Wheel drive system

Abstract

The utility model relates to a wheel driving system which comprises a power mechanism used for outputting rotating torque and provided with an output end. The output end of the speed reducing mechanism is in transmission connection with the wheels; the transmission mechanism comprises an input wheel which rotates around a first axis, is coaxial with the output end of the power mechanism and is in transmission connection with the output end of the power mechanism; the input wheel rotates around a first axis, the output wheel rotates around a second axis, is coaxial with the input end of the speed reducing mechanism and is in transmission connection with the input end of the speed reducing mechanism, the first axis is parallel to the second axis, and the center distance between the input wheel and the output wheel is variable, so that the output end of the power mechanism can move in parallel relative to the input end of the speed reducing mechanism along with fluctuation of a road surface. Through the transmission mechanism with the input wheel and the output wheel not coaxial and the variable center distance, the power mechanism and the speed reducing mechanism can be not coaxial, the installation flexibility of the power mechanism is improved, the chassis space is utilized to the maximum extent, and the service life of a gear in the speed reducing mechanism is further prolonged.

Description

Technical Field

[0001] This utility model relates to the field of vehicle drive technology, and in particular to a wheel drive system. Background Technology

[0002] The drive mechanism and reduction gear of a vehicle are usually located on the vehicle chassis. The drive mechanism is responsible for providing power, while the reduction gear is usually connected to the wheels and plays the role of power transmission and deceleration. However, during the initial assembly of the vehicle chassis, the drive motor often has to be installed coaxially with the reduction gear, which limits the flexibility of chassis space layout and is not conducive to the effective use of chassis space.

[0003] When encountering uneven road surfaces, especially those with significant undulations, the wheels will move up and down. Because the drive motor and reduction gear are coaxially mounted, the rotation angle of the drive motor's output axis relative to the wheel's central axis is relatively small. This limits the range of vertical movement of the wheel relative to the chassis, thus affecting the shock absorption effect. Therefore, coaxial mounting not only restricts the optimal layout of chassis space but also impacts the vehicle's shock absorption performance on uneven roads.

[0004] To address this, a universal drive device is disclosed in related technologies, comprising a rotatably arranged sun gear, a ring gear, and a gear train. The gear train is dynamically connected between the sun gear and the ring gear, allowing the rotation axis of the ring gear to move relative to the rotation axis of the sun gear in a plane of rotation parallel to the rotation plane of the sun gear, thus creating a continuous power transmission state between the sun gear and the ring gear. Therefore, this drive device can realize the function of changing the position of the reduction mechanism relative to the drive mechanism.

[0005] However, the gear system of this drive unit requires multiple connecting rods to connect the gears, and there is relative angular movement between these connecting rods. This leads to additional wear between the connecting rods and gears, and the gears will be subjected to additional impact forces, which is detrimental to extending the gear life. Therefore, although this universal drive unit can achieve a certain degree of positional change between the reduction mechanism and the drive mechanism, its complex connecting rod structure and additional gear wear problems limit its long-term reliability and lifespan. Utility Model Content

[0006] To overcome the problems existing in related technologies, this disclosure provides a wheel drive system.

[0007] According to a first aspect of the present disclosure, a wheel drive system is provided, comprising: a power mechanism for outputting rotational torque and having an output end; a reduction mechanism, the output end of which is drive-connected to a wheel; and a transmission mechanism, comprising: an input wheel that rotates about a first axis and is coaxial with and drive-connected to the output end of the power mechanism; and an output wheel that rotates about a second axis and is coaxial with and drive-connected to the input end of the reduction mechanism, wherein the first axis and the second axis are parallel, and the center distance between the input wheel and the output wheel is variable, so that the output end of the power mechanism can move parallel to the input end of the reduction mechanism with respect to road surface undulations.

[0008] In some embodiments, the transmission mechanism is a pulley mechanism, which includes a transmission belt sleeved between the input wheel and the output wheel. The input wheel and / or the output wheel are conical pulleys, each of which includes a fixed conical pulley and a movable conical pulley. By controlling the axial movement of the movable conical pulley relative to the fixed conical pulley, the radial distance between the transmission belt and the first axis and / or the second axis is adjusted to change the center distance between the input wheel and the output wheel.

[0009] In some embodiments, the pulley mechanism further includes a hydraulic device, which is hydraulically connected to the movable cone wheel and is used to drive the movable cone wheel to move axially relative to the fixed cone wheel.

[0010] In some embodiments, the movable conical wheel is located on the side closer to the power mechanism.

[0011] In some embodiments, the transmission mechanism includes an intermediate gear that meshes with the input wheel and the output wheel, respectively. The movement of the intermediate gear changes the meshing position of the input wheel and the output wheel with the intermediate gear, thereby changing the center distance between the input wheel and the output wheel.

[0012] In some embodiments, the input wheel and the power mechanism are connected to the vehicle chassis via a housing; the wheel drive system further includes a suspension mechanism connected to the reduction mechanism, the suspension mechanism being connected to the reduction mechanism, and the output wheel and the reduction mechanism being connected to the vehicle chassis via the suspension mechanism.

[0013] In some embodiments, the wheel drive system further includes a control execution system. When encountering road surface undulations, the ground clearance of the power mechanism changes and generates a change signal. The change signal is input to the control execution system through the suspension mechanism. The control execution system can respond to the input signal from the suspension mechanism and adjust the center distance between the input wheel and the output wheel.

[0014] In some embodiments, the suspension mechanism is a hydraulic suspension mechanism or an air suspension mechanism.

[0015] In some embodiments, the power mechanism includes an engine or an electric motor.

[0016] In some embodiments, the deceleration mechanism is located inside the wheel hub.

[0017] The technical solutions provided by the embodiments of this disclosure can include the following beneficial effects: the center distance between the input and output wheels of the transmission mechanism is variable, allowing for flexibility in the installation position between the input and output wheels. This eliminates the need for coaxial installation of the power mechanism and the reduction mechanism, ultimately allowing the power mechanism to be flexibly installed according to chassis space to maximize its utilization. Furthermore, the transmission mechanism of this disclosure enables the power mechanism to change its position relative to the reduction mechanism within a large angular range, thereby adapting to different ground clearance requirements and enhancing the adaptability and flexibility of the wheel drive system. The multiple meshing gears within the reduction mechanism do not exhibit relative motion around their axes during rotation, thus contributing to extended gear lifespan. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0019] Figure 1 This is a schematic diagram of the structure of a wheel drive system according to an exemplary embodiment;

[0020] Figure 2 yes Figure 1 A schematic diagram of one working mode of the input and output wheels of the transmission mechanism in a wheel drive system;

[0021] Figure 3 yes Figure 1 A schematic diagram of another working mode of the input and output wheels of the transmission mechanism of a wheel drive system. Detailed Implementation

[0022] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0023] To address the aforementioned technical problems, this disclosure provides a wheel drive system 100, including a power mechanism 10, a transmission mechanism 30, and a reduction mechanism 20. The power mechanism 10 has an output end through which it outputs rotational torque. The output end of the reduction mechanism 20 is connected to the wheel hub of the wheel 200. The transmission mechanism 30 is connected between the power mechanism 10 and the reduction mechanism 20, transmitting the output torque of the power mechanism 10 to the reduction mechanism 20, and subsequently to the wheel 200, thereby driving the wheel 200 to rotate.

[0024] The term "transmission connection" refers to the ability to transmit driving force / torque between two components. These two components can be directly connected or achieve the above function through various transmission mechanisms 30 or connection structures. Those skilled in the art will understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0025] More specifically, the transmission mechanism 30 includes an input wheel 31 and an output wheel 32 that are connected in a transmission manner.

[0026] The input wheel 31 is connected to the output end of the power mechanism 10 and receives the transmission torque from the power mechanism 10. The input wheel 31 rotates around the first axis A1 and is coaxial with the rotation axis of the output end of the power mechanism 10. The output wheel 32 is connected to the input end of the reduction mechanism 20 and rotates around the second axis A2, coaxial with the input end of the reduction mechanism 20. The first axis A1 and the second axis A2 are parallel, and the center distance D between the input wheel 31 and the output wheel 32 is variable. By changing the center distance D between the input wheel 31 and the output wheel 32, the output end of the power mechanism 10 can move parallel to the input end of the reduction mechanism 20 according to the undulations of the road surface, thereby changing the angle and / or distance between the output end of the power mechanism 10 and the input end of the reduction mechanism 20.

[0027] Thus, the installation position between the input wheel 31 and the output wheel 32 in the transmission mechanism 30 of this disclosure is flexible, so that the output end of the power mechanism 10 and the input end of the reduction mechanism 20 do not need to be coaxially installed during the initial assembly. Ultimately, the power mechanism 10 can be flexibly adjusted and installed according to the chassis space to maximize the use of the vehicle chassis space.

[0028] The flexibility in the initial assembly positioning of the input wheel 31 and the output wheel 32 refers to the flexibility in the circumferential position of the first axis A1 of the input wheel 31 relative to the second axis A2 of the output wheel 32. Specifically, the first axis A1 of the input wheel 31 can be parallel to the second axis A2 of the output wheel 32 in the horizontal direction, in the vertical direction, or at any position circumferentially parallel to the second axis A2. However, the transverse sections of the input wheel 31 and the output wheel 32 passing through the axial center of the transmission belt are located in the same plane. Therefore, once assembly is complete, there is no relative axial movement between the input wheel 31 and the output wheel 32.

[0029] Furthermore, in some embodiments, such as Figure 1 As shown, the wheel drive system 100 also includes a suspension mechanism 40, which effectively buffers the impact force transmitted from uneven road surfaces to the vehicle chassis and dampens the resulting vibrations to ensure smooth vehicle operation. One end of the suspension system is fixedly connected to the vehicle chassis, while the other end is fixedly connected to the reduction mechanism 20. Therefore, the output wheel 32 of the transmission mechanism 30 and the reduction mechanism 20 are connected to the vehicle chassis through the suspension mechanism 40.

[0030] Meanwhile, the input wheel 31 of the transmission mechanism 30 and the power mechanism 10 are fixedly connected to the vehicle chassis via their own outer shell or housing. Therefore, the input wheel 31 of the transmission mechanism 30 and the power mechanism 10 are fixed in position relative to the vehicle chassis 300 (which can be a frame). Thus, when encountering uneven road surfaces, the wheel hub of the wheel 200, the reduction mechanism 20, and the input wheel 31 of the transmission mechanism 30 can float up and down relative to the vehicle chassis 300 via the suspension mechanism 40, while the input wheel 31 of the transmission mechanism 30 and the power mechanism 10 remain relatively fixed relative to the vehicle chassis 300. In this way, the wheel hub of the wheel 200, the reduction mechanism 20, and the input wheel 31 of the transmission mechanism 30 undulate up and down relative to the input wheel 31 of the transmission mechanism 30 and the power mechanism 10, adapting to changes in road surface while maintaining continuous power transmission.

[0031] Thus, the transmission mechanism 30 of this disclosure not only has a simple structure, but also enables the power mechanism 10 to change its position relative to the reduction mechanism 20 within a large angle range, thereby adapting to different ground clearance requirements and enhancing the adaptability and flexibility of the wheel drive system 100. Furthermore, compared to the multiple gears and connecting rods in related technologies, this disclosure not only omits gears and connecting rods, but also ensures that the multiple meshing gears within the reduction mechanism 20 do not have relative motion around their respective axes during rotation, thereby helping to extend the service life of the gears and the overall lifespan of the reduction mechanism 20.

[0032] In some embodiments, the wheel drive system 100 further includes a control execution system. When encountering road surface undulations, the ground clearance of the power unit 10 changes and generates a change signal. The change signal is input to the control execution system through the suspension mechanism 40. The control execution system can respond to the input signal from the suspension mechanism 40 and adjust the center distance D between the input wheel 31 and the output wheel 32.

[0033] Specifically, displacement sensors or other types of sensors can be installed in the suspension system to monitor changes in road surface undulations. These sensors can capture changes in the ground clearance of the power unit 10 in real time. The change signal is sent to the controller of the control execution system, which processes the signal and analyzes the degree and trend of the change. Based on the processing results of the change signal, the actuators in the control execution system (such as motors or hydraulic devices) are activated to adjust the center distance D between the input wheel 31 and the output wheel 32. The system may also include a feedback mechanism, where sensors continuously monitor the actual position and feed the data back to the controller to ensure that the center distance D between the input wheel 31 and the output wheel 32 is adjusted to the required position. In this way, the control execution system can ensure that the wheel drive system 100 can adapt to different road conditions, improving the vehicle's ride comfort and stability. This adaptive capability not only improves driving comfort but also helps the vehicle better cope with complex road environments.

[0034] In some embodiments, the power mechanism 10 includes an engine or an electric motor.

[0035] An engine typically refers to an internal combustion engine, such as a gasoline engine or a diesel engine. These engines generate power by burning fuel, propelling the vehicle forward. Engines generally have high power density and long driving range. An electric motor, on the other hand, is a device that converts electrical energy into mechanical energy. It is widely used in electric vehicles or hybrid vehicles, driving the vehicle with electricity. Electric motors are characterized by high efficiency, environmental friendliness, and low noise. In different application scenarios, the appropriate power mechanism can be selected based on actual needs.

[0036] In this embodiment, the transmission mechanism 30 can be a pulley mechanism, which can include a transmission belt 33. The transmission belt 33 is sleeved between the input wheel 31 and the output wheel 32. Through the friction between the transmission belt 33 and the input wheel 31 and the output wheel 32, the torque of the input wheel 31 can be transmitted to the output wheel 32.

[0037] The pulley mechanism has a simple structure and is easy to install and maintain. Furthermore, the transmission ratio of the pulley mechanism can be easily adjusted by regulating the tension of the transmission belt 33. Additionally, the friction between the transmission belt 33 and the input pulley 31 and output pulley 32 effectively transmits the torque of the input pulley 31 to the output pulley 32, ensuring efficient power transmission. The pulley mechanism can adapt to different configurations of the power mechanism 10 and the reduction mechanism 20, allowing the power mechanism 10 to change its position relative to the reduction mechanism 20 within a large angular range.

[0038] Furthermore, compared to the conventional transmission mechanism 30 that uses multiple gears and linkages, the contact between the transmission belt 33 and the pulley in the pulley mechanism is smoother, which helps to reduce wear and extend the service life of the transmission mechanism 30.

[0039] Furthermore, in some embodiments, the transmission belt 33 can be a steel belt or a leather belt.

[0040] Using a steel belt as the transmission belt 33 provides greater strength and friction, thereby reducing the risk of breakage and improving transmission efficiency. Simultaneously, steel belts typically possess high wear resistance and durability, enabling them to provide stable and reliable transmission performance under heavy loads and high-speed operation. The high strength of steel belts allows them to withstand greater torque transmission, which is beneficial for applications requiring high torque output.

[0041] Using a belt as the drive belt 33 can reduce the weight of the vehicle chassis 300, which is beneficial for improving fuel economy and reducing the overall weight of the vehicle. Belts generally have good flexibility, can adapt to different drive pulley diameters, and can reduce noise and absorb vibration to a certain extent, improving passenger comfort.

[0042] Furthermore, such as Figure 1 As shown, the input wheel 31 and / or the output wheel 32 are conical wheels, and each conical wheel includes a fixed conical wheel 34 and a movable conical wheel 35. The movable conical wheel 35 can move axially relative to the fixed conical wheel 34. By controlling the axial movement of the movable conical wheel 35 relative to the fixed conical wheel 34, the radial distance R between the transmission belt 33 and the first axis A1 and / or the second axis A2 is adjusted, thereby changing the center distance D between the input wheel 31 and the output wheel 32.

[0043] Specifically, such as Figure 2 and Figure 3 As shown, Figure 2 In the state where the center distance D between the input wheel 31 and the output wheel 32 is small, Figure 3 The state in which the center distance D between the input wheel 31 and the output wheel 32 is large.

[0044] The following is a detailed description of the entire process of the change in the center distance D:

[0045] Initial state (e.g.) Figure 2 As shown): Initially, the movable conical wheel 35 is close to the side of the fixed conical wheel 34, and the center distance D between the input wheel 31 and the output wheel 32 is small at this time. The transmission belt 33 is close to the radial outer side of the input wheel 31 and the output wheel 32, that is, close to the wider part of the conical wheel.

[0046] The process of increasing the center distance D: When it is necessary to increase the center distance D between the input wheel 31 and the output wheel 32, the control execution system receives a signal and begins to drive the movable cone wheel 35 to move outward along the axial direction of the fixed cone wheel 34. As the movable cone wheel 35 moves, the transmission belt 33 gradually slides from the edge portion of the cone wheel to the tip portion, that is, moves towards the radially inward side of the cone wheel. Since the circumference of the transmission belt 33 remains unchanged, the sliding of the transmission belt 33 causes the center distance D between the input wheel 31 and the output wheel 32 to gradually increase.

[0047] Final state (e.g.) Figure 3 As shown): The movable cone wheel 35 stops after moving to the predetermined position. At this time, the center distance D between the input wheel 31 and the output wheel 32 reaches its maximum value.

[0048] In this way, the center distance D between the input wheel 31 and the output wheel 32 can be dynamically adjusted as needed to adapt to different road conditions and driving conditions, thereby improving the vehicle's driving performance and stability.

[0049] In some embodiments, the pulley mechanism may further include a hydraulic device that is hydraulically connected to the movable cone wheel 35 for driving the movable cone wheel 35 to move axially relative to the fixed cone wheel 34.

[0050] Hydraulic drive provides smooth and precise axial movement, ensuring accurate positioning of the movable cone pulley 35. Hydraulic drive has a high response speed, completing the position adjustment of the movable cone pulley 35 in a short time to adapt to constantly changing road conditions. Hydraulic drive can also provide a large driving force, ensuring stable movement of the movable cone pulley 35 under various load conditions. Therefore, by using a hydraulic device to drive the movable cone pulley 35, the pulley mechanism can not only achieve dynamic adjustment of the center distance D between the input pulley 31 and the output pulley 32, but also provide smoother and more precise control.

[0051] In some other embodiments, the movable cone wheel 35 of the pulley mechanism can also be moved axially relative to the fixed cone wheel 34 by a small motor, a screw mechanism or an electromagnetic mechanism, etc., which will not be described in detail here.

[0052] In some embodiments, the movable cone wheel 35 is located on the side closer to the power mechanism 10. The movable cone wheels 35 of the input wheel 31 and the output wheel 32 are located on the same side, both close to the power mechanism 10. This helps optimize the spatial layout of the vehicle chassis 300, allowing the power mechanism 10 and the transmission mechanism 30 to be arranged more compactly, thus improving the space utilization of the vehicle chassis 300. The position of the movable cone wheel 35 can be selected according to the specific needs and layout of the vehicle chassis 300 space. For example, the movable cone wheel 35 can be located on the side away from the power mechanism 10, which is not specifically limited here.

[0053] In some embodiments, the transmission mechanism 30 may include an intermediate gear (not shown) that meshes with the input wheel 31 and the output wheel 32, respectively, wherein the input wheel 31 and the output wheel 32 rotate about the intermediate gear to change the center distance D of the input wheel 31 or the output wheel 32.

[0054] Specifically, the intermediate gear, input gear 31, and output gear 32 are all equipped with external teeth. The intermediate gear is located between the input gear 31 and the output gear 32, and its external teeth can mesh with both the input gear 31 and the output gear 32 simultaneously. In addition, the center of the intermediate gear is connected to the center of the input gear 31 and the center of the output gear 32 via connecting rods.

[0055] In this embodiment, by adjusting the meshing position of the input wheel 31 or the output wheel 32 relative to the intermediate gear, the intermediate gear can be movable. By moving the intermediate gear, while ensuring continuous power transmission, the center distance D between the first axis A1 of the input wheel 31 and the second axis A2 of the output wheel 32 is changed, thereby changing the relative position between the output end of the power mechanism 10 and the input end of the reduction mechanism 20.

[0056] Furthermore, the reduction mechanism 20 adopts the form of a gear transmission group and can be located inside the wheel hub of the wheel 200. This makes the layout of the vehicle chassis 300 more compact and helps to improve space utilization. At the same time, the wheel hub of the wheel 200 can also play a protective role, reducing the possibility of damage to the reduction mechanism 20 caused by external factors.

[0057] In some other specific applications, the reduction gear 20 may also be located outside the wheel hub of the wheel 200, giving the reduction gear 20 more maintenance space and making it easier to maintain and inspect.

[0058] In some embodiments, the suspension mechanism 40 can be a hydraulic suspension mechanism or an air suspension mechanism. A hydraulic suspension mechanism transmits force and torque through hydraulic oil, effectively absorbing road impacts and damping vibrations to ensure smooth vehicle operation. An air suspension mechanism uses compressed air as an elastic medium, adjusting the suspension stiffness and height by regulating the air pressure within the airbag. The appropriate suspension mechanism 40 can be selected based on vehicle design requirements, cost, and expected performance.

[0059] It is understood that in this disclosure, "multiple" refers to two or more, and other quantifiers are similar. "And / or" describes 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, and B alone. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. The singular forms "a," "the," and "the" are also intended to include the plural forms unless the context clearly indicates otherwise.

[0060] It is further understood that the terms "first," "second," etc., are used to describe various structures, but these structures should not be limited to these terms. These terms are only used to distinguish structures of the same type from one another and do not indicate a specific order or degree of importance. In fact, the expressions "first," "second," etc., are completely interchangeable. For example, without departing from the scope of this disclosure, a first structure can also be called a second structure, and similarly, a second structure can also be called a first structure.

[0061] It is further understood that the terms “center,” “horizontal,” “front,” “rear,” “up,” “down,” “left,” “right,” “vertical,” “horizontal,” “top,” “bottom,” “inner,” and “outer,” etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this embodiment 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.

[0062] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the utility models disclosed herein. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the following claims.

[0063] It should be understood that this disclosure is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this disclosure is limited only by the appended claims.

Claims

1. A wheel drive system (100), characterized in that, include: The power mechanism (10) is used to output rotational torque and has an output end; A speed reduction mechanism (20) is provided, the output end of which is connected to the wheel (200) via a transmission. Transmission mechanism (30), including transmission connection: The input wheel (31) rotates around the first axis (A1) and is coaxial with and connected to the output end of the power mechanism (10) for transmission. The output wheel (32) rotates about the second axis (A2) and is coaxial with and connected to the input end of the reduction mechanism (20). The first axis (A1) and the second axis (A2) are parallel, and the center distance (D) between the input wheel (31) and the output wheel (32) is variable, so that the output end of the power mechanism (10) can move parallel to the input end of the deceleration mechanism (20) as the road surface undulates.

2. The wheel drive system (100) according to claim 1, characterized in that, The transmission mechanism (30) is a pulley mechanism, which includes a transmission belt (33) that is sleeved between the input pulley (31) and the output pulley (32). The input wheel (31) and / or the output wheel (32) are conical wheels, each of which includes a fixed conical wheel (34) and a movable conical wheel (35). By controlling the axial movement of the movable conical wheel (35) relative to the fixed conical wheel (34), the radial distance (R) between the transmission belt (33) and the first axis (A1) and / or the second axis (A2) is adjusted to change the center distance (D) between the input wheel (31) and the output wheel (32).

3. The wheel drive system (100) according to claim 2, characterized in that, The pulley mechanism also includes a hydraulic device, which is hydraulically connected to the movable cone wheel and is used to drive the movable cone wheel to move axially relative to the fixed cone wheel.

4. The wheel drive system (100) according to claim 2, characterized in that, The movable conical wheel (35) is located on the side close to the power mechanism (10).

5. The drive system according to claim 1, characterized in that, The transmission mechanism (30) includes an intermediate gear, which meshes with the input wheel (31) and the output wheel (32) respectively. The movement of the intermediate gear changes the meshing position of the input wheel (31) and the output wheel (32) with the intermediate gear, thereby changing the center distance (D) of the input wheel (31) or the output wheel (32).

6. The wheel drive system (100) according to claim 1, characterized in that, The input wheel (31) and the power mechanism (10) are connected to the vehicle chassis (300) via a housing; The wheel drive system (100) also includes a suspension mechanism (40) connected to the reduction mechanism (20), the suspension mechanism (40) being connected to the reduction mechanism (20), and the output wheel (32) and the reduction mechanism (20) being connected to the vehicle chassis (300) through the suspension mechanism (40).

7. The wheel drive system (100) according to claim 6, characterized in that, The wheel drive system (100) also includes a control execution system. When encountering road surface undulations, the ground clearance of the power mechanism (10) changes and generates a change signal. The change signal is input to the control execution system through the suspension mechanism (40). The control execution system can respond to the input signal of the suspension mechanism (40) and adjust the center distance (D) between the input wheel (31) and the output wheel (32).

8. The wheel drive system (100) according to claim 6, characterized in that, The suspension mechanism (40) is a hydraulic suspension mechanism (40) or an air suspension mechanism (40).

9. The wheel drive system (100) according to claim 1, characterized in that, The power mechanism (10) includes an engine or an electric motor.

10. The wheel drive system (100) according to claim 1, characterized in that, The deceleration mechanism (20) is located inside the hub of the wheel (200).

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