Driving structure, electric driving system and vehicle

Abstract

This utility model belongs to the field of vehicle technology, specifically relating to a drive structure, an electric drive system, and a vehicle. The drive structure includes: an integrated motor comprising a stator, an outer rotor, and an inner rotor, the stator being located between the outer rotor and the inner rotor, the stator having an outer coil and an inner coil, the outer coil being located inside the outer rotor and the inner coil being located outside the inner rotor; and a transmission assembly connected to the outer rotor and the inner rotor, and respectively connected to the wheels on both sides of the vehicle body.

Description

Technical Field

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

[0002] With the rapid development of new energy vehicle technology, the efficiency and performance of electric drive systems have become a key research focus.

[0003] In related technologies, electric drive systems generally use a single rotor motor. Single rotor motors typically employ a centralized drive structure, resulting in a large size and heavy weight, leading to low power density. In scenarios requiring high power output (such as high-speed acceleration and hill climbing), a single motor may not be sufficient. Utility Model Content

[0004] To address the aforementioned technical problems, this utility model provides a drive structure, an electric drive system, and a vehicle, aiming to at least partially solve the technical problem of low power density caused by the general use of a single rotor motor in electric drive systems.

[0005] The technical solution of this utility model is as follows:

[0006] A drive structure includes: an integrated motor including a stator, an outer rotor, and an inner rotor, the stator being located between the outer rotor and the inner rotor, the stator having an outer coil and an inner coil, the outer coil being disposed inside the outer rotor and the inner coil being disposed outside the inner rotor; and a transmission assembly connected to the outer rotor and the inner rotor, and respectively connected to wheels on both sides of a vehicle body.

[0007] In some embodiments, the transmission assembly includes: a first drive shaft connected to the inner rotor; a first reduction gear connected to the first drive shaft and to a wheel on one side of the vehicle body; a second drive shaft connected to the outer rotor; and a second reduction gear connected to the second drive shaft and to a wheel on the other side of the vehicle body.

[0008] In some embodiments, the transmission assembly further includes a first clutch connected to the first drive shaft and the second drive shaft.

[0009] In some embodiments, the second drive shaft includes: a first connecting portion connected to the outer rotor; a second connecting portion connected to the first connecting portion and the first clutch; and a first rotating portion connected to the first connecting portion and the first reduction mechanism.

[0010] In some embodiments, the first drive shaft has a through groove extending through it along its axial direction; wherein the first rotating part is rotatably disposed within the through groove.

[0011] In some embodiments, the transmission assembly further includes a second clutch connected to the first reduction gear and the second reduction gear.

[0012] In some implementations, the third drive shaft is connected to and connected to the wheels on both sides of the vehicle body.

[0013] In some embodiments, the third drive shaft includes: a second rotating portion connected to the inner rotor and the third reduction mechanism; and a third connecting portion connected to the outer rotor and the second rotating portion.

[0014] Based on the same inventive concept, this application also provides an electric drive system, including the aforementioned drive structure.

[0015] Based on the same inventive concept, this application also provides a vehicle including the aforementioned electric drive system.

[0016] The beneficial effects of this utility model include at least the following:

[0017] Since an integrated motor includes a stator, an outer rotor, and an inner rotor, with the stator located between the outer and inner rotors, and the stator having an outer coil and an inner coil, the outer coil being located inside the outer rotor and the inner coil being located outside the inner rotor, when the outer coil is energized, the rotating magnetic field generated by the energized outer coil can drive the outer rotor to rotate. Similarly, when the inner coil is energized, the rotating magnetic field generated by the energized inner coil can drive the inner rotor to rotate.

[0018] Since one stator can drive both the outer and inner rotors simultaneously, compared to two stators driving two rotors separately, the axial dimension can be reduced, the structure can be made more compact, the chassis space utilization can be improved, the weight can be reduced, the cost can be lowered, and the overall vehicle can be made lighter and optimized for load-bearing capacity. Moreover, the outer and inner rotors can output torque independently or in concert, which increases the total power density and improves the output efficiency.

[0019] Since the transmission assembly is connected to the outer rotor and the inner rotor, and is connected to the wheels on both sides of the vehicle body respectively, the outer rotor and the inner rotor can transmit power to the wheels on both sides of the vehicle body through the transmission assembly to realize the operation of the vehicle body. Attached Figure Description

[0020] 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 some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1This is a schematic diagram of the first structure of the driving structure in some embodiments;

[0022] Figure 2 This is a schematic diagram of the second structure of the driving structure in some embodiments;

[0023] Figure 3 This is a schematic diagram of the third structure of the driving structure in some embodiments;

[0024] Figure 4 This is a schematic diagram of the fourth structure of the driving structure in some embodiments;

[0025] Figure 5 This is a schematic diagram of the fifth structure of the driving structure in some embodiments.

[0026] In the attached image:

[0027] Integrated motor 10, stator 11, outer rotor 12, inner rotor 13;

[0028] Transmission assembly 20, first drive shaft 21, through groove 211, first reduction mechanism 22, second drive shaft 23, first connecting part 231, second connecting part 232, first rotating part 233, second reduction mechanism 24, first clutch 25, first clutch part 251, second clutch part 252, second clutch 26, third clutch part 261, fourth clutch part 262, third drive shaft 27, second rotating part 271, third connecting part 272, third reduction mechanism 28. Detailed Implementation

[0029] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0030] It should be noted that all directional indications in this utility model embodiment are only used to explain the relative positional relationship and movement of each component in a specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0031] In this utility model, unless otherwise explicitly specified and limited, the terms "connection," "fixing," etc., should be interpreted broadly. For example, "fixing" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0032] Furthermore, in this utility model, descriptions involving "first," "second," etc., are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. Additionally, the technical solutions of the various embodiments can be combined with each other, but only on the basis of being achievable by those skilled in the art. When the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent and not within the scope of protection claimed by this utility model.

[0033] This application is described below with reference to the accompanying drawings and specific embodiments:

[0034] The drive structure, electric drive system, and vehicle provided in this embodiment aim to at least partially solve the technical problem of low power density caused by the use of a single rotor motor in electric drive systems.

[0035] Figure 1 This is a schematic diagram of the first structure of the driving structure in some embodiments; Figure 2 This is a schematic diagram of the second structure of the driving structure in some embodiments. (Combined with...) Figure 1 and Figure 2 The drive structure in this embodiment includes an integrated motor 10 and a transmission assembly 20. The integrated motor 10 includes a stator 11, an outer rotor 12, and an inner rotor 13. The stator 11 is located between the outer rotor 12 and the inner rotor 13. The stator 11 has an outer coil and an inner coil; the outer coil is located inside the outer rotor 12, and the inner coil is located outside the inner rotor 13. The transmission assembly 20 is connected to the outer rotor 12 and the inner rotor 13, and is also connected to the wheels on both sides of the vehicle body.

[0036] The outer rotor 12 is annular, and the stator 11 is annular.

[0037] The stator 11 can be fixed to the housing of the drive structure (not shown in the figure).

[0038] The stator 11, outer rotor 12 and inner rotor 13 are arranged coaxially.

[0039] Since the integrated motor 10 includes a stator 11, an outer rotor 12, and an inner rotor 13, with the stator 11 located between the outer rotor 12 and the inner rotor 13, and the stator 11 having an outer coil and an inner coil, with the outer coil located inside the outer rotor 12 and the inner coil located outside the inner rotor 13, when the outer coil is energized, the rotating magnetic field generated by the energized outer coil can drive the outer rotor 12 to rotate, and when the inner coil is energized, the rotating magnetic field generated by the energized inner coil can drive the inner rotor 13 to rotate.

[0040] Since one stator 11 can drive both the outer rotor 12 and the inner rotor 13 simultaneously, compared to two stators 11 driving two rotors separately, the axial dimension can be reduced, the structure is more compact, the chassis space utilization is improved, the weight is reduced, the cost is lowered, and the overall vehicle is made lighter and more compatible. Moreover, the outer rotor 12 and the inner rotor 13 can output torque independently or collaboratively, which improves the total power density and output efficiency.

[0041] Since the transmission assembly 20 is connected to the outer rotor 12 and the inner rotor 13, and is connected to the wheels on both sides of the vehicle body respectively, the outer rotor 12 and the inner rotor 13 can transmit power to the wheels on both sides of the vehicle body through the transmission assembly 20 to realize the operation of the vehicle body.

[0042] In some embodiments, the drive structure is applicable to any type of electric drive assembly and vehicle; exemplary embodiments include a residential hybrid passenger car, a commercial hybrid van, a range-extended hybrid vehicle, and a residential all-electric car wash.

[0043] In some embodiments, the projection of the outer rotor 12 along the radial direction of the stator 11 at least partially falls on the outer coil, that is, the outer rotor 12 is arranged opposite to the outer coil so that the rotating magnetic field generated by the energization of the outer coil can drive the outer rotor 12 to rotate.

[0044] In some embodiments, the projection of the inner rotor 13 along the radial direction of the stator 11 at least partially falls on the inner coil, that is, the inner rotor 13 is arranged opposite to the inner coil so that the rotating magnetic field generated by the energization of the inner coil can drive the inner rotor 13 to rotate.

[0045] In some embodiments, the stator 11 consists of an iron core, an outer coil, and an inner coil. The iron core is ring-shaped, and the outer coil and the inner coil are located on opposite sides of the iron core.

[0046] Combination Figure 1 and Figure 2To improve driving efficiency, the transmission assembly 20 includes: a first drive shaft 21, a first reduction mechanism 22, a second drive shaft 23, and a second reduction mechanism 24. The first drive shaft 21 is connected to the inner rotor 13. The first reduction mechanism 22 is connected to the first drive shaft 21 and to a wheel on one side of the vehicle body. The second drive shaft 23 is connected to the outer rotor 12. The second reduction mechanism 24 is connected to the second drive shaft 23 and to a wheel on the other side of the vehicle body.

[0047] When the outer coil is energized, the resulting rotating magnetic field drives the outer rotor 12 to rotate. The outer rotor 12 then drives the first drive shaft 21 to rotate, which in turn transmits power to the first reduction mechanism 22. This first reduction mechanism 22 then drives the wheels on one side of the vehicle body to rotate. Similarly, when the inner coil is energized, the resulting rotating magnetic field drives the inner rotor 13 to rotate. The inner rotor 13 then drives the second drive shaft 23 to rotate, which in turn transmits power to the second reduction mechanism 24. This second reduction mechanism 24 then drives the wheels on the other side of the vehicle body to rotate, thus enabling the vehicle to move.

[0048] The outer coil drives the outer rotor 12 to drive the wheel on one side of the vehicle body, and the inner coil drives the inner rotor 13 to drive the wheel on the other side of the vehicle body, realizing independent power output to the wheels on both sides of the vehicle body. This allows the vehicle to distribute different torques to the wheels on both sides of the vehicle body according to actual needs under complex road conditions (such as slippery roads and curves), achieving flexible power distribution, improving the adaptability and efficiency of the system, and significantly enhancing the handling and stability of the vehicle.

[0049] The outer rotor 12 and the inner rotor 13 can work simultaneously or independently, and the total power output of the system is the sum of the two. Compared with a single rotor motor, the power performance is significantly improved, which enhances the driving efficiency and reliability of the vehicle.

[0050] The outer rotor 12 and the inner rotor 13 share the stator 11, which reduces the number of stators and axial dimensions, making the drive structure compact and easy to arrange in the vehicle. It is especially suitable for electric vehicles with high space requirements. Moreover, it can reduce the number of stators, thereby reducing weight and achieving overall vehicle lightweighting and optimized load-bearing capacity.

[0051] In some embodiments, the first reduction mechanism 22 and the second reduction mechanism 24 can be two independent transmission systems, such as: NW planetary gear structure, NGW planetary gear structure or two-stage parallel shaft gear reduction mechanism.

[0052] In related technologies, when one of the first component formed by the outer rotor 12 and the outer coil or the second component formed by the inner rotor 13 and the inner coil is damaged, it will cause one of the wheels on both sides of the vehicle body to rotate while the other does not, causing the vehicle to spin in place and break down.

[0053] Combination Figure 1 In some embodiments, to prevent vehicle breakdown, the transmission assembly 20 further includes a first clutch 25. The first clutch 25 is connected to a first drive shaft 21 and a second drive shaft 23.

[0054] In some embodiments, when either the first assembly formed by the outer rotor 12 and the outer coil or the second assembly formed by the inner rotor 13 and the inner coil fails, the first clutch 25 closes, connecting the first drive shaft 21 to the second drive shaft 23 via the first clutch 25. That is, the first drive shaft 21 and the second drive shaft 23 become a single unit, allowing power from one drive shaft 21 to be transmitted to the other, enabling the wheels on both sides of the vehicle to continue rotating. This provides emergency driving capability during malfunctions, enhancing vehicle reliability and safety and preventing breakdowns. Conversely, when both the first assembly formed by the outer rotor 12 and the outer coil and the second assembly formed by the inner rotor 13 and the inner coil are functioning normally, the first clutch 25 disengages, disconnecting the first drive shaft 21 from the second drive shaft 23, allowing the first drive shaft 21 and the second drive shaft 23 to drive the wheels on both sides of the vehicle respectively.

[0055] In some embodiments, the first clutch 25 includes a first clutch portion 251 and a second clutch portion 252. The first clutch portion 251 is connected to a first drive shaft 21, and the second clutch portion 252 is connected to a second drive shaft 23. When the first clutch portion 251 and the second clutch portion 252 are closed, the first drive shaft 21 and the second drive shaft 23 are connected; when the first clutch portion 251 and the second clutch portion 252 are disengaged, the first drive shaft 21 and the second drive shaft 23 are disengaged.

[0056] Combination Figure 1 In some embodiments, in order for the first clutch 25 to close or open the first drive shaft 21 and the second drive shaft 23, the second drive shaft 23 includes: a first connecting portion 231, a second connecting portion 232, and a first rotating portion 233. The first connecting portion 231 is connected to the outer rotor 12. The second connecting portion 232 is connected to the first connecting portion 231 and the first clutch 25. The first rotating portion 233 is connected to the first connecting portion 231 and the first reduction mechanism 22.

[0057] In some embodiments, when one of the first assembly formed by the outer rotor 12 and the outer coil or the second assembly formed by the inner rotor 13 and the inner coil fails, the first clutch 25 closes, allowing the first drive shaft 21 to connect to the second connecting part 232 via the first clutch 25. This allows power to be transmitted between the first drive shaft 21, the first connecting part 231, the second connecting part 232, and the first rotating part 233, making the first drive shaft 21 and the second drive shaft 23 a single unit. This allows power from one drive shaft 21 or the second drive shaft 23 to be transmitted to the other, enabling the wheels on both sides of the vehicle body to continue rotating, providing emergency driving capability in case of failure, enhancing vehicle reliability and safety, and preventing vehicle breakdown. Conversely, when both the first assembly formed by the outer rotor 12 and the outer coil and the second assembly formed by the inner rotor 13 and the inner coil are functioning normally, the first clutch 25 disengages, disconnecting the first drive shaft 21 from the second drive shaft 23, allowing the first drive shaft 21 and the second drive shaft 23 to drive the wheels on both sides of the vehicle body respectively.

[0058] In some embodiments, the second connecting portion 232 is connected to the first connecting portion 231 at an angle. The included angle between the second connecting portion 232 and the first connecting portion 231 can be an acute angle, a right angle, or an obtuse angle. To facilitate power transmission, the second connecting portion 232 is arranged perpendicularly to the first connecting portion 231.

[0059] In some embodiments, the first rotating part 233 is connected to the first connecting part 231 at an angle. The included angle between the first rotating part 233 and the first connecting part 231 can be an acute angle, a right angle, or an obtuse angle. To facilitate power transmission, the first rotating part 233 and the first connecting part 231 are arranged perpendicularly.

[0060] Combination Figure 1 In some embodiments, to make full use of space, a through groove 211 is provided along the axial direction of the first drive shaft 21, meaning that the first drive shaft 21 is a hollow shaft. The first rotating part 233 is rotatably disposed within the through groove 211. The through groove 211 accommodates the first rotating part 233, significantly reducing the axial dimension of the transmission system and making the overall structure more compact. This achieves the integration of multiple components within a limited space, making it particularly suitable for vehicles with strict space requirements. Furthermore, the hollow shaft is lighter than a solid shaft, helping to reduce the weight of the entire vehicle or equipment, thereby reducing energy consumption (such as fuel or electricity) and improving range or operating efficiency.

[0061] In some embodiments, the drive structure further includes a controller and two wheel speed sensors. The controller is electrically connected to the first clutch 25 and to the two wheel speed sensors. The two wheel speed sensors detect the rotational speeds of the wheels on both sides of the vehicle body, respectively.

[0062] During vehicle operation, two wheel speed sensors detect the rotational speeds of the wheels on both sides of the vehicle body and send these speeds to the controller. The controller compares the rotational speeds of the wheels on both sides of the vehicle body with the set wheel speeds. If the rotational speed of one of the wheels on either side of the vehicle body is less than the set wheel speed, it indicates that one of the components formed by the outer rotor 12 and the outer coil, or the component formed by the inner rotor 13 and the inner coil, is damaged. At this time, the controller sends a control signal to the first clutch 25, which closes, thereby connecting the first drive shaft 21 and the second drive shaft 23. Simultaneously, the controller can also send a fault signal to the entire vehicle so that the occupants are aware of a malfunction in the drive structure.

[0063] Combination Figure 2 To prevent vehicle breakdown, the transmission assembly 20 also includes a second clutch 26. The second clutch 26 is connected to the first reduction gear 22 and the second reduction gear 24.

[0064] In some embodiments, when either the first assembly formed by the outer rotor 12 and the outer coil or the second assembly formed by the inner rotor 13 and the inner coil fails, the second clutch 26 engages, connecting the first drive shaft 21 to the second drive shaft 23 via the second clutch 26. This means the first reduction mechanism 22 and the second reduction mechanism 24 become a single unit, allowing power from one to be transmitted to the other, enabling the wheels on both sides of the vehicle to continue rotating. This provides emergency driving capability during malfunctions, enhancing vehicle reliability and safety and preventing breakdowns. Conversely, when both the first assembly formed by the outer rotor 12 and the outer coil and the second assembly formed by the inner rotor 13 and the inner coil are functioning normally, the second clutch 26 disengages, disconnecting the first reduction mechanism 22 from the second reduction mechanism 24, allowing the first and second reduction mechanisms 22 to drive the wheels on both sides of the vehicle respectively.

[0065] In some embodiments, the second clutch 26 includes a third clutch portion 261 and a fourth clutch portion 262. The third clutch portion 261 is connected to the first reduction mechanism 22, and the fourth clutch portion 262 is connected to the second reduction mechanism 24. When the third clutch portion 261 and the fourth clutch portion 262 are closed, the first reduction mechanism 22 and the second reduction mechanism 24 are connected; when the third clutch portion 261 and the fourth clutch portion 262 are disengaged, the first reduction mechanism 22 and the second reduction mechanism 24 are disengaged.

[0066] In some embodiments, the drive structure further includes a controller and two wheel speed sensors. The controller is electrically connected to the second clutch 26 and to the two wheel speed sensors. The two wheel speed sensors detect the rotational speeds of the wheels on both sides of the vehicle body, respectively.

[0067] During vehicle operation, two wheel speed sensors detect the rotational speeds of the wheels on both sides of the vehicle body and send these speeds to the controller. The controller compares the rotational speeds of the wheels on both sides of the vehicle body with the set wheel speeds. If the rotational speed of one of the wheels on either side of the vehicle body is less than the set wheel speed, it indicates that one of the components formed by the outer rotor 12 and the outer coil, or the component formed by the inner rotor 13 and the inner coil, is damaged. At this time, the controller sends a control signal to the second clutch 26, which closes, thereby connecting the first reduction mechanism 22 and the second reduction mechanism 24. Simultaneously, the controller can also send a fault signal to the entire vehicle so that the occupants are aware of a malfunction in the drive structure.

[0068] Figure 3 This is a schematic diagram of the third structure of the driving structure in some embodiments. Figure 4 This is a schematic diagram of the fourth structure of the driving structure in some embodiments. Figure 5 This is a schematic diagram of the fifth structure of the driving structure in some embodiments. (Combined with...) Figure 3 , Figure 4 and Figure 5 To ensure the power density of the drive structure, the transmission assembly 20 includes a third drive shaft 27 and a third reduction mechanism 28. The third drive shaft 27 is connected to the inner rotor 13 and the outer rotor 12. The third reduction mechanism 28 is connected to the third drive shaft 27 and to the wheels on both sides of the vehicle body.

[0069] When the outer coil is energized, the rotating magnetic field generated by the energized outer coil can drive the outer rotor 12 to rotate. When the inner coil is energized, the rotating magnetic field generated by the energized inner coil can drive the inner rotor 13 to rotate. The power of the outer rotor 12 and the inner rotor 13 is transmitted to the third reduction mechanism 28 through the third transmission shaft 27. The third reduction mechanism 28 transmits the power to the gears on both sides of the vehicle body to realize the movement of the vehicle.

[0070] Since the third driveshaft 27 connects both the inner rotor 13 and the outer rotor 12, the power of both rotors can be concentrated and transmitted to the third reduction mechanism 28. This reduces power splitting and intermediate transmission links, lowers energy loss, and increases the overall power density of the system. Furthermore, by achieving dual-side power integration through a single third driveshaft 27, the design of multi-axis parallel or complex transmission chains is avoided, making the transmission system more compact and allowing for greater power transmission per unit volume. Simultaneously, it reduces the number and weight of driveshafts, lowers the overall vehicle weight, indirectly improves energy efficiency and range, and also reduces costs.

[0071] Furthermore, since the inner rotor 13 and outer rotor 12 can work independently or collaboratively, the third drive shaft 27 integrates the power and distributes it to both wheels via the third reduction mechanism 28, achieving dynamic power distribution between the inner rotor 13 and outer rotor 12, thus improving the vehicle's power performance and efficiency. In scenarios requiring high power output, such as acceleration, hill climbing, or off-road driving, the inner rotor 13 and outer rotor 12 can provide power simultaneously; under cruising or low-load conditions, only one of the inner rotor 13 and outer rotor 12 can be activated to reduce energy consumption and improve system flexibility.

[0072] In some embodiments, when one of the first component formed by the outer rotor 12 and the outer coil or the second component formed by the inner rotor 13 and the inner coil is damaged, the power of one of the first component formed by the rotor 12 and the outer coil or the second component formed by the inner rotor 13 and the inner coil can still be transmitted to the wheels on both sides of the vehicle body through the third drive shaft 27 and the third reduction mechanism 28, so that the wheels on both sides of the vehicle body can continue to rotate, thereby providing emergency driving capability in case of failure, enhancing the reliability and safety of the vehicle, preventing the vehicle from breaking down, maintaining the basic driving capability of the vehicle, and improving the reliability of the drive structure.

[0073] Combination Figure 3 , Figure 4 and Figure 5 To connect the third drive shaft 27 with the inner rotor 13 and the outer rotor 12, the third drive shaft 27 includes a second rotating part 271 and a third connecting part 272. The second rotating part 271 is connected to the inner rotor 13 and the third reduction mechanism 28. The third connecting part 272 is connected to the outer rotor 12 and the second rotating part 271.

[0074] When the outer coil is energized, the rotating magnetic field generated by the energized outer coil drives the outer rotor 12 to rotate. When the inner coil is energized, the rotating magnetic field generated by the energized inner coil drives the inner rotor 13 to rotate. The power of the outer rotor 12 is transmitted to the second rotating part 271 through the third connecting part 272, and the power of the inner rotor 13 is directly transmitted to the second rotating part 271. The second rotating part 271 transmits the power to the third reduction mechanism 28, and the third reduction mechanism 28 transmits the power to the gears on both sides of the vehicle body to enable the vehicle to move.

[0075] In some embodiments, the third connecting portion 272 is connected to the second rotating portion 271 at an angle. The included angle between the third connecting portion 272 and the second rotating portion 271 can be an acute angle, a right angle, or an obtuse angle. To facilitate power transmission, the third connecting portion 272 is arranged perpendicularly to the second rotating portion 271 at an angle.

[0076] In some embodiments, the third reduction mechanism 28 may be an NW planetary gear set structure, an NGW planetary gear set structure, or a two-stage parallel shaft gear reduction mechanism.

[0077] Based on the same inventive concept, this application also proposes an electric drive system that adopts the aforementioned drive structure. The specific structure of the drive structure is described in the above embodiments. Since it adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.

[0078] Based on the same inventive concept, this application also proposes a vehicle that uses the electric drive system. The specific structure of the electric drive system is as described in the above embodiments. Since it uses all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0079] In some embodiments, the vehicle includes a vehicle body. Wheels are provided on both sides of the vehicle body.

[0080] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing 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.

[0081] In the description of this utility model, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0082] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. In addition, those skilled in the art can combine and integrate the different embodiments or examples described in this specification.

[0083] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0084] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A drive structure, characterized by, include: An integrated motor includes a stator, an outer rotor, and an inner rotor, wherein the stator is located between the outer rotor and the inner rotor, and the stator has an outer coil and an inner coil, wherein the outer coil is disposed inside the outer rotor and the inner coil is disposed outside the inner rotor; The transmission assembly is connected to the outer rotor and the inner rotor, and is also connected to the wheels on both sides of the vehicle body.

2. The drive structure of claim 1, wherein The transmission assembly includes: A first drive shaft is connected to the inner rotor; The first reduction mechanism is connected to the first drive shaft and to a wheel on one side of the vehicle body; The second drive shaft is connected to the outer rotor; The second reduction mechanism is connected to the second drive shaft and to the wheel on the other side of the vehicle body.

3. The drive structure of claim 2, wherein, The transmission assembly also includes: The first clutch is connected to the first drive shaft and the second drive shaft.

4. The drive structure of claim 3, wherein The second drive shaft includes: The first connecting part is connected to the outer rotor; The second connecting part is connected to the first connecting part and the first clutch; The first rotating part is connected to the first connecting part and the first deceleration mechanism.

5. The drive structure of claim 4, wherein, Along the axial direction of the first drive shaft, the first drive shaft has a through groove that passes through the first drive shaft; The first rotating part is rotatably disposed within the through groove.

6. The driving structure according to claim 2, characterized in that, The transmission assembly also includes: The second clutch is connected to the first reduction mechanism and the second reduction mechanism.

7. The driving structure according to claim 1, characterized in that, The transmission assembly includes: The third drive shaft is connected to the inner rotor and the outer rotor; The third reduction mechanism is connected to the third drive shaft and to the wheels on both sides of the vehicle body.

8. The driving structure according to claim 7, characterized in that, The third drive shaft includes: The second rotating part is connected to the inner rotor and the third reduction mechanism; The third connecting part is connected to the outer rotor and the second rotating part.

9. An electric drive system, characterized in that, Includes the drive structure as described in any one of claims 1-8.

10. A vehicle, characterized in that, Including the electric drive system as described in claim 9.

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