Vehicle drive system and vehicle

Abstract

The present disclosure relates to a vehicle driving system and a vehicle for solving the technical problems of low working condition efficiency, great difficulty in left-right torque consistency control and high cost of four-wheel independent driving system. The vehicle driving system comprises: a driving motor, a first planetary gear train and a second planetary gear train, which can respectively transmit the torque output by the driving motor to the left half shaft and the right half shaft; a differential mechanism comprising a first differential gear and a second differential gear meshing with each other, two elements in the first planetary gear train and the second planetary gear train with the same steering tendency meshing with the first differential gear and the second differential gear respectively; a first clutch and a second clutch connected between the driving motor and the first differential gear and between the driving motor and the second differential gear respectively, and having at least a half-clutch state and a complete separation state to adjust the torque transmitted by the driving motor to the left half shaft and the right half shaft, wherein at most one of the first clutch and the second clutch is in the half-clutch state.

Description

Technical Field

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

[0002] In related technologies, the torque and speed of the four wheels of a four-wheel independent drive vehicle can be controlled independently and precisely, which brings a series of advantages, such as enabling smaller turning radius, ESP assistance, steering assistance, braking assistance, etc., thereby improving the vehicle's handling performance. At the same time, the four motors can achieve higher power and stronger off-road performance.

[0003] However, compared with a four-wheel drive system with two motors driving together, a four-wheel drive system with four motors driving independently has lower operating efficiency; secondly, for independent drive systems, the absence of a differential poses a challenge to controlling the torque consistency between the left and right wheels of the vehicle, and the cost is also higher. Summary of the Invention

[0004] The purpose of this disclosure is to provide a vehicle drive system and vehicle to solve the technical problems of low operating efficiency, difficulty in controlling left and right torque consistency, and high cost of four-wheel independent drive systems.

[0005] To achieve the above objectives, this disclosure provides a vehicle drive system, comprising: a drive motor; a first planetary gear train and a second planetary gear train having the same structure; the first planetary gear train being able to transmit the torque output by the drive motor to the left half-shaft; the second planetary gear train being able to transmit the torque output by the drive motor to the right half-shaft; a differential mechanism including a first differential gear and a second differential gear meshing with each other; two elements in the first planetary gear train and the second planetary gear train having the same steering tendency respectively meshing with the first differential gear and the second differential gear; a first clutch connected between the drive motor and the first differential gear; the first clutch having at least a partially engaged state and a fully disengaged state to adjust the torque transmitted by the drive motor to the left half-shaft; and a second clutch connected between the drive motor and the second differential gear; the second clutch having at least a partially engaged state and a fully disengaged state to adjust the torque transmitted by the drive motor to the right half-shaft; wherein at most one of the first clutch and the second clutch is in the partially engaged state.

[0006] Optionally, the first planetary gear train and the second planetary gear train each include: a sun gear connected to the drive motor so that the drive motor inputs torque through the sun gear; a ring gear arranged coaxially with the sun gear; planet gears meshing between the sun gear and the ring gear; and a planet carrier connected to the planet gears and capable of rotating about the central axis of the sun gear to output torque to the left half-shaft or the right half-shaft.

[0007] Optionally, the outer circumferential surface of the gear ring is provided with a gear structure, the gear ring of the first planetary gear train meshes with the first differential gear through the gear structure, and the gear ring of the second planetary gear train meshes with the second differential gear through the gear structure.

[0008] Optionally, the vehicle drive system further includes a first transmission mechanism connected to the output end of the drive motor. The first transmission mechanism includes: a first input gear, coaxially and fixedly connected to the output shaft of the drive motor; a transmission gear, meshing with the first input gear; a first output gear, meshing with the transmission gear; a first clutch connected between the first output gear and the first differential gear; and a second output gear, meshing with the transmission gear; and a second clutch connected between the second output gear and the second differential gear.

[0009] Optionally, a third clutch is provided between the output end of the drive motor and the first planetary gear train and the second planetary gear train, the third clutch having a fully disengaged state and a fully engaged state.

[0010] Optionally, the vehicle drive system further includes a brake disposed between the first differential gear or the second differential gear and the drive axle housing.

[0011] Optionally, a reduction mechanism is provided between the first planetary gear train and the left half-shaft, and between the second planetary gear train and the right half-shaft.

[0012] Optionally, the reduction mechanism includes: a first reduction gear, coaxially and fixedly connected to the output shaft of the first planetary gear train or the output shaft of the second planetary gear train; a second reduction gear, meshing with the first reduction gear; a third reduction gear, coaxially and fixedly connected to the second reduction gear; and a fourth reduction gear, meshing with the third reduction gear and coaxially and fixedly connected to the left half-shaft or the right half-shaft.

[0013] Based on the above technical solutions, this disclosure also provides a vehicle, including the vehicle drive system described in the above technical solutions.

[0014] Optionally, the vehicle includes two sets of vehicle drive systems, which are respectively used to drive the two front wheels and the two rear wheels of the vehicle.

[0015] Through the above technical solution, in the vehicle drive system provided in this disclosure, when both the first clutch and the second clutch are fully disengaged, the drive motor distributes equal torque to the left and right half-shafts through the first and second planetary gear systems, thereby achieving a single drive motor driving the left and right wheels in a concentrated manner. At this time, if the vehicle is traveling straight, the left and right wheels rotate at the same speed, and the torque received by the two components meshing with the differential mechanism in the first and second planetary gear systems is the same. The first differential gear, the second differential gear, and the two components restrain each other and remain stationary. If the vehicle is turning, the left and right wheels rotate at different speeds, and the torque received by the two components is different, causing the meshing first and second differential gears to rotate. This causes the faster-rotating component to rotate in the same direction as its steering tendency. The slower-rotating components rotate in the opposite direction to the faster-rotating components, thus achieving a passive differential function. That is, the speed difference between the left and right wheels is converted into the rotation of the differential mechanism, ensuring reliable steering. When one of the first and second clutches is in a semi-engaged state and the other is in a fully disengaged state, the drive motor drives the differential gear to rotate through the semi-engaged clutch. This causes the two components meshing with the differential mechanism to rotate relative to each other, resulting in a torque difference and a speed difference between the left and right half-shafts. By controlling the degree of clutch engagement, the torque difference distributed by the drive motor to the left and right half-shafts can be controlled, thereby achieving a working mode in which a single drive motor independently drives the left and right wheels. This enables the active adjustment of the speed and torque of the left and right half-shafts, improving the vehicle's cornering performance and vehicle stability control. The vehicle drive system provided in this disclosure, by adjusting the engagement state of the first and second clutches, can achieve both a single drive motor-driven left and right wheel operation mode, improving efficiency and reducing costs, and an independent drive mode, enabling active differential function. Power is uninterrupted during the switching between these two modes, resulting in seamless transitions and an improved driving experience. Furthermore, since the first and second clutches only need to transmit the torque and power required for differential operation, their size is relatively small, further reducing costs. The vehicle provided in this disclosure has the same technical effects as the vehicle drive system in the aforementioned technical solutions; therefore, to avoid unnecessary repetition, further details are omitted here.

[0016] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0017] 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:

[0018] Figure 1 This is a schematic diagram of the structure of a vehicle drive system according to a specific embodiment of the present disclosure.

[0019] Figure 2 This is a schematic diagram of the vehicle drive system in another specific embodiment of the present disclosure.

[0020] Explanation of reference numerals in the attached figures

[0021] 100 - Drive motor, 200 - Drive axle housing, 10 - Left half-shaft, 101 - Left wheel, 20 - Right half-shaft, 201 - Right wheel

[0022] 1-First planetary gear train, 11-Sun gear, 12-Ring gear, 13-Planet gears, 14-Planet carrier,

[0023] 2-Second planetary gear train,

[0024] 3-Brake,

[0025] 4-First clutch,

[0026] 5-Second clutch,

[0027] 6-Third clutch,

[0028] 7-Differential mechanism, 71-First differential gear, 72-Second differential gear

[0029] 8-Transmission mechanism, 81-First input gear, 82-Transmission gear, 83-First output gear, 84-Second output gear

[0030] 9-Reduction mechanism, 91-First reduction gear, 92-Second reduction gear, 93-Third reduction gear, 94-Fourth reduction gear. Detailed Implementation

[0031] 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.

[0032] In this disclosure, unless otherwise stated, directional terms such as "inner" and "outer" generally refer to the inner or outer contour relative to the corresponding component's own outline. The terms "first," "second," etc., used in this disclosure are for distinguishing one element from another and do not indicate sequence or importance. Furthermore, when the following description relates to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0033] According to a specific embodiment of this disclosure, a vehicle drive system is provided, with reference to... Figure 1 As shown, the vehicle drive system may include a drive motor 100, a first planetary gear train 1, a second planetary gear train 2, a first clutch 4, a second clutch 5, and a differential mechanism 7. The first planetary gear train 1 and the second planetary gear train 2 may have the same structure. The first planetary gear train 1 transmits the torque output from the drive motor 100 to the left half-shaft 10, causing the left half-shaft 10 to drive the left wheel 101 to rotate. The second planetary gear train 2 transmits the torque output from the drive motor 100 to the right half-shaft 20, causing the right half-shaft 20 to drive the right wheel 201 to rotate. The differential mechanism 7 may include a first differential gear 71 and a second differential gear 72 that mesh with each other. Two components in the first planetary gear train 1 and the second planetary gear train 2 with the same steering tendency can mesh with the first differential gear 71 and the second differential gear 72, respectively. The first clutch 4 may be connected between the drive motor 100 and the first differential gear 71. The first clutch 4 may have at least a partially engaged state and a fully disengaged state to adjust the drive motor... The torque transmitted from the drive motor 100 to the left half-shaft 10 is controlled by a second clutch 5 connected between the drive motor 100 and the second differential gear 72. The second clutch 5 can have at least a partially engaged state and a fully disengaged state to adjust the torque transmitted from the drive motor 100 to the right half-shaft 20. At most one of the first clutch 4 and the second clutch 5 is in a partially engaged state. When the first clutch 4 is in a partially engaged state and the second clutch 5 is in a fully disengaged state, the drive motor 100 can drive the first differential gear 71 to rotate in a first direction. The second differential gear 72 and its components meshing with the first differential gear 71 rotate in a second direction opposite to the first direction, and the components meshing with the second differential gear 72 rotate in the first direction, thereby realizing the active adjustment of the speed and torque of the left half-shaft 10 and the right half-shaft 20. When the first clutch 4 is fully disengaged and the second clutch 5 is partially engaged, the drive motor 100 can drive the second differential gear 72 to rotate in the first direction, the first differential gear 71 and its components meshing with the second differential gear 72 to rotate in the second direction, and the components meshing with the first differential gear 71 to rotate in the first direction, thereby realizing the active adjustment of the speed and torque of the left half-shaft 10 and the right half-shaft 20.

[0034] Through the above technical solution, in the vehicle drive system provided in this disclosure, when both the first clutch 4 and the second clutch 5 are fully disengaged, the drive motor 100 distributes equal torque to the left half-shaft 10 and the right half-shaft 20 through the first planetary gear train 1 and the second planetary gear train 2, thereby achieving a working mode in which a single drive motor 100 centrally drives the left and right wheels. At this time, if the vehicle is traveling straight, the left wheel 101 and the right wheel 201 rotate at the same speed, and the two components in the first planetary gear train 1 and the second planetary gear train 2 that mesh with the differential mechanism 7 experience the same torque. The first differential gear 71, the second differential gear 72, and the two components restrain each other and remain stationary. If the vehicle is turning, the left wheel 101 and the right wheel 201 rotate at different speeds, and the two components experience different torques, causing the meshing first differential gear 71 and the second differential gear 72 to rotate, resulting in the faster rotating component moving in the direction of its own turning tendency. When rotating in the same direction, the slower-rotating component rotates in the opposite direction to the faster-rotating component, thus realizing the passive differential function. That is, the speed difference between the left wheel 101 and the right wheel 201 is converted into the rotation of the differential mechanism, ensuring reliable steering. When one of the first clutch 4 and the second clutch 5 is in a semi-engaged state and the other is in a fully disengaged state, the drive motor 100 drives the differential gear to rotate through the semi-engaged clutch, thereby causing the two components meshing with the differential mechanism 7 to rotate relative to each other. This results in a torque difference and a speed difference between the left half-shaft 10 and the right half-shaft 20. By controlling the degree of semi-engagement of the clutch, the torque difference distributed by the drive motor to the left and right half-shafts can be controlled, thereby realizing the working mode of independent drive of the left and right wheels by a single drive motor 100. That is, the active adjustment function of the speed and torque of the left half-shaft 10 and the right half-shaft 20 is realized, improving the vehicle's cornering performance and vehicle stability control capability. The vehicle drive system disclosed herein, by adjusting the engagement state of the first clutch 4 and the second clutch 5, can achieve both a centralized drive mode for 100 pairs of left and right wheels by a single drive motor, improving operating efficiency and reducing costs, and an independent drive mode for 100 pairs of left and right wheels by a single drive motor, realizing active differential function. Power is not interrupted during the switching between the two operating modes, thus achieving seamless switching and improving the driving experience. Furthermore, since the first clutch 4 and the second clutch 5 only need to transmit the torque and power required for differential, their size is relatively small, further reducing costs.

[0035] refer to Figure 1 and Figure 2As shown, the first planetary gear train 1 and the second planetary gear train 2 may each include a sun gear 11, a ring gear 12, planet gears 13, and a planet carrier 14. The sun gear 11 can be connected to the drive motor 100, allowing the drive motor 100 to input torque through the sun gear 11. The ring gear 12 can be arranged coaxially with the sun gear 11. The planet gears 13 can mesh between the sun gear 11 and the ring gear 12, and while rotating on their own axes, the planet gears 13 can also revolve around the central axis of the sun gear 11. The planet carrier 14 can be connected to the planet gears 13 and can rotate around the central axis of the sun gear 11 to output torque to the left half-shaft 10 or the right half-shaft 20. That is, the drive motor 100 inputs torque through the sun gear 11 and outputs torque through the planet carrier 14.

[0036] To facilitate the engagement of the two components with the same steering tendency in the first planetary gear train 1 and the second planetary gear train 2 with the differential mechanism 7, refer to Figure 1 and Figure 2 As shown, the gear ring 12 of the first planetary gear train 1 and the gear ring 12 of the second planetary gear train 2 can be selected to mesh with the differential mechanism 7. Specifically, the outer circumferential surface of the gear ring 12 can be provided with a gear structure. The gear ring 12 of the first planetary gear train 1 can mesh with the first differential gear 71 through the gear structure on its outer circumferential surface, and the gear ring 12 of the second planetary gear train 2 can mesh with the second differential gear 72 through the gear structure on its outer circumferential surface, so as to facilitate the arrangement of the differential mechanism 7.

[0037] To facilitate the arrangement of the differential mechanism 7, the first differential gear 71 and the second differential gear 72 can be constructed as cylindrical gears with the same number of teeth, and the tooth width of the second differential gear 72 is greater than the tooth width of the first differential gear 71, so that the second differential gear 72 can mesh with the first differential gear 71 and the gear ring 12 of the second planetary gear train 2 respectively.

[0038] In a specific embodiment of this disclosure, the two gear rings 12 tend to rotate in directions opposite to the rotation direction of the output shaft of the drive motor 100. (See reference...) Figure 1 and Figure 2 As shown, the vehicle drive system may further include a first transmission mechanism 8 connected to the output end of the drive motor 100. The first transmission mechanism 8 may include a first input gear 81, a transmission gear 82, and a first output gear 83. The first input gear 81 may be coaxially and fixedly connected to the output shaft of the drive motor 100. The transmission gear 82 may mesh with the first input gear 81. The first output gear 83 may mesh with the transmission gear 82 to rotate in the same direction as the output shaft of the drive motor 100. A first clutch 4 may be connected between the first output gear 83 and the first differential gear 71. A second output gear 84 may mesh with the transmission gear 82 to rotate in the same direction as the output shaft of the drive motor 100. A second clutch 5 may be connected between the second output gear 84 and the second differential gear 72.

[0039] When the first clutch 4 is in a semi-engaged state and the second clutch 5 is in a fully disengaged state, the first output gear 81 enables the first differential gear 71 to rotate in the same direction as the output shaft of the drive motor 100, while the second differential gear 72 and the ring gear 12 of the first planetary gear train 1 rotate in the opposite direction to the output shaft of the drive motor 100, and the ring gear 12 of the second planetary gear train 2 rotates in the same direction as the output shaft of the drive motor 100. This results in the torque and speed of the left half-shaft 10 being greater than those of the right half-shaft 20. By adjusting the degree of semi-engagement of the first clutch 4, the torque difference and speed difference between the left half-shaft 10 and the right half-shaft 20 can also be adjusted. When the first clutch 4 is fully disengaged and the second clutch 5 is partially engaged, the second output gear 82 enables the second differential gear 72 to rotate in the same direction as the output shaft of the drive motor 100, while the first differential gear 71 and the ring gear 12 of the second planetary gear train 2 rotate in the opposite direction to the output shaft of the drive motor 100, and the ring gear 12 of the first planetary gear train 1 rotates in the opposite direction to the output shaft of the drive motor 100. This results in the torque and speed of the right half-shaft 20 being greater than those of the left half-shaft 10. By adjusting the degree of partial engagement of the second clutch 5, the torque difference and speed difference between the right half-shaft 20 and the left half-shaft 10 can also be adjusted.

[0040] refer to Figure 2 As shown, a third clutch 6 can also be provided between the output end of the drive motor 100 and the first planetary gear train 1 and the second planetary gear train 2. The third clutch 6 has a fully disengaged state and a fully engaged state. That is, when the third clutch 6 is fully engaged, the drive motor 100 can transmit torque to the left half shaft 10 and the right half shaft 20 through the first planetary gear train 1 and the second planetary gear train 2, respectively. When the third clutch 6 is fully disengaged, the drive motor 100 is decoupled from the left half shaft 10 and the right half shaft 20. When the vehicle is in a coasting state, the first clutch 4 and the second clutch 5 can be switched to the fully disengaged state, thereby avoiding the reverse drag of the wheels on the drive motor 100 during the coasting process, and thus reducing the vehicle's energy consumption.

[0041] refer to Figure 2 As shown, the vehicle drive system may further include a brake 3 disposed between the first differential gear 71 or the second differential gear 72 and the drive axle housing 200. In a specific embodiment of this disclosure, the brake 3 may be connected between the gear shaft of the second differential gear 72 and the drive axle housing 200. When the brake 3 is engaged, it can keep the first differential gear 71 and the drive axle housing 200 relatively fixed, thereby keeping the second differential gear 72 and the two gear rings 12 relatively fixed to the drive axle housing 200, so that the passive differential function of the differential mechanism 7 is locked. At this time, if one wheel slips, the torque output by the drive motor 100 can be fully transmitted to the other wheel, thereby improving the vehicle's ability to get out of trouble.

[0042] In addition, refer to Figure 1 and Figure 2 As shown, a reduction mechanism 9 can be respectively provided between the first planetary gear train 1 and the left half-shaft 10, and between the second planetary gear train 2 and the right half-shaft 20. That is, the input end of the reduction mechanism 9 is connected to the output end of the first planetary gear train 1 or the output end of the second planetary gear train 2, and the output end of the reduction mechanism 9 is connected to the left half-shaft 10 or the right half-shaft 20.

[0043] refer to Figure 1 and Figure 2 As shown, the reduction mechanism 9 can be a two-stage reduction mechanism. Specifically, the reduction mechanism 9 can include a first reduction gear 91, a second reduction gear 92, a third reduction gear 93, and a fourth reduction gear 94. The first reduction gear 91 can be coaxially and fixedly connected to the output shaft of the first planetary gear train 1 or the output shaft of the second planetary gear train 2. The second reduction gear 92 can mesh with the first reduction gear 91 to form a first-stage reduction. The third reduction gear 93 can be coaxially and fixedly connected to the second reduction gear 92. The fourth reduction gear 94 can mesh with the third reduction gear 93 to form a second-stage reduction. The fourth reduction gear 94 can also be coaxially and fixedly connected to the left half-shaft 10 or the right half-shaft 20 to transmit torque to the left half-shaft 10 or the right half-shaft 20.

[0044] Based on the above technical solutions, this disclosure also provides a vehicle, including the vehicle drive system described in the above technical solutions.

[0045] The vehicle provided by this disclosure has the same technical effect as the vehicle drive system in the above technical solution. To avoid unnecessary repetition, it will not be described in detail here.

[0046] In a specific embodiment of this disclosure, the vehicle may include two vehicle drive systems, which can be used to drive the two front wheels and the two rear wheels of the vehicle, respectively. Thus, the two drive motors 100 can achieve both centralized drive of the four wheels and independent drive of the four wheels.

[0047] 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.

[0048] 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.

[0049] 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 vehicle drive system, characterized in that, include: Drive motor, The first planetary gear train and the second planetary gear train have the same structure. The first planetary gear train can transmit the torque output by the drive motor to the left half-shaft, and the second planetary gear train can transmit the torque output by the drive motor to the right half-shaft. The differential mechanism includes a first differential gear and a second differential gear that mesh with each other. Two components in the first planetary gear train and the second planetary gear train, exhibiting the same steering tendency, mesh with the first differential gear and the second differential gear, respectively. A first clutch, connected between the drive motor and the first differential gear, has at least a partially engaged state and a fully disengaged state to adjust the torque transmitted by the drive motor to the left half-shaft. A second clutch is connected between the drive motor and the second differential gear. The second clutch has at least a partially engaged state and a fully disengaged state to adjust the torque transmitted by the drive motor to the right half-shaft. At most one of the first clutch and the second clutch is in the semi-engaged state.

2. The vehicle drive system according to claim 1, characterized in that, The first planetary gear train and the second planetary gear train each include: The sun gear is connected to the drive motor so that the drive motor inputs torque through the sun gear. The gear ring is arranged coaxially with the sun gear. Planetary gears mesh between the sun gear and the ring gear, and The planet carrier is connected to the planetary gears and is capable of rotating about the central axis of the sun gear to output torque to the left or right half-axis.

3. The vehicle drive system according to claim 2, characterized in that, The outer circumferential surface of the gear ring is provided with a gear structure. The gear ring of the first planetary gear train meshes with the first differential gear through the gear structure, and the gear ring of the second planetary gear train meshes with the second differential gear through the gear structure.

4. The vehicle drive system according to claim 3, characterized in that, The vehicle drive system further includes a transmission mechanism connected to the output end of the drive motor, the transmission mechanism comprising: The first input gear is coaxially and fixedly connected to the output shaft of the drive motor. The transmission gear meshes with the first input gear. A first output gear meshes with the transmission gear, and a first clutch is connected between the first output gear and the first differential gear. The second output gear meshes with the transmission gear, and the second clutch is connected between the second output gear and the second differential gear.

5. The vehicle drive system according to claim 1, characterized in that, A third clutch is provided between the output end of the drive motor and the first planetary gear train and the second planetary gear train. The third clutch has a fully disengaged state and a fully engaged state.

6. The vehicle drive system according to claim 1, characterized in that, The vehicle drive system also includes a brake disposed between the first differential gear or the second differential gear and the drive axle housing.

7. The vehicle drive system according to claim 1, characterized in that, A reduction mechanism is provided between the first planetary gear train and the left half-shaft, and between the second planetary gear train and the right half-shaft.

8. The vehicle drive system according to claim 7, characterized in that, The deceleration mechanism includes: The first reduction gear is coaxially and fixedly connected to the output shaft of either the first or the second planetary gear train. The second reduction gear meshes with the first reduction gear. The third reduction gear is coaxially and fixedly connected to the second reduction gear, and The fourth reduction gear meshes with the third reduction gear and is coaxially and fixedly connected to the left half-shaft or the right half-shaft.

9. A vehicle, characterized in that, The vehicle drive system includes any one of claims 1 to 8.

10. The vehicle according to claim 9, characterized in that, The vehicle includes two sets of vehicle drive systems, which are used to drive the two front wheels and two rear wheels of the vehicle, respectively.

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