shell 45 to facilitate the connection between the first bushing 212 and the second bushing 41.

[0088] In this design, one end of the second bushing 41 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 41 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 41 is provided with a connecting groove, into which the second bushing 41 extends and is splined, enabling the first bushing 212 and the second bushing 41 to rotate coaxially and synchronously. In other examples, the first bushing 212 and the second bushing 41 can also be connected by other methods, such as through a flange.

[0089] Optionally, in one embodiment of this disclosure, the reduction mechanism 4 further includes a first reduction gear 42, a second transmission shaft 43, a second reduction gear 44, and a third reduction gear 48. The first reduction gear 42 is fixedly sleeved on the second bushing 41, the second transmission shaft 43 is parallel to the second bushing 41, the second reduction gear 44 and the third reduction gear 48 are fixedly sleeved on the second transmission shaft 43, the first reduction gear 42 meshes with the second reduction gear 44, and the third reduction gear 48 is used to output kinetic energy.

[0090] In this configuration, the first reduction gear 42 rotates synchronously with the second bushing 41, and the second reduction gear 44, third reduction gear 48, and second drive shaft 43 also rotate synchronously. Through the meshing of the first reduction gear 42 and the second reduction gear 44, the kinetic energy of the second bushing 41 is transferred to the second drive shaft 43, achieving kinetic energy transfer and output. The different diameters and gear ratios of the first reduction gear 42, second reduction gear 44, and third reduction gear 48 allow for speed adjustment, thus achieving kinetic energy output. In some examples, the second drive shaft 43 is located below the second bushing 41, which facilitates cooperation with the vehicle's half-shafts, simplifying the arrangement of the half-shafts and reducing space occupation.

[0091] Optionally, in one embodiment of this disclosure, the deceleration mechanism 4 further includes a housing 45, a third support bearing 46, and a fourth support bearing 47. The third support bearing 46 and the fourth support bearing 47 are respectively sleeved on both ends of the second bushing 41. The third support bearing 46 and the fourth support bearing 47 are connected to the housing 45. The third support bearing 46 and the fourth support bearing 47 are used to support the second bushing 41 so that the second bushing 41 remains loosely fitted on the rotating shaft 3.

[0092] The outer casing 45 protects the second bushing 41, the second drive shaft 43, the first reduction gear 42, the second reduction gear 44, and the third reduction gear 48. Specifically, the second bushing 41, the second drive shaft 43, the first reduction gear 42, the second reduction gear 44, and the third reduction gear 48 are housed within the outer casing 45, with a portion of the second bushing 41 extending out of the outer casing 45 to connect with the first bushing 212. One end of the outer casing 45 is connected to the motor housing 6, and the other end can be connected to the engine. In some examples, the outer casing 45 includes a connecting shell 49, which can be directly connected to the engine housing, allowing the two to be joined together to form a complete structure.

[0093] The third support bearing 46 and the fourth support bearing 47 support both ends of the second bushing 41, ensuring both rotation of the second bushing 41 and its free mounting on the rotating shaft 3 without interference. This also facilitates the connection between the second bushing 41 and the first bushing 212. Furthermore, the third support bearing 46 supports the first bushing, ensuring the overall stability of the first bushing 212 and the second bushing 41. The third and fourth support bearings 46 and 47 are connected to the outer casing 45, providing support, with the outer casing 45 serving as the overall support point. It should be noted that the first support bearing 15, the second support bearing 24, the third support bearing 46, and the fourth support bearing 47 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.

[0094] Optionally, in one embodiment of this disclosure, the drive assembly further includes an electric drive controller 7, which is connected to the motor housing 6. At least a portion of the electric drive controller 7 is connected to the reduction gear 4, and the electric drive controller 7 is disposed above the reduction gear 4. By integrating the electric drive controller 7 with the motor housing 6, the integration of the entire drive assembly can be improved. In some examples, a cover may be provided on the motor housing 6, with a gap between the cover and the motor housing 6, and the electric drive controller 7 is disposed within the gap. In other examples, the electric drive controller 7 may be directly connected to the surface of the motor housing 6.

[0095] Optionally, in one embodiment of this disclosure, the drive assembly further includes a differential 8, which is connected to the reduction mechanism 4. The differential 8 is located below the reduction mechanism 4, and its input end is drively connected to the output end of the reduction mechanism 4. The differential 8 is used to connect to the vehicle's half-shaft. The rotating shaft 3 is arranged horizontally, and the axes of the first rotor 11 and the second rotor 21 are also parallel to the horizontal plane. Thus, the second rotor 21, the reduction mechanism 4, the differential 8, the engine, and the electric drive controller 7 together form a T-shaped structure.

[0096] A second aspect of this disclosure also provides a vehicle including the aforementioned drive assembly.

[0097] 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.

[0098] 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.

[0099] 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 and a first stator; The second motor assembly includes a second rotor and a second stator; A motor housing, wherein the motor housing is provided with a first chamber and a second chamber; The first motor assembly is disposed in the first chamber, the second motor assembly is disposed in the second chamber, the inner diameter of the first stator is larger than the outer diameter of the second stator, the first stator is sleeved on at least part of the second stator, the first rotor is sleeved on the first stator, the second stator is sleeved on the second rotor, the first rotor is the outer rotor, and the second rotor is the inner rotor.

2. The drive assembly according to claim 1, characterized in that, The drive assembly further includes a rotating shaft. The second rotor is provided with a through hole extending along the axial direction of the second rotor. The through hole is 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 rotating shaft passes through the second rotor so that a gap is provided between the second rotor and the rotating shaft. The rotating shaft is coaxially arranged with the second rotor.

3. The drive assembly according to claim 2, 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.

4. The drive assembly of claim 3, wherein, The drive assembly further includes a reduction mechanism. In the axial direction of the rotor body, one end of the first bushing protrudes from the rotor body and is connected to the reduction mechanism.

5. The drive assembly of claim 1, wherein, The motor housing includes a housing and an outer cover. The internal space of the housing is configured as the second chamber. The outer cover is connected to the outer wall of the housing. The outer cover and part of the outer wall of the housing together form the first chamber. The first stator is connected to the outer wall of the housing, and the second stator is connected to the inner wall of the housing.

6. The drive assembly of claim 4, wherein, The motor housing includes a housing and an outer cover. The internal space of the housing is configured as the second chamber. The outer cover is connected to the outer wall of the housing. The outer cover and part of the outer wall of the housing together form the first chamber. The first stator is connected to the outer wall of the housing, and the second stator is connected to the inner wall of the housing. In the axial direction of the rotor body, the end of the first bushing away from the reduction mechanism protrudes from the rotor body, and a second support bearing is provided between it and the housing to support the first bushing loosely fitted on the rotating shaft.

7. The drive assembly of claim 1, wherein, The first stator cooperates with the first rotor, and the cooperation between the first stator and the first rotor can be used to generate electricity; The second stator cooperates with the second rotor, and the cooperation between the second stator and the second rotor can be used to output kinetic energy or recover braking energy.

8. The drive assembly according to claim 5, characterized in that, The drive assembly also includes a shaft and an engine, the shaft being connected to the first rotor, and the end of the shaft away from the first rotor being connected to the output crankshaft of the engine.

9. The drive assembly of claim 8, wherein, 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.

10. The drive assembly according to claim 9, characterized in that, The first rotor is provided with a protrusion that protrudes along the axial direction of the first rotor. The protrusion is coaxially arranged with the first rotor and the shaft. A first support bearing is provided between the protrusion and the outer cover to support the first rotor and the shaft.

11. The drive assembly according to claim 8, 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.

12. The drive assembly of claim 1, wherein, The drive assembly further includes an engine, a shaft, and a reduction mechanism. The engine is disposed opposite to the second motor assembly along the axial direction of the second motor assembly, and the reduction mechanism is disposed between the engine and the second motor assembly.

13. The drive assembly of claim 12, wherein, 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 second motor assembly for transmission. 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.

14. The drive assembly according to claim 13, 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.

15. The drive assembly according to any one of claims 1-14, characterized in that, The drive assembly further includes an electric drive controller, at least a portion of which is connected to the reduction gear mechanism, and the electric drive controller is disposed above the reduction gear mechanism.

16. A vehicle characterized by comprising: Includes the drive assembly as described in any one of claims 1-15.

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