Motor driving system and vehicle

Abstract

The utility model relates to a motor driving system and a vehicle. The motor driving system comprises a first driving assembly and a second driving assembly, one end of the second driving assembly is connected with the second wheel assembly, and the other end of the second driving assembly is detachably connected with the other end of the first driving assembly; and the clutch assembly is arranged between the first driving assembly and the second driving assembly, is coupled / decoupled with the first wheel assembly and is coupled / decoupled with the second driving assembly. According to the motor driving system, through the clutch assembly, independent control over the first driving assembly and the second driving assembly can be achieved, the two driving assemblies can work cooperatively, so that the escape capacity of the vehicle under the special road condition is improved, and then the adaptability of the motor driving system can be effectively improved; and the adaptability of the vehicle to different road conditions is improved.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, specifically relating to an electric motor drive system and a vehicle. Background Technology

[0002] With the development of electric vehicle technology, more and more new energy vehicles are adopting dual-drive technology, where the two drive components on the left and right sides of the wheels are independently driven. However, in existing technology, the power torque of the left and right sides of the dual-drive components is completely decoupled and independent. Therefore, when the vehicle gets stuck in special road conditions, such as mud pits or puddles, torque distribution cannot be achieved, making it difficult to get out of trouble. Therefore, how to enable the vehicle's dual-drive components to selectively decouple or couple according to road conditions to improve the vehicle's adaptability to different road surfaces is a pressing technical problem that needs to be solved. Utility Model Content

[0003] This application provides an electric motor drive system and vehicle to solve the technical problem of enabling the dual drive components of a vehicle to be decoupled or coupled according to different road conditions.

[0004] To solve the above-mentioned technical problems, one technical solution adopted in this application is: a motor drive system configured to be installed in a vehicle, the vehicle including a vehicle body and a first wheel assembly and a second wheel assembly installed on the vehicle body, the motor drive system being configured to transmit power to the first wheel assembly and / or the second wheel assembly, the motor drive system including: a first drive assembly, one end of which is connected to the first wheel assembly; a second drive assembly, one end of which is connected to the second wheel assembly; and a clutch assembly disposed between the first drive assembly and the second drive assembly, and coupled / decoupled from the first drive assembly and the second drive assembly.

[0005] According to one embodiment of this application, the first drive assembly includes: a first motor, with the clutch assembly disposed at the output end of the first motor; a first half-shaft connected to the clutch assembly, the first half-shaft and the first motor being coupled or decoupled through the clutch assembly, and one end of the first half-shaft facing away from the clutch assembly being connected to the first wheel assembly; the second drive assembly includes: a second motor, with the clutch assembly disposed at the output end of the second motor; a second half-shaft connected to the clutch assembly, the second half-shaft and the second motor being coupled or decoupled through the clutch assembly, and one end of the second half-shaft facing away from the second coupling member being connected to the second wheel assembly.

[0006] According to one embodiment of this application, the clutch assembly includes: a first coupling member connected to the output terminal of the first motor; and a second coupling member connected to the output terminal of the second motor; wherein the first coupling member and the second coupling member are coupled or decoupled to enable the power connection or disconnection of the first motor and the second motor.

[0007] According to one embodiment of this application, a first mounting hole is provided on the side of the first motor facing the second motor, and a second mounting hole is provided on the side of the second motor facing the first motor. A first coupling member is provided in the first mounting hole, and a second coupling member is provided in the second mounting hole.

[0008] According to one embodiment of this application, the clutch assembly further includes: a support ring disposed in a first mounting hole or a second mounting hole; a third coupling member disposed between the support ring and the first coupling member, and coupled or decoupled from the first coupling member; and a fourth coupling member disposed between the support ring and the second coupling member, and coupled or decoupled from the second coupling member; wherein at least a portion of the third coupling member and at least a portion of the fourth coupling member are located within the support ring, and the third coupling member and the fourth coupling member are coaxially arranged with the support ring.

[0009] According to one embodiment of this application, the first coupling member includes: a first synchronization ring connected to the output shaft of the first motor; and a second synchronization ring connected to one end of the first half-shaft near the second half-shaft; wherein the first synchronization ring is disposed around the outer periphery of the second synchronization ring, and the first synchronization ring and the second synchronization ring are coaxially arranged.

[0010] According to one embodiment of this application, the second coupling member includes: a third synchronous ring connected to the output shaft of the second motor; and a fourth synchronous ring connected to one end of the second half-shaft near the first half-shaft; wherein the third synchronous ring is disposed around the outer periphery of the fourth synchronous ring, and the third synchronous ring and the fourth synchronous ring are coaxially arranged.

[0011] According to one embodiment of this application, a first flange is provided on the outer periphery of the side of the second synchronization ring opposite to the first synchronization ring, and the first flange abuts against the first synchronization ring.

[0012] According to one embodiment of this application, a second flange is provided on the outer periphery of the side of the fourth synchronization ring opposite to the third synchronization ring, and the second flange abuts against the third synchronization ring.

[0013] To solve the above-mentioned technical problems, another technical solution adopted in this application is: a vehicle, the vehicle comprising: a vehicle body; a first wheel assembly disposed on the vehicle body; a second wheel assembly disposed on the vehicle body; and a motor drive system as described above; wherein the motor drive system is used to transmit power to the first wheel assembly and / or the second wheel assembly.

[0014] The beneficial effects of this application are as follows: The electric motor drive system of this application is configured to be installed in a vehicle, the vehicle including a vehicle body and a first wheel assembly and a second wheel assembly installed on the vehicle body. The electric motor drive system is configured to transmit power to the first wheel assembly and / or the second wheel assembly. The electric motor drive system includes: a first drive assembly, one end of which is connected to the first wheel assembly; a second drive assembly, one end of which is connected to the second wheel assembly, and the other end of the second drive assembly is detachably connected to the other end of the first drive assembly; and a clutch assembly, which is disposed between the first drive assembly and the second drive assembly and is coupled / decoupled from the first drive assembly and the second drive assembly. In this application, the clutch assembly described above can couple or decouple the first drive assembly and the second drive assembly according to the road conditions on which the vehicle is traveling, thereby enabling the power connection or disconnection of the first drive assembly and the second drive assembly. Through this setting, not only can the first drive assembly and the second drive assembly be controlled individually, but the two drive assemblies can also work together to improve the vehicle's ability to get out of trouble under special road conditions, thereby effectively improving the adaptability of the motor drive system and the vehicle's ability to adapt to different road conditions. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort, wherein:

[0016] Figure 1 This is a schematic diagram of the overall structure of an embodiment of the electric drive system of this application;

[0017] Figure 2 This is an exploded structural diagram of an embodiment of the electric drive system of this application;

[0018] Figure 3 This is a schematic diagram of the structure of the first motor in an embodiment of the electric drive system of this application;

[0019] Figure 4 This is a schematic diagram of the structure of the second motor in one embodiment of the electric drive system of this application;

[0020] Figure 5 This is an exploded structural diagram of the clutch assembly of an embodiment of the electric drive system of this application. Detailed Implementation

[0021] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, it should be noted that, for ease of description, only the parts relevant to this application are shown in the accompanying drawings, not the entire structure. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this application.

[0022] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0023] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the stated features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0024] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal connection of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0025] The motor drive system in this application can be applied to related structures such as vehicles, rail transit, or industrial equipment. This application will use the application of the motor drive system in a vehicle as an example for illustration.

[0026] Please see Figure 1 and Figure 2 , Figure 1 This is a schematic diagram of the overall structure of an embodiment of the electric drive system of this application; Figure 2 This is an exploded structural diagram of an embodiment of the electric drive system of this application.

[0027] In one aspect of this application, an electric motor drive system 10 is provided, configured to be installed in a vehicle. The vehicle includes a vehicle body and a first wheel assembly and a second wheel assembly mounted on the vehicle body. The electric motor drive system 10 is configured to transmit power to the first wheel assembly and / or the second wheel assembly. The electric motor drive system 10 includes a first drive assembly 11, a second drive assembly 12, and a clutch assembly 13. One end of the first drive assembly 11 is connected to the first wheel assembly; one end of the second drive assembly 12 is connected to the second wheel assembly; the clutch assembly 13 is disposed between the first drive assembly 11 and the second drive assembly 12, and is coupled / decoupled from both the first drive assembly 11 and the second drive assembly 12.

[0028] As can be seen from the above structure, firstly, in this application, by coupling / decoupling the clutch assembly 13 with the first drive assembly 11 and with the second drive assembly 12, the clutch assembly 13 can couple or decouple the first drive assembly 11 and the second drive assembly 12 according to the road conditions on which the vehicle is traveling. This allows the power of the first drive assembly 11 and the second drive assembly 12 to be connected or disconnected. The above arrangement not only enables individual control of the first drive assembly 11 and the second drive assembly 12, but also enables the two drive assemblies to work together to improve the vehicle's ability to get out of trouble under special road conditions. In this way, the adaptability of the motor drive system 10 can be effectively improved, and the vehicle's adaptability to different road conditions can be enhanced.

[0029] Specifically, when the vehicle is driving on a flat road, the first drive assembly 11 and the second drive assembly 12 can be decoupled through the clutch assembly 13, so that the power of the first drive assembly 11 and the second drive assembly 12 can be disconnected, thereby enabling independent control of the speed and torque of the first drive assembly 11 and the second drive assembly 12 to achieve differential control, which is beneficial to improving the vehicle's handling performance. When a vehicle needs to get out of trouble on special road surfaces such as mud pits or puddles, the clutch assembly 13 can be coupled with the first drive assembly 11 and the second drive assembly 12. This connects the power of the first drive assembly 11 and the second drive assembly 12. On the one hand, the first drive assembly 11 and the second drive assembly 12 can jointly output power to the wheel assemblies to increase the overall driving force of the vehicle, thereby increasing the vehicle's torque and helping the vehicle get out of trouble on special road surfaces such as mud pits. On the other hand, by connecting the power of the first drive assembly 11 and the second drive assembly 12, the clutch assembly 13 can also transmit the power of the first drive assembly 11 to the wheel assembly connected to the second drive assembly 12, or transmit the power of the second drive assembly 12 to the wheel assembly connected to the first drive assembly 11. This improves the situation where the vehicle loses forward power due to the slippage of a single wheel assembly. Therefore, by working together, the adhesion of the non-slipping wheel assembly can be effectively utilized to provide propulsion to the slipping wheel assembly, thereby providing assistance for the vehicle to get out of trouble and improving the vehicle's ability to get out of trouble.

[0030] Secondly, the arrangement of the first drive assembly 11 and the second drive assembly 12 can also provide greater torque and power output through the dual drive assembly, so that the vehicle can obtain stronger power, thereby improving the vehicle's adaptability to different road conditions and meeting different driving needs.

[0031] The clutch assembly 13 can be partially or fully coupled with the first drive assembly 11 and the second drive assembly 12 depending on different road conditions, thereby enabling the power of the first drive assembly 11 and the second drive assembly 12 to be fully or partially connected, so as to improve the vehicle's adaptability to different road surfaces.

[0032] In some embodiments of this application, the first drive assembly 11 includes a first motor 111 and a first half-shaft 112. A clutch assembly 13 is disposed on the output shaft of the first motor 111, and the first half-shaft 112 is connected to the clutch assembly 13. The first half-shaft 112 and the first motor 111 are coupled or decoupled through the clutch assembly 13. One end of the first half-shaft 112 facing away from the clutch assembly 13 is connected to a first wheel assembly. The second drive assembly 12 includes a second motor 121 and a second half-shaft 122. The clutch assembly 13 is disposed on the output end of the second motor 121, and the second half-shaft 122 is connected to the clutch assembly 13. The second half-shaft 122 and the second motor 121 are coupled or decoupled through the clutch assembly 13. One end of the second half-shaft 122 facing away from the clutch assembly 13 is connected to a second wheel assembly.

[0033] When the first drive assembly 11 and the second drive assembly 12 are coupled, the power of the first motor 111 and the power of the second motor 121 are connected. The first motor 111 and the first half-shaft 112 can be coupled or decoupled, and the second half-shaft 122 and the second motor 121 can also be coupled or decoupled, so that the connected power is output from the first half-shaft 112 and / or the second half-shaft 122. When the first drive assembly 11 and the second drive assembly 12 are decoupled, the power of the first motor 111 and the power of the second motor 121 are disconnected, and the first half-shaft 112 and the first motor 111 are coupled, and the second half-shaft 122 and the second motor 121 can also be coupled.

[0034] Firstly, in this application, the first half-shaft 112 can transmit the power or the connected power of the first motor 111 to the first wheel assembly, while the second half-shaft 122 can transmit the power or the connected power of the second motor 121 to the second wheel assembly. Therefore, the first half-shaft 112 can stably transmit the power output by the first motor 111, and the second half-shaft 122 can stably transmit the power output by the second motor 121. Furthermore, the first half-shaft 112 and the second half-shaft 122 can effectively support the first wheel assembly and the second wheel assembly respectively, thereby improving the stability and safety of the vehicle.

[0035] When the first drive assembly 11 and the second drive assembly 12 are coupled, the power of the first motor 111 and the power of the second motor 121 are connected. Specifically, during the power transmission process, there are three transmission methods. First, the first motor 111 and the first half-shaft 112 are decoupled under the action of the clutch assembly 13, and the second motor 121 and the second half-shaft 122 are coupled under the action of the clutch assembly 13. In this method, the power of the first motor 111 is transmitted to the clutch assembly 13 through its output shaft. The clutch assembly 13 couples the power of the first motor 111 and the second motor 121. The coupled power is transmitted through the output shaft of the second motor 121 to the second half-shaft 122, and then through the second half-shaft 122 to the second wheel assembly, thereby achieving... The first motor 111 and the first half-shaft 112 are coupled under the action of the clutch assembly 13, while the second motor 121 and the second half-shaft 122 are decoupled under the action of the clutch assembly 13. In this mode, the power of the second motor 121 is transmitted to the clutch assembly 13 through its output shaft. The clutch assembly 13 couples the power of the first motor 111 and the second motor 121. The coupled power is transmitted to the first half-shaft 112 through the output shaft of the first motor 111, and then to the first wheel assembly through the first half-shaft 112, thereby enabling the driving of the first wheel assembly. Thirdly, the first motor 111 and the first half-shaft 112 are coupled under the action of the clutch assembly 13, and the second motor 121 and the second half-shaft 122 are coupled under the action of the clutch assembly 13. In this way, the power of the first motor 111 and the power of the second motor 121 can be mutually transmitted through the clutch assembly 13, thereby effectively increasing the overall driving force of the vehicle, increasing the torque of the vehicle, and helping the vehicle to get out of trouble in special road conditions such as mud.

[0036] In this application, by means of the above method, when the vehicle encounters special road conditions such as mud, it can not only increase the overall internal driving force of the vehicle, but also provide a driving force for the slipping wheel components, thereby effectively improving the vehicle's ability to get out of trouble under special road conditions.

[0037] When the first drive assembly 11 and the second drive assembly 12 are decoupled, the power of the first motor 111 cannot be coupled to the power of the second motor 121 through the clutch assembly 13, or the power of the second motor 121 cannot be coupled to the first motor 111 through the clutch assembly 13. As a result, the first motor 111 and the second motor 121 are disconnected, while the first motor 111 is coupled to the first half-shaft 112, and the second motor 121 is coupled to the second half-shaft 122. This enables the independent control of the first motor 111 and the second motor 121, thereby improving the vehicle's handling performance.

[0038] Therefore, by means of the above method, the connection or disconnection between the first motor 111 and the second motor 121 can be realized, thereby allowing the connection state of the first motor 111 and the second motor 121 to be selected according to different road conditions of the vehicle, so that the vehicle can have a large torque under any road conditions, and can effectively improve the vehicle's adaptability to different road conditions.

[0039] In some embodiments of this application, the clutch assembly 13 includes a first coupling member 135 and a second coupling member 134. The first coupling member 135 is connected to the output terminal of the first motor 111; the second coupling member 134 is connected to the output terminal of the second motor 121; wherein the first coupling member 135 and the second coupling member 134 are coupled or decoupled to enable the power of the first motor 111 and the second motor 121 to be connected or disconnected.

[0040] In this embodiment, the clutch assembly 13 is realized through the first coupling member 135 and the second coupling member 134. Independent coupling members can be set for the first drive assembly 11 and the second drive assembly 12 respectively, so as to realize independent control of the power coupling and decoupling of the first drive assembly 11 and the second drive assembly 12, thereby improving the control accuracy.

[0041] The first coupling member 135 and the second coupling member 134 can be fully coupled or partially coupled. When the first coupling member 135 and the second coupling member 134 are fully coupled, the power of the first drive assembly 11 and the second drive assembly 12 can be fully connected. When the first coupling member 135 and the second coupling member 134 are partially coupled, the first drive assembly 11 and the second drive assembly 12 can be partially connected.

[0042] Please combine Figure 2 See Figure 3 and Figure 4 , Figure 3 This is a schematic diagram of the structure of the first motor in an embodiment of the electric drive system of this application; Figure 4This is a schematic diagram of the structure of the second motor in one embodiment of the electric drive system of this application. In some embodiments of this application, the first motor 111 is provided with a first mounting hole 113 on the side facing the second motor 121, the second motor 121 is provided with a second mounting hole 123 on the side facing the first motor 111, a first coupling member 135 is provided in the first mounting hole 113, and a second coupling member 134 is provided in the second mounting hole 123. The first mounting hole 113 and the second mounting hole 123 provide precise mounting positions for the first coupling member 135 and the second coupling member 134, thereby improving the accuracy of the connection position between the first coupling member 135 and the first motor 111, and the connection position between the second coupling member 134 and the second motor 121. This reduces power transmission losses caused by installation position deviations and improves the reliability of the coupling between the first motor 111 and the second motor 121. On the other hand, the structure of the first mounting hole 113 and the second mounting hole 123 also facilitates the installation and disassembly of the first coupling member 135 and the second coupling member 134 by production personnel, thereby improving installation efficiency and maintainability of the motor drive system 10.

[0043] In some embodiments of this application, the clutch assembly 13 further includes a support ring 133, a third coupling member 131, and a fourth coupling member 132. The support ring 133 is disposed in the first mounting hole 113 or the second mounting hole 123; the third coupling member 131 is disposed between the support ring 133 and the first coupling member 135, and is coupled or decoupled from the first coupling member 135; the fourth coupling member 132 is disposed between the support ring 133 and the second coupling member 134, and is coupled or decoupled from the second coupling member 134; wherein at least a portion of the third coupling member 131 and at least a portion of the fourth coupling member 132 are located within the support ring 133, and the third coupling member 131 and the fourth coupling member 132 are coaxially disposed with the support ring 133.

[0044] First, since the dual-drive system generates significant forces and vibrations during vehicle operation, the structure of the support ring 133 provides stable support for the third coupling member 131 and the fourth coupling member 132, enabling them to maintain a relatively fixed positional relationship during operation and reducing displacement or deformation caused by external forces. This improves the structural stability and reliability of the clutch assembly 13. Second, the support ring 133 also restricts the radial movement of the third coupling member 131 and the fourth coupling member 132, further enhancing the stability and reliability of the motor drive system 10. Furthermore, the support ring 133 is coaxially arranged with the third coupling member 131 and the fourth coupling member 132, ensuring that the rotation axes of the third coupling member 131, the fourth coupling member 132, and the support ring 133 coincide. This effectively mitigates power transmission deviations caused by misalignment, thereby significantly improving the reliability of power transmission in the motor drive system 10.

[0045] Furthermore, when the first motor 111 and the second motor 121 are connected, the third coupling member 131 and the fourth coupling member 132 can also adjust the coupling degree between the first coupling member 135 and the second coupling member 134. Thus, when the vehicle is driving under special road conditions, the third coupling member 131 and the fourth coupling member 132 can adjust the power connection degree between the first drive assembly 11 and the second drive assembly 12 in a timely manner, so that the power coordination between the first drive assembly 11 and the second drive assembly 12 can reach a better state, thereby effectively improving the vehicle's adaptability to different road conditions.

[0046] Please combine Figure 2 See Figure 5 , Figure 5 This is an exploded structural diagram of the clutch assembly of an embodiment of the electric drive system of this application.

[0047] In some embodiments of this application, the first coupling member 135 includes a first synchronization ring 1311 and a second synchronization ring 1312. The first synchronization ring 1311 is connected to the output shaft of the first motor 111; the second synchronization ring 1312 is connected to one end of the first half-shaft 112 near the second half-shaft 122; wherein, the first synchronization ring 1311 is arranged around the outer periphery of the second synchronization ring 1312, and the first synchronization ring 1311 and the second synchronization ring 1312 are coaxially arranged. Firstly, in this application, during the power transmission process, the power of the first motor 111 can be transmitted to the first synchronous ring 1311, which then transmits the power to the second synchronous ring 1312. The first synchronous ring 1311 and the second synchronous ring 1312 are coupled with the second coupling member 134, thereby enabling the power of the first motor 111 to be coupled with the power of the second motor 121. The coupled power is output from the output end of the second motor 121 to the second half-shaft 122, and then transmitted to the second wheel assembly via the second half-shaft 122. Alternatively, the power of the second motor 121 can be transmitted to the second synchronous ring 1312 via the second coupling member 134, which then transmits the power to the first synchronous ring 1311. The second synchronous ring 1312 and the first synchronous ring 1311 are coupled with the second coupling member 134, thereby enabling the power of the first motor 111 to be coupled with the power of the second motor 121. The coupled power is output from the output end of the first motor 111 to the first half-shaft 112, and then transmitted to the first wheel assembly via the first half-shaft 112. Secondly, this application utilizes the structure of a first synchronization ring 1311 and a second synchronization ring 1312 to achieve the power connection or disconnection of the first motor 111 and the second motor 121. Compared to using traditional coupling components, this improves the synchronicity of power transmission when the first motor 111 and the second motor 121 are connected. Furthermore, the cooperation of the two synchronization rings reduces the friction between them, thereby effectively improving the efficiency of power transmission. Therefore, the structure of the first synchronization ring 1311 and the second synchronization ring 1312 not only improves the synchronicity of power transmission but also enhances its efficiency.

[0048] Furthermore, the first synchronization ring 1311 and the second synchronization ring 1312 are coaxially arranged with the support ring 133, so that the first synchronization ring 1311, the second synchronization ring 1312, the support ring 133, and the second coupling member 134 can all be coaxially arranged with the output shafts of the first motor 111 and the second motor 121, thereby making the power of the first motor 111 more stable in the process of transmitting to the corresponding wheel assembly or the second motor 121, thereby improving the reliability of the motor drive system 10.

[0049] In some embodiments of this application, the second coupling member 134 includes a third synchronization ring 1321 and a fourth synchronization ring 1322. The third synchronization ring 1321 is connected to the output shaft of the second motor 121; the fourth synchronization ring 1322 is connected to the end of the second half-shaft 122 near the first half-shaft 112; wherein, the third synchronization ring 1321 is arranged around the outer periphery of the fourth synchronization ring 1322, and the third synchronization ring and the fourth synchronization ring are coaxially arranged. First, during power transmission, the power of the first motor 111 can be transmitted to the first synchronous ring 1311, which then transmits it to the second synchronous ring 1312. The second synchronous ring 1312 transmits the power to the fourth synchronous ring 1322, which in turn transmits it to the third synchronous ring 1321. Thus, the second motor 121 and the first motor 111 are coupled, and the second motor 121 transmits the power to the second wheel assembly via the second half-shaft 122. Alternatively, the power of the second motor 121 can be transmitted to the third synchronous ring 1321, which then transmits it to the fourth synchronous ring 1322. The first synchronizer ring 1322 transmits power to the second synchronizer ring 1312, which then transmits power to the first synchronizer ring 1311, thus coupling the first motor 111 and the second motor 121. The first motor 111 then transmits power to the first wheel assembly via the first half-shaft 112. Alternatively, the power from the first motor 111 and the second motor 121 can be transmitted to each other via the first synchronizer ring 1311, the second synchronizer ring 1312, the third synchronizer ring 1321, and the fourth synchronizer ring 1322, respectively, and then to their corresponding first half-shaft 112 and second half-shaft 122, and finally to the first wheel assembly and the second wheel assembly. This method not only improves the overall driving force of the vehicle but also provides thrust to slipping wheel assemblies, thereby improving the vehicle's ability to get out of trouble in special road conditions. Secondly, the arrangement of the third synchronization ring 1321 and the fourth synchronization ring 1322, compared to setting the first coupling member 135 as the first synchronization ring 1311 and the second synchronization ring 1312, and the second coupling member 134 adopting a traditional coupling structure, can further improve the synchronicity and efficiency of power transmission between the first coupling member 135 and the second coupling member 134. Furthermore, the arrangement of the third synchronization ring 1321 and the fourth synchronization ring 1322 can also effectively improve the synchronicity of power transmission, and their cooperation can reduce the friction between them, thereby also improving the efficiency of power transmission.

[0050] Furthermore, since the first coupling member 135 and the second coupling member 134 are coaxially arranged with the support ring 133, and the first synchronization ring 1311 and the second synchronization ring 1312 are coaxially arranged, the third synchronization ring 1321 and the fourth synchronization ring 1322 are coaxially arranged. This allows the first synchronization ring 1311, the second synchronization ring 1312, the third synchronization ring 1321, the fourth synchronization ring 1322 and the support ring 133 to be coaxially arranged with the output shafts of the first motor 111 and the second motor 121. This structure not only makes the power transmission from the first motor 111 and the second motor 121 to their corresponding wheel assemblies more stable, but also effectively improves the stability of the power transmission from the first motor 111 to the second motor 121 or the power transmission from the second motor 121 to the first motor 111, thereby improving the reliability of the motor drive system 10.

[0051] Preferably, both the third coupling element 131 and the fourth coupling element 132 include an inner synchronization ring and an outer synchronization ring. The inner and outer synchronization rings enable coupling between the first half-shaft 112 and the first motor 111, as well as coupling between the second half-shaft 122 and the second motor 121. This improves the synchronicity and efficiency of power transmission while reducing friction between the two components, thereby further enhancing power transmission efficiency. Of course, in other embodiments, the third coupling element 131 and the fourth coupling element 132 can also employ ordinary coupling element structures to reduce costs; this is not a limitation.

[0052] In some embodiments of this application, a first flange 1313 is provided on the outer periphery of the side of the second synchronizing ring 1312 opposite to the first synchronizing ring 1311, and the first flange 1313 abuts against the first synchronizing ring 1311. Firstly, the first flange 1313 abuts against the first synchronizing ring 1311 to prevent axial movement of the first synchronizing ring 1311, thereby improving the accuracy of the relative position between the first synchronizing ring 1311 and the second synchronizing ring 1312. This ensures that they maintain a relatively accurate fit during movement, thus improving the stability and reliability of the power connection between the first motor 111 and the second motor 121. Secondly, the first flange 1313 also increases the contact area between the first synchronizing ring 1311 and the second synchronizing ring 1312, thereby strengthening the connection between them and effectively improving the reliability and stability of the motor drive system 10.

[0053] In some embodiments of this application, a second flange 1323 is provided on the outer periphery of the side of the fourth synchronous ring 1322 opposite to the third synchronous ring 1321, and the second flange 1323 abuts against the third synchronous ring 1321. Firstly, the provision of the second flange 1323 allows it to abut against the third synchronous ring 1321, preventing axial movement of the third synchronous ring 1321. This improves the relative positional accuracy between the third synchronous ring 1321 and the fourth synchronous ring 1322, ensuring a relatively accurate fit during movement and thus enhancing the stability and reliability of the power connection between the first motor 111 and the second motor 121. Secondly, the provision of the second flange 1323 also increases the contact area between the third synchronous ring 1321 and the fourth synchronous ring 1322, thereby strengthening the connection between them and effectively improving the reliability and stability of the motor drive system 10.

[0054] A second aspect of this application provides a vehicle. The vehicle includes a vehicle body, a first wheel assembly, a second wheel assembly, and an electric motor drive system 10 of any one of the above. Both the first and second wheel assemblies are configured to be mounted on the vehicle body, and the electric motor drive system 10 is used to transmit power to the first wheel assembly and / or the second wheel assembly. Specifically, since this vehicle includes the electric motor drive system 10 described in the above embodiments, it also possesses the beneficial effects of the electric motor drive system 10 described above, which will not be elaborated further here.

[0055] It should be noted that the terms "horizontal" and "vertical" do not imply that the components must be absolutely horizontal or vertical, but rather that they can be slightly tilted. Similarly, the terms "parallel" and "perpendicular" do not imply that the components are absolutely parallel or perpendicular, but rather that they can have a certain angular deviation. For example, "horizontal" simply means that its direction is more horizontal relative to "vertical," and does not mean that the structure must be completely horizontal, but rather that it can be slightly tilted. In addition, the orientations or positional relationships indicated by terms such as "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise" are based on the orientations or positional relationships shown in the accompanying drawings, or the orientations or positional relationships that are commonly used when the product of this application is in use. They are only for the purpose of describing the embodiments of this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0056] It is understood that the term "multiple" in this document means at least two, such as two, three, etc., unless otherwise specified. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices. The term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects are in an "or" relationship.

[0057] The above description is merely an embodiment of this application and does not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. An electric motor drive system configured for use in a vehicle, the vehicle including a body and a first wheel assembly and a second wheel assembly disposed on the body, the electric motor drive system (10) configured to transmit power to the first wheel assembly and / or the second wheel assembly, characterized in that, The motor drive system (10) includes: The first drive assembly (11) is connected at one end to the first wheel assembly; The second drive assembly (12) is connected at one end to the second wheel assembly; The clutch assembly (13) is disposed between the first drive assembly (11) and the second drive assembly (12), and is coupled / decoupled from the first drive assembly (11) and coupled / decoupled from the second drive assembly (12).

2. The motor drive system according to claim 1, characterized in that, The first driving component (11) includes: The first motor (111) is provided with the clutch assembly (13) located at the output end of the first motor (111); The first half-shaft (112) is connected to the clutch assembly (13). The first half-shaft (112) and the first motor (111) are coupled or decoupled through the clutch assembly (13). The end of the first half-shaft (112) facing away from the clutch assembly (13) is connected to the first wheel assembly. The second driving component (12) includes: The second motor (121) has the clutch assembly (13) disposed at the output end of the second motor (121); The second half-shaft (122) is connected to the clutch assembly (13). The second half-shaft (122) and the second motor (121) are coupled or decoupled through the clutch assembly (13). The end of the second half-shaft (122) opposite to the clutch assembly (13) is connected to the second wheel assembly.

3. The motor drive system according to claim 2, characterized in that, The clutch assembly (13) includes: The first coupling element (135) is connected to the output end of the first motor (111); The second coupling element (134) is connected to the output end of the second motor (121); The first coupling element (135) and the second coupling element (134) are coupled or decoupled to enable the first motor (111) and the second motor (121) to be connected or disconnected.

4. The motor drive system according to claim 3, characterized in that, The first motor (111) has a first mounting hole (113) on the side facing the second motor (121), and the second motor (121) has a second mounting hole (123) on the side facing the first motor (111). The first coupling member (135) is located in the first mounting hole (113), and the second coupling member (134) is located in the second mounting hole (123).

5. The motor drive system according to claim 4, characterized in that, The clutch assembly (13) further includes: A support ring (133) is disposed in the first mounting hole (113) or the second mounting hole (123); The third coupling member (131) is disposed between the support ring (133) and the first coupling member (135), and is coupled or decoupled from the first coupling member (135); The fourth coupling member (132) is disposed between the support ring (133) and the second coupling member (134), and is coupled or decoupled from the second coupling member (134); At least a portion of the third coupling member (131) and at least a portion of the fourth coupling member (132) are located within the support ring (133), and the third coupling member (131) and the fourth coupling member (132) are coaxially arranged with the support ring (133).

6. The motor drive system according to claim 3, characterized in that, The first coupling element (135) includes: The first synchronization ring (1311) is connected to the output shaft of the first motor (111); The second synchronization ring (1312) is connected to the end of the first half-shaft (112) near the second half-shaft (122); The first synchronization ring (1311) is arranged around the outer periphery of the second synchronization ring (1312), and the first synchronization ring (1311) and the second synchronization ring (1312) are coaxially arranged.

7. The motor drive system according to claim 6, characterized in that, The second coupling element (134) includes: The third synchronization ring (1321) is connected to the output shaft of the second motor (121); The fourth synchronization ring (1322) is connected to the end of the second half-shaft (122) near the first half-shaft (112); The third synchronization ring (1321) is arranged around the outer periphery of the fourth synchronization ring (1322), and the third synchronization ring (1321) and the fourth synchronization ring (1322) are coaxially arranged.

8. The motor drive system according to claim 6, characterized in that, The second synchronization ring (1312) has a first flange (1313) on its outer periphery on the side opposite to the first synchronization ring (1311), and the first flange (1313) abuts against the first synchronization ring (1311).

9. The motor drive system according to claim 7, characterized in that, The fourth synchronization ring (1322) has a second flange (1323) on its outer periphery opposite to the third synchronization ring (1321), and the second flange (1323) abuts against the third synchronization ring (1321).

10. A vehicle, characterized in that, The vehicles include: Vehicle body; A first wheel assembly is disposed on the vehicle body; A second wheel assembly is disposed on the vehicle body; The motor drive system (10) as described in any one of claims 1-9; The motor drive system (10) is used to transmit power to the first wheel assembly and / or the second wheel assembly.

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