Drive system and vehicle

Abstract

The invention discloses a driving system, which comprises: a reducer (100), a motor unit (200), comprising a left driving motor (210) for driving a left reducer (110) and a right driving motor (220) for driving a right reducer (120); and a locking transmission mechanism (300), which can be clutched and driven between the left driving motor (210) and the right reducer (120) and / or between the right driving motor (220) and the left reducer (110), and the locking transmission mechanism is used to realize the transmission coordination between the motor and the reducer on the opposite side, so that the left driving motor and the right driving motor can independently or cooperatively drive the reducers on both sides and control the wheel output half shaft. Through the driving system, the stable operation of the vehicle is guaranteed when a motor on one side fails, and when a wheel on one side is trapped, the torque is concentrated to drive the wheel on the other side to avoid the vehicle being trapped.

Description

Technical Field

[0001] The invention relates to the technical field of wheel-side drive, and in particular to a drive system and a vehicle. Background Art

[0002] The four-wheel independent drive system uses four motors to drive the four wheels of the car independently. The torque and speed of the four wheels can be accurately controlled independently of each other, which brings a series of advantages. The transmission system is simplified and the mass is greatly reduced; smaller radius turning is achieved, ESP function is assisted, steering function is assisted, braking function is assisted, etc.

[0003] Wheel-side drive is a solution often adopted by four-wheel independent drive systems. In existing wheel-side solutions, the left and right drive assemblies are often independent of each other, or are simply mechanically connected, making it impossible to achieve switching and coordination between the drive motors, which is not conducive to the stable operation and escape of the vehicle. Summary of the invention

[0004] The object of the present invention is to provide a driving system which ensures stable operation of a vehicle and significantly improves the vehicle's ability to escape from distress.

[0005] In order to achieve the above object, the present invention provides a driving system, the driving system comprising:

[0006] A reducer, comprising a left reducer for drivingly connecting the left wheel of the vehicle and a right reducer for drivingly connecting the right wheel of the vehicle;

[0007] a motor unit, comprising a left drive motor for normally driving the left reducer and a right drive motor for normally driving the right reducer; and

[0008] The locking transmission mechanism can be clutched and transmitted between the left drive motor and the right reducer and / or between the right drive motor and the left reducer, so that any one of the left drive motor and the right drive motor can independently drive the left reducer and the right reducer at the same time.

[0009] In some embodiments, the locking transmission mechanism includes:

[0010] The locking transmission shaft is coaxially driven by the motor output shaft of the correspondingly connected motor unit, and a locking mechanism is provided on the locking transmission shaft.

[0011] In some embodiments, the locking transmission shaft is provided with a locking transmission gear for meshing with a corresponding reducer.

[0012] In some embodiments, the left reducer and the right reducer each include a reducer input gear, a reducer intermediate gear set and a reducer output gear that are meshed and driven in sequence, the motor output shaft of the motor unit coaxially drives the reducer input gear, and the reducer output gear is coaxially connected to the wheel output half shaft of the vehicle;

[0013] Wherein, the intermediate gear set of the reducer includes an intermediate input gear and an intermediate output gear which rotate synchronously, the intermediate input gear meshes with the reducer input gear and the locking transmission gear respectively, and the intermediate output gear meshes with the reducer output gear for transmission.

[0014] In some embodiments, a half-shaft center axis of the wheel output half-shaft is located within a cross-section of a rotor of one of the left drive motor or the right drive motor.

[0015] In some embodiments, the left drive motor and the right drive motor connected to the locking transmission shaft are both dual-axis motors.

[0016] In some embodiments, the reducer further includes a reducer outer shell and a support member disposed in the reducer outer shell to support the rotating shaft.

[0017] In some embodiments, the motor unit further includes a motor housing, and the left drive motor and the right drive motor are arranged in the motor housing at intervals along a length direction of the vehicle.

[0018] In some embodiments, the left speed reducer and the right speed reducer are disposed on both sides of the motor unit in the width direction of the vehicle, and the side end cover of the motor housing is shared with the side wall of the speed reducer.

[0019] In addition, the present invention also provides a vehicle, which includes the above-mentioned drive system.

[0020] Through the above technical solution, the present invention provides a drive system, which utilizes a compactly installed left drive motor and a right drive motor, and realizes the transmission coordination between the motor and the opposite side reducer through a locking transmission mechanism, so that the left drive motor and the right drive motor independently or cooperatively drive the reducers on both sides and control the wheel output half shaft. Through this drive system, the stable operation of the vehicle is ensured when one side of the motor fails, and when one side of the wheel is trapped, the torque is concentrated to drive the other side of the wheel to avoid the vehicle being trapped.

[0021] Other features and advantages of the present invention will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 is a schematic diagram of a drive system provided by a specific embodiment of the present invention;

[0023] Figure 2 is a first schematic diagram of a drive system provided by a specific embodiment of the present invention, showing that the right drive motor is connected to the left wheel output half shaft through a locking transmission mechanism;

[0024] Figure 3 is a second schematic diagram of a drive system provided by a specific embodiment of the present invention, showing that a left drive motor is connected to a right wheel output half shaft through a locking transmission mechanism;

[0025] Figure 4 is a third schematic diagram of a drive system provided by a specific embodiment of the present invention, showing a right drive motor and a left wheel output half shaft transmission connection through a locking transmission mechanism, and a left drive motor and a right wheel output half shaft transmission connection through a locking transmission mechanism;

[0026] Figure 5 is a fourth schematic diagram of a drive system provided by a specific embodiment of the present invention, showing another embodiment in which a right drive motor is connected to a left wheel output half shaft through a locking transmission mechanism, and a left drive motor is connected to a right wheel output half shaft through a locking transmission mechanism;

[0027] Figure 6 It is a three-dimensional structural schematic diagram of a driving system provided by a specific embodiment of the present invention;

[0028] Figure 7 yes Figure 6 A decomposed state diagram of the drive system; and

[0029] Figure 8 yes Figure 7 The partially disassembled structure diagram from different angles shows the flat electronic control unit and motor unit.

[0030] Description of Reference Numerals

[0031] 100 Speed ​​reducer 200 Motor unit

[0032] 300 Locking transmission mechanism

[0033] 110 Left reducer 120 Right reducer

[0034] 130 Reducer housing 210 Left drive motor

[0035] 220 right drive motor 230 motor housing

[0036] 310 Locking drive shaft 320 Locking mechanism

[0037] 330 Locking transmission gear

[0038] 1 Reducer input gear 2 Reducer intermediate gear set

[0039] 3 Reducer output gear 4 Wheel output axle

[0040] 5 Supporting member 20 Flat electronic control unit

[0041] 21 Intermediate input gear 22 Intermediate output gear

[0042] 23 Copper busbar 24 Maintenance cover

[0043] 25 Motor output shaft 26 Reduction output gear shaft

[0044] 27 Reduction input gear shaft

[0045] L is the length of the vehicle. W is the width of the vehicle. DETAILED DESCRIPTION

[0046] The specific implementation of the present invention is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described here is only used to illustrate and explain the present invention, and is not used to limit the present invention.

[0047] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other.

[0048] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0049] refer to Figures 1 to 8 The four schematic structures of the driving system shown in the figure are a driving system provided by the present invention, which includes: a reducer 100, a motor unit 200 and a locking transmission mechanism 300.

[0050] The reducer 100 includes a left reducer 110 for driving and connecting the left wheel of the vehicle and a right reducer 120 for driving and connecting the right wheel of the vehicle;

[0051] The motor unit 200 includes a left drive motor 210 for normally driving the left reducer 110 and a right drive motor 220 for normally driving the right reducer 120. Figure 1 As shown, the left drive motor 210 is used as a motor that normally drives the left reducer 110, and is directly connected to the left reducer 110 by transmission. The right drive motor 220 is used as a motor that normally drives the reducer 120, and is directly connected to the right drive motor 220 and the right reducer 120 by transmission.

[0052] The locking transmission mechanism 300 can be clutched and connected between the left drive motor 210 and the right reducer 120 and / or between the right drive motor 220 and the left reducer 110, so that any one of the left drive motor 210 and the right drive motor 220 can independently drive the left reducer 110 and the right reducer 120 at the same time.

[0053] The present invention aims to provide a drive system to solve the problem of unstable vehicle operation caused by motor failure in a four-wheel independent drive system, and the problem of limited escape ability when one wheel is trapped. In the existing wheel-side solutions, the left and right drive assemblies are often self-contained, or are simply mechanically connected, and the transmission coordination between the motor and the opposite reducer cannot be achieved, which is not conducive to the stable operation and escape of the vehicle. Therefore, in order to solve the above problems, the inventor has continuously thought and innovated and designed the drive system of the present invention, so as to improve the stability of vehicle operation and escape ability on the basis of reducing the occupied space.

[0054] In this drive system, the reducer 100 and the motor unit 200 are integrated together with a compact structure. The left drive motor 210 is connected to the left reducer 110 by transmission, and the right drive motor 220 is connected to the right reducer 120 by transmission, so that each of the four wheels is driven by an independent motor, and the torque and speed of the four wheels are independently and accurately controlled from each other.

[0055] In addition, it should be noted that, although the left drive motor 210 and the right drive motor 220 have "left" and "right", it does not mean that the left drive motor 210 is located on the left side of the drive system and the right drive motor 220 is located on the right side of the drive system. It is understandable that the left drive unit and the right drive unit can be arranged left and right, or front and back or up and down. In fact, the left drive motor 210 is used to drive the left wheel of the vehicle through the wheel output half shaft 4 on the left side, and the right drive motor 220 is used to drive the right wheel of the vehicle through the wheel output half shaft 4 on the right side.

[0056] In order to achieve the transmission coordination between the motor and the reducer on the opposite side, the drive system is designed structurally, such as Figure 1 As shown in the schematic diagram, in one embodiment, as Figure 2 As shown, the locking transmission mechanism 300 can be arranged between the right driving motor 220 and the left reducer 110. In another embodiment, as shown in FIG. Figure 3 As shown, the locking transmission mechanism 300 can be arranged between the left driving motor 210 and the right reducer 120. Figure 4 and Figure 5As shown, the locking transmission mechanism 300 can also be arranged between the right drive motor 220 and the left reducer 110, and between the left drive motor 210 and the right reducer 120. Through the locking transmission mechanism, the transmission relationship between the motor unit 200 connected thereto and the opposite reducer 100 can be flexibly connected or disconnected.

[0057] like Figure 4 As shown, when the locking transmission mechanism 300 is in a disconnected state, the left drive motor 210 drives the left reducer 110, and the right drive motor 220 drives the right reducer 120, thereby realizing single-motor drive. When the locking transmission mechanisms 300 on both sides are closed, the left drive motor 210 and the right drive motor 220 both drive the left reducer 110 and the right reducer 120 at the same time, thereby realizing dual-motor drive. In this way, switching between single-motor drive and dual-motor independent drive can be realized, ensuring that the motor unit 200 works in the high-efficiency area as much as possible, saving energy consumption, and improving the vehicle's cruising range.

[0058] More importantly, when one motor in the four-wheel independent drive system fails, the other motor can drive both wheels at the same time to ensure the stable operation of the vehicle. Figure 2 As shown, when the left drive motor 210 fails, the right drive motor 220 is connected to the left reducer 110 through the locking transmission mechanism 300, and the right drive motor 220 is connected to the left reducer 110 and the right reducer 120 at the same time, so as to ensure the stable operation of the vehicle. When the right drive motor 220 fails, the left drive motor 210 is connected to the right reducer 120 through the locking transmission mechanism 300, and the left drive motor 210 is transmitted to the right drive motor 220 at the same speed through the reducer input gear 1, the reducer intermediate input gear 21 and the locking transmission gear 330, and is output to the right wheel output half shaft 4 through the right reducer 120, and the left drive motor 210 ensures that the wheels on both sides run at the same speed, so as to ensure the stable operation of the vehicle.

[0059] When one wheel is stuck in a slippery road or mud pit, the left drive motor 210 and the right reducer 120 are connected in series through the locking transmission mechanism 300, so that the torque of the motor unit 200 is fully output to the other wheel, thereby enhancing the vehicle's ability to escape from the trap. Figure 3 As shown, when the right wheel is trapped, the friction of the right wheel is low, and the left drive motor 210 is connected to the right reducer 120 through the locking transmission mechanism 300. At this time, the left drive motor 210 and the right drive motor 220 are connected in series, and the power of the right drive motor 220 is coupled to the left drive motor 210 through the right reducer 120, thereby increasing the output torque of the left wheel output half shaft 4 and enhancing the vehicle's ability to escape from trouble.

[0060] Specifically, in one embodiment, Figure 2As shown, the locking transmission mechanism 300 includes a locking transmission shaft 310 and a locking mechanism 320, wherein the locking transmission shaft 310 is coaxially driven by the motor output shaft 25 of the corresponding motor unit 200, and the locking transmission shaft 310 is provided with a locking mechanism 320, and the locking transmission shaft 310 can synchronously transmit the driving force of the motor unit 200, and the locking mechanism 320 can be a clutch or a synchronizer, which can be separated or engaged at any time to achieve the connection or disconnection of the locking transmission shaft 310 and the motor unit 200, and the switching is convenient. The locking transmission mechanism can be arranged in the corresponding reducer to achieve a high degree of structural integration, and can also be arranged in the housing of the motor unit 200. Further, the locking transmission shaft 310 is provided with a locking transmission gear 330 for meshing with the corresponding reducer 100, and the power is transmitted outward through the locking transmission gear 330.

[0061] In the drive system, the left reducer 110 and the right reducer 120 may have a power transmission mechanism, such as a plurality of gear sets or worm gear sets. In one embodiment, the left reducer 110 and the right reducer 120 may include a reducer input gear 1, a reducer intermediate gear set 2 and a reducer output gear 3 that are meshed and driven in sequence, and the shafts of the reducer input gear 1, the reducer intermediate gear set 2 and the reducer output gear 3 can be installed in the reducer 200 through a bearing seat to achieve more stable and reliable power transmission. Among them, the reducer input gear 1 and the reducer output gear 3 can be spur gears or bevel gears. The motor output shaft 25 of the motor unit 200 coaxially drives the reducer input gear 1, and the reducer output gear 3 is coaxially connected to the wheel output half shaft 4 of the vehicle; and meshing transmission is performed through the reducer intermediate gear.

[0062] Further, the intermediate gear set 2 of the reducer can be a multi-stage gear set, and the gear set can be set according to the actual speed change requirements, for example, it can be two-stage or three-stage. In one implementation, the intermediate gear set 2 of the reducer can include an intermediate input gear 21 and an intermediate output gear 22 that rotate synchronously, the intermediate input gear 21 meshes with the reducer input gear 1 and the locking transmission gear 330 respectively, and the intermediate output gear 22 meshes with the reducer output gear 3 for transmission. The intermediate input gear 21 meshes with the power input end of the reducer and transmits the power to the synchronously rotating intermediate output gear 22, and the intermediate output gear 22 outputs the power through the reducer output gear 3 meshed therewith and transmits it to the wheel output half shaft 4.

[0063] In addition, in different embodiments, the arrangement positions of the left driving motor 210 and the right driving motor 220 may be different, such as Figure 4 The left drive motor 210 in the middle motor unit 200 is located on a side close to the wheel output half shaft 4, such as Figure 5The right drive motor 220 is located on a side close to the wheel output half shaft 4. In some implementations, the half shaft center axis of the wheel output half shaft 4 is located within the cross section of the rotor of one of the left drive motor 210 or the right drive motor 220. The half shaft center axis of the wheel output half shaft 4 can be as follows: Figure 2 The first transmission is coaxially arranged with the left drive motor 210 as shown, and can also be arranged at other positions in the rotor. In this way, the power transmission structure in the right drive motor 210 can be made more compact, and the length of the first transmission in the vehicle length direction can be further reduced. Figure 2 As shown, the power transmission path of the right reducer 120 can be a U-shaped transmission path; the U-shaped transmission path makes the length of the right reducer 120 in the vehicle length direction L smaller than the length of the left reducer 110 in the vehicle length direction L, and the structure is more compact.

[0064] Furthermore, in the drive system, the left drive motor 210 and the right drive motor 220 connected to the locking transmission shaft 310 are both dual-axis motors, that is, the motors have motor output shafts 25 at both axial ends, one of the motor output shafts 25 is connected to the directly connected reducer 100, and the other motor output shaft 25 is connected to the reducer 100 on the opposite side through the locking transmission mechanism, thereby realizing the assembly connection between the drive motor and the reducer 100 on the opposite side.

[0065] In addition, the reducer 100 further includes a reducer outer shell 130 and a support member 5 disposed in the reducer outer shell 130 to support a rotating shaft. The rotating shaft may be a reduction output gear shaft 26 of the reducer output gear 3, a reduction input and output gear shaft 27 of the reducer input gear 1, and a locking transmission shaft 310. One side of the support member 5 at least supports the reduction output gear shaft 26, for example, Figure 5 As shown, the left side is isolated and supported by the support member 5 for the reduction output gear shaft 26 and the locking transmission shaft 310, and the right side is isolated and supported by the support member 5 for the reduction input gear shaft 27 and the reduction output gear shaft 26, which are not listed here one by one. Thus, the length of the rotating shaft and the locking transmission shaft 310 is shortened, so that the width of the reducer 100 in the width direction W of the vehicle is reduced, and the structure is more compact.

[0066] In addition, in the drive system, the rotary transformer and the temperature sensor are arranged inside the assembly housing, which is conducive to meeting the protection requirements. The motor unit 200 also includes a motor housing 230. The left drive motor 210 and the right drive motor 220 are arranged in the motor housing 230 at intervals along the length direction L of the vehicle. The left drive motor 210 and the right drive motor 220 use slender motors with small core diameter and long length and are arranged in parallel with the length direction L of the vehicle, reducing the volume share in the width direction W of the vehicle, and the compactness is higher. Furthermore, the left reducer 110 and the right reducer 120 are arranged on both sides of the motor unit 200 in the width direction W of the vehicle, and the side end cover of the motor housing 230 is shared with the side wall of the reducer 100, thereby further improving the integration of the drive system.

[0067] In addition, if Figure 6-8 As shown, the drive system further includes a flat electric control unit 20, wherein the flat electric control unit 20 is fixedly connected to the top of the motor unit 200, the left reducer 110 and the right reducer 120 in the height direction of the vehicle. In this way, by adopting the flat electric control unit 20, the height of the drive system in the height direction of the vehicle can be reduced, and at the same time, the electric control unit, the motor unit and the transmission of the drive system can be more integrated. Specifically, the motor unit 200 further includes a copper bar 23, wherein the copper bar 23 is located on one side of the motor housing 230 along the length direction L of the vehicle, that is, the copper bar 23 is parallel to the length direction of the motor unit. Since the flat electric control unit 20 is relatively large in size, such a configuration is convenient for improving the integration of the wheel-side drive assembly.

[0068] The flat electric control unit 20 includes a copper bar, and the copper bar is fixed to the copper bar 23 by bolt connection, wherein at least one of the electric control housing of the flat electric control unit 20 and the motor housing 230 may include an openable maintenance cover 24 disposed at the bolt connection between the copper bar and the copper bar 23. In this way, the electrical connection between the motor unit 500 and the flat electric control unit 20 can be conveniently achieved through the screw connection between the copper bar and the copper bar 23, making the wheel side drive assembly more integrated.

[0069] In addition, the present invention also provides a vehicle, which is provided with any of the above-mentioned drive systems, and utilizes a compactly installed left drive motor and a right drive motor, and realizes the transmission coordination between the motor and the opposite side reducer through a locking transmission mechanism, so that the left drive motor and the right drive motor independently or cooperatively drive the reducers on both sides and control the wheel output half shaft. Through this drive system, the stable operation of the vehicle is ensured when one side of the motor fails, and when one side of the wheel is trapped, the torque is concentrated to drive the other side of the wheel to avoid the vehicle being trapped.

[0070] It should be particularly noted that other components and functions of the drive system in the embodiment of the present invention are well known to ordinary technicians in the field, and are not described here in order to reduce redundancy.

[0071] The preferred embodiments of the present invention are described in detail above in conjunction with the accompanying drawings. However, the present invention is not limited to the specific details in the above embodiments. Within the technical concept of the present invention, a variety of simple modifications can be made to the technical solution of the present invention.

[0072] In the description of the present invention, it is to be understood that the terms “center”, “longitudinal”, “lateral”, “length”, “width”, “thickness”, “up”, “down”, “front”, “back”, “left”, “right”, “vertical”, “horizontal”, “top”, “bottom”, “inside”, “outside”, “clockwise”, “counterclockwise”, “axial”, “radial”, “circumferential”, etc., indicating orientations or positional relationships known based on the accompanying drawings, are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0073] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0074] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral one; it can be a mechanical connection, an electrical connection, or communication with each other; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0075] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0076] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0077] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present invention. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present invention.

Claims

1. A drive system, characterized in that: The drive system comprises: A reducer (100), comprising a left reducer (110) for drivingly connecting a left wheel of a vehicle and a right reducer (120) for drivingly connecting a right wheel of the vehicle; a motor unit (200), comprising a left driving motor (210) for normally driving the left reducer (110) and a right driving motor (220) for normally driving the right reducer (120); and A locking transmission mechanism (300) is clutchably connected between the left drive motor (210) and the right reducer (120) and / or between the right drive motor (220) and the left reducer (110), so that any one of the left drive motor (210) and the right drive motor (220) can independently drive the left reducer (110) and the right reducer (120) simultaneously; The locking transmission mechanism (300) comprises: A locking transmission shaft (310) is coaxially driven by a motor output shaft (25) of the correspondingly connected motor unit (200), and a locking mechanism (320) is provided on the locking transmission shaft (310); The locking transmission shaft (310) is provided with a locking transmission gear (330) for meshing with the corresponding reducer (100); The left reducer (110) and the right reducer (120) both comprise a reducer input gear (1), a reducer intermediate gear set (2), and a reducer output gear (3) which are meshed and driven in sequence; the reducer intermediate gear set (2) comprises an intermediate input gear (21) and an intermediate output gear (22) which rotate synchronously; the intermediate input gear (21) meshes with the reducer input gear (1) and the locking transmission gear (330) respectively; and the intermediate output gear (22) meshes and drives with the reducer output gear (3).

2. The drive system according to claim 1, characterized in that: The motor output shaft (25) of the motor unit (200) coaxially drives the reducer input gear (1), and the reducer output gear (3) is coaxially connected to the wheel output half shaft (4) of the vehicle.

3. The drive system according to claim 2, characterized in that: The half-shaft center axis of the wheel output half-shaft (4) is located within the cross section of the rotor of one of the left drive motor (210) or the right drive motor (220).

4. The drive system according to claim 1, characterized in that: The left drive motor (210) and the right drive motor (220) connected to the locking transmission shaft (310) are both dual-shaft motors.

5. The drive system according to claim 1, characterized in that: The reducer (100) further comprises a reducer outer shell (130) and a support member (5) arranged in the reducer outer shell (130) to support the rotating shaft.

6. The drive system according to any one of claims 1 to 5, characterized in that: The motor unit (200) further comprises a motor housing (230), wherein the left drive motor (210) and the right drive motor (220) are arranged in the motor housing (230) at intervals along the length direction (L) of the vehicle.

7. The drive system according to claim 6, characterized in that: The left speed reducer (110) and the right speed reducer (120) are arranged on both sides of the motor unit (200) in the width direction (W) of the vehicle, and the side end cover of the motor housing (230) is shared with the side wall of the speed reducer (100).

8. A vehicle, characterized in that: The vehicle comprises a drive system according to any one of claims 1-7.

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