Vehicle driving system and vehicle

Abstract

A vehicle driving system and a vehicle. The vehicle driving system comprises a driving motor, a first planetary gear train, a second planetary gear train, a first clutch and a second clutch, wherein the first planetary gear train and the second planetary gear train have the same structure and can transmit the torque output by the driving motor to a left half axle and a right half axle respectively, two components having the same steering trend in the first planetary gear train and the second planetary gear train counteract each other so as to enable the two planetary gear trains to be relatively stationary when the same torque is stressed, the first clutch is configured to adjust the torque transmitted to the left half axle by the driving motor by means of the first planetary gear train, and the second clutch is configured to adjust the torque transmitted to the right half axle by the driving motor by means of the second planetary gear train.

Description

Vehicle drive system and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to Chinese patent application No. 202311103153.4, filed with the Patent Office of China on August 29, 2023, entitled “Vehicle Drive System and Vehicle”, the entire contents of which are incorporated herein by reference. This application claims priority to Chinese patent application No. 202311101851.0, filed with the Patent Office of China on August 29, 2023, entitled “Vehicle Drive System and Vehicle”, the entire contents of which are incorporated herein by reference. This application claims priority to Chinese patent application No. 202311103474.4, filed with the Patent Office of China on August 29, 2023, entitled “Vehicle Drive System and Vehicle”, the entire contents of which are incorporated herein by reference. This application claims priority to Chinese patent application No. 202311114931.X, filed with the Chinese Patent Office on August 29, 2023, entitled “Vehicle Drive System and Vehicle,” the entire contents of which are incorporated herein by reference. This application claims priority to Chinese patent application No. 202311103467.4, filed with the Chinese Patent Office on August 29, 2023, entitled “Vehicle Drive System and Vehicle,” the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present disclosure relates to the field of vehicle driving technology, and in particular, to a vehicle driving system and a vehicle. Background Art

[0004] In related technologies, the torque and speed of the four wheels of a four-wheel independent drive vehicle can be independently and accurately controlled, which brings a series of advantages, such as achieving smaller radius turns, assisting ESP functions, assisting steering functions, assisting braking functions, etc., thereby improving the vehicle's handling performance. At the same time, the four motors can achieve higher power and stronger escape performance.

[0005] However, compared with the four-wheel drive system driven by two motors, the four-wheel drive system driven by four motors independently has lower operating efficiency; secondly, for the independent drive system, since there is no differential, it brings challenges to the torque consistency control of the left and right wheels of the vehicle, and the cost is also higher.

[0006] Summary of the Invention

[0007] The purpose of the present disclosure is to provide a vehicle drive system and a vehicle to solve the technical problems of low operating efficiency, difficulty in controlling left and right torque consistency, and high cost of four-wheel independent drive systems.

[0008] In order to achieve the above-mentioned purpose, according to the first aspect of the present disclosure, a vehicle drive system is provided, including: a drive motor, a first planetary gear train and a second planetary gear train, which have the same structure, the first planetary gear train can transmit the torque output by the drive motor to the left half shaft, and the second planetary gear train can transmit the torque output by the drive motor to the right half shaft, the two elements with the same steering trend in the first planetary gear train and the second planetary gear train are locked and restrained with each other to remain relatively stationary when the torques applied to both are the same, a first clutch is used to adjust the torque transmitted to the left half shaft by the drive motor through the first planetary gear train, and a second clutch is used to adjust the torque transmitted to the right half shaft by the drive motor through the second planetary gear train.

[0009] Optionally, two elements with the same steering trend in the first planetary gear train and the second planetary gear train are meshed with each other, and one of them is connected to the drive axle housing through a brake, the first clutch is connected between the drive motor and the first planetary gear train, and the second clutch is connected between the drive motor and the second planetary gear train, and both the first clutch and the second clutch have at least a semi-clutch state and a fully engaged state.

[0010] Optionally, the first clutch is connected between the drive motor and the first planetary gear train, the second clutch is connected between the drive motor and the second planetary gear train, and the first clutch and the second clutch both have at least a semi-clutch state and a fully engaged state. The vehicle drive system also includes: a differential mechanism, including a first differential gear and a second differential gear that are meshed with each other, two elements with the same steering trend in the first planetary gear train and the second planetary gear train are respectively meshed with the first differential gear and the second differential gear, and a brake, connected between one of the first differential gear and the second differential gear and the drive axle housing.

[0011] Optionally, the first clutch is connected between the drive motor and the first planetary gear train, the second clutch is connected between the drive motor and the second planetary gear train, and the first clutch and the second clutch both have at least a semi-clutch state and a fully engaged state. The vehicle drive system also includes: a differential mechanism, including a first differential gear, two elements with the same steering trend in the first planetary gear train and the second planetary gear train are meshed with the first differential gear, and the central axes of the two elements are collinear and perpendicular to the central axis of the first differential gear, and a brake, connected between the first differential gear and the drive axle housing.

[0012] Optionally, the vehicle drive system also includes a differential mechanism, which includes a first differential gear and a second differential gear that are meshed with each other, and two elements with the same steering trend in the first planetary gear train and the second planetary gear train are respectively meshed with the first differential gear and the second differential gear, the first clutch is connected between the drive motor and the first differential gear, and the second clutch is connected between the drive motor and the second differential gear, and the first clutch and the second clutch both have at least a semi-clutch state and a fully separated state, wherein at most one of the first clutch and the second clutch is in the semi-clutch state.

[0013] Through the above-described technical solution, the vehicle drive system provided by the present disclosure can adjust the torque transmitted by the drive motor to the left and right half-axles by adjusting the engagement state of the first and second clutches, thereby achieving switching between a mode in which the drive motor drives the left and right wheels in a centralized manner and a mode in which the drive motor drives the left and right wheels independently. Furthermore, by mutually restraining two elements in the first and second planetary gear trains with the same steering trends, a passive differential function can be achieved in the mode in which the drive motor drives the left and right wheels in a centralized manner. In the mode in which the drive motor drives the left and right wheels in an independent manner, the torque difference between the drive motor and the left and right half-axles can be controlled, thereby achieving an active differential function.

[0014] According to a second aspect of the present disclosure, a vehicle drive system is provided, comprising: a drive motor, a first reduction mechanism and a second reduction mechanism having the same reduction ratio, the first reduction mechanism being capable of transmitting the torque output by the drive motor to the left half-shaft, the second reduction mechanism being capable of transmitting the torque output by the drive motor to the right half-shaft, a first clutch being used to adjust the torque transmitted by the drive motor to the left half-shaft via the first reduction mechanism, a second reduction mechanism having the same reduction ratio as the first reduction mechanism, the second reduction mechanism being capable of transmitting the torque output by the drive motor to the right half-shaft, and a second clutch being used to adjust the torque transmitted by the drive motor to the right half-shaft via the second reduction mechanism.

[0015] Optionally, the first clutch is connected between the drive motor and the first reduction mechanism, the second clutch is connected between the drive motor and the second reduction mechanism, and the first clutch and the second clutch both have at least a fully disengaged state and a semi-clutched state, wherein at most one of the first clutch and the second clutch is in a semi-clutched state, and the vehicle drive system also includes: a third reduction mechanism, which has a different reduction ratio from the first reduction mechanism, and can transmit the torque output by the drive motor to the left half shaft and the right half shaft, and a differential, which is connected to the output end of the third reduction mechanism, and the third reduction mechanism transmits torque to the left half shaft and the right half shaft through the differential.

[0016] Through the above technical solution, the vehicle drive system provided by the present disclosure can adjust the torque transmitted by the drive motor to the left and right half-axles by adjusting the engagement state of the first clutch and the second clutch, thereby switching between a mode in which the drive motor drives the left and right wheels in a centralized manner and a mode in which the drive motor drives the left and right wheels independently. Furthermore, by using the mode in which the drive motor drives the left and right wheels independently, the torque difference between the drive motor and the left and right half-axles can be controlled, thereby realizing an active differential function.

[0017] According to a third aspect of the present disclosure, a vehicle is further provided, comprising the vehicle drive system in the above technical solution.

[0018] Through the above technical solution, the vehicle provided by the present disclosure has the same technical effect as the vehicle drive system in the above technical solution. In order to avoid unnecessary repetition, it will not be described here.

[0019] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following detailed description, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0021] FIG1 is a schematic structural diagram of a vehicle drive system in a first embodiment of the present disclosure.

[0022] FIG2 is a schematic structural diagram of a vehicle drive system in a second embodiment of the present disclosure, which shows a specific implementation of the vehicle drive system.

[0023] FIG3 is a schematic structural diagram of a vehicle drive system in a second embodiment of the present disclosure, which shows another specific implementation of the vehicle drive system.

[0024] FIG4 is a schematic structural diagram of a vehicle drive system in a third embodiment of the present disclosure, which shows a specific implementation of the vehicle drive system.

[0025] FIG5 is a schematic structural diagram of a vehicle drive system in a third embodiment of the present disclosure, which shows another specific implementation of the vehicle drive system.

[0026] FIG6 is a schematic structural diagram of a vehicle drive system in a fourth embodiment of the present disclosure, which shows a specific implementation of the vehicle drive system.

[0027] FIG7 is a schematic structural diagram of a vehicle drive system in the fourth embodiment of the present disclosure, which shows another specific implementation of the vehicle drive system.

[0028] FIG8 is a schematic structural diagram of a vehicle drive system in a fifth embodiment of the present disclosure, which shows a specific implementation of the vehicle drive system.

[0029] FIG9 is a schematic structural diagram of a vehicle drive system in the fifth embodiment of the present disclosure, which shows another specific implementation of the vehicle drive system.

[0030] FIG10 is a schematic structural diagram of a vehicle in a specific embodiment of the present disclosure.

[0031] DESCRIPTION OF REFERENCE NUMERALS 100 - drive motor, 200 - drive axle housing, 300 - differential, 10 - left half shaft, 101 - left wheel, 20 - right half shaft, 201 - right wheel, 1 - first planetary gear train, 11 - sun gear, 12 - ring gear, 13 - planetary gear, 14 - planet carrier, 2 - second planetary gear train, 3 - brake, 4 - first clutch, 5 - second clutch, 6 - third clutch, 7 - differential mechanism, 71 - first differential gear, 72 - second differential gear,

[0032] First embodiment: 18-first reduction gear, 181-first input gear, 182-first output gear, 183-second output gear, 19-second reduction gear, 191-second input gear, 192-third output gear,

[0033] Second embodiment: 28-reduction mechanism, 281-first reduction gear, 282-second reduction gear, 283-third reduction gear, 284-fourth reduction gear,

[0034] Third embodiment: 38-first reduction gear, 381-first input gear, 382-first output gear, 39-second reduction gear, 391-second input gear, 392-second output gear,

[0035] Fourth embodiment: 48-transmission mechanism, 481-first input gear, 482-transmission gear, 483-first output gear, 484-second output gear, 49-reduction mechanism, 491-first reduction gear, 492-second reduction gear, 493-third reduction gear, 494-fourth reduction gear

[0036] Fifth embodiment: 51 - first reduction mechanism, 511 - first input gear, 512 - first output gear, 52 - second reduction mechanism, 521 - second input gear, 522 - second output gear, 53 - third reduction mechanism, 531 - third input gear, 532 - third output gear, 57 - fourth reduction mechanism, 571 - fourth input gear, 572 - fourth output gear. DETAILED DESCRIPTION

[0037] The following describes the specific embodiments of the present disclosure in detail with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present disclosure and are not intended to limit the present disclosure.

[0038] In this disclosure, unless otherwise indicated, directional terms such as "inner" and "outer" generally refer to the inner and outer portions relative to the contours of the corresponding component. Terms such as "first" and "second" are used in this disclosure to distinguish one element from another and do not imply order or importance. Furthermore, in the following description referring to the accompanying drawings, unless otherwise indicated, identical numbers in different drawings represent identical or similar elements.

[0039] According to a first aspect of a specific embodiment of the present disclosure, a vehicle drive system is provided. Referring to Figures 1 to 7, the vehicle drive system may include a drive motor 100, a first planetary gear train 1, a second planetary gear train 2, a first clutch 4, and a second clutch 5. The first planetary gear train 1 and the second planetary gear train 2 may have the same structure. The first planetary gear train 1 can transmit the torque output by the drive motor 100 to the left half-shaft 10, so that the left half-shaft 10 drives the left wheel 101 to rotate. The second planetary gear train 2 can transmit the torque output by the drive motor 100 to the right half-shaft 20, so that the right half-shaft 20 drives the right wheel 201 to rotate. The two elements of the first planetary gear train 1 and the second planetary gear train 2 with the same turning direction restrain each other so that they remain relatively stationary when the torques applied to them are the same, thereby forming a differential mechanism. The first clutch 4 is used to adjust the torque transmitted by the drive motor 100 to the left half-shaft 10 through the first planetary gear train 1, and the second clutch 5 is used to adjust the torque transmitted by the drive motor 100 to the right half-shaft 20 through the second planetary gear train 2.

[0040] It should be noted that when the same torque is input to the same element in the first planetary gear train 1 and the second planetary gear train 2, the two elements in the first planetary gear train 1 and the second planetary gear train 2 that are subjected to the same torque are referred to as "two elements with the same turning tendency." In the specific embodiments of the present disclosure, the "two elements with the same turning tendency" may be two elements with identical structures in the first planetary gear train 1 and the second planetary gear train 2.

[0041] Through the above technical solution, the vehicle drive system provided by the present disclosure can adjust the torque transmitted by the drive motor 100 to the left half-shaft 10 and the right half-shaft 20 by adjusting the engagement state of the first clutch 4 and the second clutch 5, thereby realizing switching between an operating mode in which the drive motor 100 drives the left and right wheels in a centralized manner and an operating mode in which the drive motor 100 drives the left and right wheels independently. In addition, by mutually restraining the two elements with the same steering trend in the first planetary gear system 1 and the second planetary gear system 2, a passive differential function can be realized in the operating mode in which the drive motor 100 drives the left and right wheels in a centralized manner; and in the operating mode in which the drive motor 100 drives the left and right wheels independently, the torque difference distributed by the drive motor 100 to the left and right half-shafts 10 and 20 can be controlled, thereby realizing an active differential function.

[0042] Several embodiments of the above-mentioned vehicle drive system are described below.

[0043] First embodiment

[0044] As shown in Figure 1, the vehicle drive system may further include a brake 3, wherein two elements with the same steering trend in the first planetary gear system 1 and the second planetary gear system 2 are meshed with each other to achieve mutual restraint, and one of the two meshed elements can be connected to the drive axle housing 200 through the brake 3, and the first clutch 4 can be connected between the drive motor 100 and the first planetary gear system 1, and the first clutch 4 can have at least a semi-clutch state and a fully engaged state to adjust the torque transmitted by the drive motor 100 to the left half shaft 10 through the first planetary gear system 1, and the second clutch 5 can be connected between the drive motor 100 and the second planetary gear system 2, and the second clutch 5 can have at least a semi-clutch state and a fully engaged state to adjust the torque transmitted by the drive motor 100 to the right half shaft 20 through the second planetary gear system 2.

[0045] Through the above technical solution, in the vehicle drive system provided in the present invention, by adjusting the engagement state of the first clutch 4, the second clutch 5 and the brake 3, it is possible to switch between a working mode in which a single drive motor 100 centrally drives the left and right wheels and a working mode in which a single drive motor 100 independently drives the left and right wheels. Specifically, when the first clutch 4 and the second clutch 5 are both fully engaged and the brake 3 is in the disengaged state, the drive motor 100 distributes equal torque to the left half shaft 10 and the right half shaft 20 through the first planetary gear system 1 and the second planetary gear system 2, thereby realizing a working mode in which a single drive motor 100 drives the left and right wheels in a centralized manner. The two elements with the same steering trend in the first planetary gear system 1 and the second planetary gear system 2 are meshed with each other to form a differential mechanism. At this time, if the vehicle is moving straight, the rotation speeds of the left wheel 101 and the right wheel 201 are the same, and the torques received by the two meshing elements in the first planetary gear system 1 and the second planetary gear system 2 are the same, thereby restraining each other and keeping them stationary. If the vehicle turns, the rotation speeds of the left wheel 101 and the right wheel 201 are different, and the torques received by the two meshing elements in the first planetary gear system 1 and the second planetary gear system 2 are different, and the element with a faster rotation speed rotates in the direction of its own steering trend. , the slow-rotating element rotates in the opposite direction to the fast-rotating element, thereby realizing the passive differential function, that is, the speed difference between the left wheel 101 and the right wheel 201 is converted into the rotation of the differential mechanism, ensuring reliable steering; when the first clutch 4 and the second clutch 5 are both in the semi-clutch state and the brake 3 is in the engaged state, the two mutually meshing elements in the first planetary gear system 1 and the second planetary gear system 2 are relatively fixed to the drive axle case 200, and the passive differential function of the differential mechanism is locked. By controlling the degree of semi-clutching of the first clutch 4 and the second clutch 5, the torque distributed by the drive motor 100 to the left half-shaft 10 and the right half-shaft 20 through the first planetary gear system 1 and the second planetary gear system 2 can be controlled, thereby realizing a working mode in which a single drive motor 100 independently drives the left and right wheels, that is, realizing the active adjustment function of the speed and torque of the left half-shaft 10 and the right half-shaft 20, thereby improving the vehicle's cornering performance and body stability control capability. In addition, when the first clutch 4 and the second clutch 5 are both in fully engaged state and the brake 3 is in engaged state, the two meshing elements in the first planetary gear system 1 and the second planetary gear system 2 are fixed relative to the drive axle housing 200, and the passive differential function of the differential mechanism is locked. At this time, if one side of the wheel slips, the torque output by the drive motor 100 can be fully transmitted to the other side of the wheel, thereby improving the vehicle's ability to escape from trouble.The vehicle drive system provided by the present disclosure can realize a working mode in which a single drive motor 100 drives the left and right wheels in a centralized manner, improves working efficiency and reduces costs, and can also realize a working mode in which a single drive motor 100 drives the left and right wheels independently, and realizes an active differential function, and the power is not interrupted during the switching between the two working modes, thereby realizing seamless switching and improving the driving experience.

[0046] The torque output by the drive motor 100 can be fully transmitted to the wheel on the other side, thereby improving the vehicle's ability to escape from trouble. The vehicle drive system provided by the present disclosure can achieve a working mode in which a single drive motor 100 drives the left and right wheels in a centralized manner, improving working efficiency and reducing costs, by adjusting the engagement state of the first clutch 4, the second clutch 5, and the brake 3. It can also achieve a working mode in which a single drive motor 100 drives the left and right wheels independently, and realize an active differential function. The power is not interrupted during the switching between the two working modes, thereby achieving a senseless switching and improving the driving experience.

[0047] As shown in FIG1 , the first planetary gear train 1 and the second planetary gear train 2 may each include a sun gear 11, a ring gear 12, planetary gears 13, and a planet carrier 14. The sun gear 11 may be connected to the first clutch 4 or the second clutch 5 so that the drive motor 100 inputs torque through the sun gear 11. The ring gear 12 may be coaxially arranged with the sun gear 11. The planetary gears 13 may be meshed between the sun gear 11 and the ring gear 12. The planetary gears 13 may rotate while also being able to orbit around the central axis of the sun gear 11. The planet carrier 14 may be connected to the planetary gears 13 and may rotate around the central axis of the sun gear 11 to output torque to the left half-shaft 10 or the right half-shaft 20. That is, the drive motor 100 inputs torque through the sun gear 11 and outputs torque through the planet carrier 14.

[0048] In order to facilitate the mutual meshing of two elements with the same steering trend to form a differential mechanism, as shown in Figure 1, the first planetary gear train 1 and the second planetary gear train 2 are arranged parallel to each other, that is, the central axis of the sun gear 11 of the first planetary gear train 1 is parallel to the central axis of the sun gear 11 of the second planetary gear train 2. The two elements with the same steering trend in the first planetary gear train 1 and the second planetary gear train 2 can be ring gears 12, and the outer peripheral surface of the ring gear 12 can be provided with a gear structure, that is, the ring gear 12 of the first planetary gear train 1 and the ring gear 12 of the second planetary gear train 2 can be meshed with each other through the gear structure on the outer peripheral surface to form a differential mechanism.

[0049] To facilitate the connection between the ring gear 12 and the brake 3, the vehicle drive system may further include a brake gear 31. The brake gear 31 may mesh with the gear structure of the ring gear 12 of the first planetary gear train 1 or the gear structure of the ring gear 12 of the second planetary gear train 2. The brake 3 may be connected between the gear shaft of the brake gear 31 and the drive axle housing 200. When the brake 3 is engaged, the brake gear 31 and the drive axle housing 200 are relatively fixed, thereby keeping both ring gears 12 relatively fixed to the drive axle housing 200, thereby locking the passive differential function of the two ring gears 12.

[0050] In addition, as shown in FIG1 , the vehicle drive system may further include a first reduction mechanism 18 connected to the output end of the drive motor 100, a first clutch 4 may be connected between the first reduction mechanism 18 and the first planetary gear train 1, and a second clutch 5 may be connected between the first reduction mechanism 18 and the second planetary gear train 2. That is, the output end of the drive motor 100 is connected to the input end of the first reduction mechanism 18, and the first clutch 4 and the second clutch 5 may be connected in parallel to the output end of the first reduction mechanism 18.

[0051] As shown in Figure 1, the first reduction mechanism 18 can be a single-stage reduction mechanism. Specifically, the first reduction mechanism 18 can include a first input gear 181, a first output gear 182 and a second output gear 183, wherein the first input gear 181 can be coaxial and fixedly connected to the output shaft of the drive motor 100, the first output gear 182 can be engaged with the first input gear 181, the first clutch 4 can be connected between the first output gear 182 and the first planetary gear train 1, so that the first reduction mechanism 18 transmits torque to the first planetary gear train 1 through the first output gear 182, the second output gear 183 can be engaged with the first input gear 181, and the second clutch 5 can be connected between the second output gear 183 and the second planetary gear train 2, so that the first reduction mechanism 18 transmits torque to the second planetary gear train 2 through the second output gear 183.

[0052] In addition, a second reduction mechanism 19 may be provided between the first planetary gear train 1 and the left half-shaft 10, and between the second planetary gear train 2 and the right half-shaft 20. Specifically, the input end of the second reduction mechanism 19 is connected to the output end of the first planetary gear train 1 or the output end of the second planetary gear train 2, and the output end of the second reduction mechanism 19 is connected to the left half-shaft 10 or the right half-shaft 20.

[0053] As shown in Reference Figure 1, the second reduction mechanism 19 can be a first-stage reduction mechanism. Specifically, the second reduction mechanism 19 can include a second input gear 191 and a third output gear 192, wherein the second input gear 191 can be coaxially and fixedly connected to the output shaft of the first planetary gear train 1 or the output shaft of the second planetary gear train 2, and the third output gear 192 can be engaged with the second input gear 191 and coaxially and fixedly connected to the left half shaft 10 or the right half shaft 20 to transmit torque to the left half shaft 10 or the right half shaft 20.

[0054] In addition, the first clutch 4 can also have a completely disengaged state, and the second clutch 5 can also have a completely disengaged state. When the vehicle is in a coasting state, the first clutch 4 and the second clutch 5 can be switched to a completely disengaged state to prevent the wheels from dragging the drive motor 100 in the opposite direction during the coasting process, thereby reducing vehicle energy consumption.

[0055] Second embodiment

[0056] 2 and 3 , the vehicle drive system may further include a brake 3 and a differential mechanism 7. A first clutch 4 may be connected between the drive motor 100 and the first planetary gear train 1. The first clutch 4 may have at least a semi-clutch state and a fully engaged state to adjust the torque transmitted from the drive motor 100 to the left half-shaft 10 through the first planetary gear train 1. A second clutch 5 may be connected between the drive motor 100 and the second planetary gear train 2. The second clutch 5 may have at least a semi-clutch state and a fully engaged state to adjust the torque transmitted from the drive motor 100 to the right half-shaft 20 through the second planetary gear train 2. The specific embodiment shown in FIG. 2 is that the first clutch 4 and the second clutch 5 are mutually Arranged independently, the specific embodiment shown in Figure 3 is that a dual-clutch transmission is set at the output end of the drive motor 100, one clutch in the dual-clutch transmission can be used as the first clutch 4, and the other clutch can be used as the second clutch 5; the differential mechanism 7 can include a first differential gear 71 and a second differential gear 72 that are meshed with each other, and the two elements with the same steering trend in the first planetary gear system 1 and the second planetary gear system 2 can be meshed with the first differential gear 71 and the second differential gear 72 respectively; the brake 3 can be connected between one of the first differential gear 71 and the second differential gear 72 and the drive axle housing 200.

[0057] Through the above technical solution, in the vehicle drive system provided by the present disclosure, when the first clutch 4 and the second clutch 5 are both in a fully engaged state and the brake 3 is in a disengaged state, the drive motor 100 distributes equal torque to the left half shaft 10 and the right half shaft 20 through the first planetary gear system 1 and the second planetary gear system 2, thereby realizing a working mode in which a single drive motor 100 drives the left and right wheels in a centralized manner. At this time, if the vehicle is moving straight, the rotation speeds of the left wheel 101 and the right wheel 201 are consistent, and the torques received by the two elements meshing with the differential mechanism 7 in the first planetary gear system 1 and the second planetary gear system 2 are consistent. The first differential gear 71, the second differential gear 72 and the above two elements restrain each other and remain stationary. If the vehicle turns, the rotation speeds of the left wheel 101 and the right wheel 201 are different, and the torques received by the above two elements are different, causing the mutually meshed first differential gear 71 and the second differential gear 72 to rotate, causing the element with a faster rotation speed to turn in the direction opposite to itself. The first and second clutches 4 and 5 rotate in the same direction, and the slow-speed element rotates in the opposite direction to the fast-speed element, thereby realizing the passive differential function, that is, the speed difference between the left wheel 101 and the right wheel 201 is converted into the rotation of the differential mechanism 7, ensuring reliable steering; when the first clutch 4 and the second clutch 5 are both in the semi-clutch state and the brake 3 is in the engaged state, the above two elements and the first differential gear 71 and the second differential gear 72 are relatively fixed to the drive axle case 200, and the passive differential function of the differential mechanism 7 is locked. By controlling the degree of semi-clutching of the first clutch 4 and the second clutch 5, the torque distributed by the drive motor 100 to the left half-shaft 10 and the right half-shaft 20 through the first planetary gear system 1 and the second planetary gear system 2 can be controlled, thereby realizing a working mode in which a single drive motor 100 independently drives the left and right wheels, that is, realizing the active adjustment function of the speed and torque of the left half-shaft 10 and the right half-shaft 20, thereby improving the vehicle's turning performance and body stability control ability. In addition, when the first clutch 4 and the second clutch 5 are both in a fully engaged state and the brake 3 is in an engaged state, the above two elements and the first differential gear 71 and the second differential gear 72 are all fixed relative to the drive axle housing 200, and the passive differential function of the differential mechanism 7 is locked. At this time, if one wheel slips, the torque output by the drive motor 100 can be fully transmitted to the other wheel, thereby improving the vehicle's ability to escape from trouble. The vehicle drive system provided by the present disclosure can achieve a working mode in which a single drive motor 100 drives the left and right wheels in a centralized manner, improving working efficiency and reducing costs, and can also achieve a working mode in which a single drive motor 100 drives the left and right wheels independently, and realize an active differential function. In addition, the power is not interrupted during the switching between the two working modes, thereby achieving a senseless switching and improving the driving experience.

[0058] The working mode of centralized driving of the left and right wheels improves working efficiency and reduces costs. It can also realize the working mode of independent driving of the left and right wheels by a single drive motor 100 and realize the active differential function. The power is not interrupted during the switching between the two working modes, thereby realizing seamless switching and improving the driving experience.

[0059] 2 and 3 , the first and second planetary gear trains 1 and 2 may include a sun gear 11, a ring gear 12, planet gears 13, and a planet carrier 14, respectively. The sun gear 11 may be connected to the first clutch 4 or the second clutch 5 so that the drive motor 100 inputs torque through the sun gear 11. The ring gear 12 may be coaxially arranged with the sun gear 11. The planet gears 13 may be meshed between the sun gear 11 and the ring gear 12. The planet gears 13 may rotate while also being able to orbit around the central axis of the sun gear 11. The planet carrier 14 may be connected to the planet gears 13 and may rotate around the central axis of the sun gear 11 to output torque to the left half-shaft 10 or the right half-shaft 20. That is, the drive motor 100 inputs torque through the sun gear 11 and outputs torque through the planet carrier 14.

[0060] In order to facilitate the engagement of the two elements with the same steering trend in the first planetary gear train 1 and the second planetary gear train 2 with the differential mechanism 7, referring to Figures 2 and 3, the ring gear 12 of the first planetary gear train 1 and the ring gear 12 of the second planetary gear train 2 can be selected to engage with the differential mechanism 7. Specifically, the outer peripheral surface of the ring gear 12 can be provided with a gear structure. The ring gear 12 of the first planetary gear train 1 can be engaged with the first differential gear 71 through the gear structure on its outer peripheral surface, and the ring gear 12 of the second planetary gear train 2 can be engaged with the second differential gear 72 through the gear structure on its outer peripheral surface, so as to facilitate the arrangement of the differential mechanism 7.

[0061] 2 and 3 , the brake 3 may be connected between the gear shaft of the first differential gear 71 and the drive axle housing 200. When the brake 3 is engaged, the first differential gear 71 and the drive axle housing 200 are relatively fixed, thereby keeping the second differential gear 72 and the two ring gears 12 relatively fixed to the drive axle housing 200, thereby locking the passive differential function of the differential mechanism 7.

[0062] In order to facilitate the arrangement of the differential mechanism 7, the first differential gear 71 and the second differential gear 72 can be constructed as cylindrical gears with the same number of teeth, and the tooth width of the second differential gear 72 is greater than the tooth width of the first differential gear 71, so that the second differential gear 72 can respectively engage with the first differential gear 71 and the ring gear 12 of the second planetary gear train 2.

[0063] 3 , a reduction mechanism 28 may be provided between the first planetary gear train 1 and the left half-shaft 10, and between the second planetary gear train 2 and the right half-shaft 20. Specifically, the input end of the reduction mechanism 28 is connected to the output end of the first planetary gear train 1 or the output end of the second planetary gear train 2, and the output end of the reduction mechanism 8 is connected to the left half-shaft 10 or the right half-shaft 20.

[0064] 3 , the reduction mechanism 28 can be a two-stage reduction mechanism. Specifically, the reduction mechanism 28 can include a first reduction gear 281, a second reduction gear 282, a third reduction gear 283 and a fourth reduction gear 284, wherein the first reduction gear 281 can be coaxially and fixedly connected to the output shaft of the first planetary gear train 1 or the output shaft of the second planetary gear train 2, the second reduction gear 282 can be engaged with the first reduction gear 281 to form a first stage reduction, the third reduction gear 283 can be coaxially and fixedly connected with the second reduction gear 282, the fourth reduction gear 284 can be engaged with the third reduction gear 283 to form a second stage reduction, and the fourth reduction gear 284 can also be coaxially and fixedly connected to the left half shaft 10 or the right half shaft 20 to transmit torque to the left half shaft 10 or the right half shaft 20.

[0065] In addition, the first clutch 4 can also have a completely disengaged state, and the second clutch 5 can also have a completely disengaged state. When the vehicle is in a coasting state, the first clutch 4 and the second clutch 5 can be switched to a completely disengaged state to prevent the wheels from dragging the drive motor 100 in the opposite direction during the coasting process, thereby reducing vehicle energy consumption.

[0066] Third embodiment

[0067] 4 and 5 , the vehicle drive system may further include a brake 3 and a differential mechanism 7. A first clutch 4 may be connected between the drive motor 100 and the first planetary gear train 1. The first clutch 4 may have at least a partially clutched state and a fully engaged state to adjust the torque transmitted from the drive motor 100 to the left half-shaft 10 via the first planetary gear train 1. A second clutch 5 may be connected between the drive motor 100 and the second planetary gear train 2. The second clutch 5 may have at least a partially clutched state and a fully engaged state to adjust the torque transmitted from the drive motor 100 to the right half-shaft 20 via the second planetary gear train 2. The differential mechanism 7 may include a first differential gear 71. Two elements of the first and second planetary gear trains 1 and 2 with the same rotational direction may mesh with the first differential gear 71, with the central axes of the two elements being collinear and perpendicular to the central axis of the first differential gear 71. The brake 3 may be connected between the first differential gear 71 and the drive axle housing 200. 4 and 5 , in a specific embodiment of the present disclosure, a dual-clutch transmission may be provided at the output end of the drive motor 100 , wherein one clutch in the dual-clutch transmission may be used as the first clutch 4 , and the other clutch may be used as the second clutch 5 .

[0068] Through the above technical solution, in the vehicle drive system provided by the present disclosure, when the first clutch 4 and the second clutch 5 are both in the fully engaged state and the brake 3 is in the disengaged state, the drive motor 100 distributes equal torque to the left half-shaft 10 and the right half-shaft 20 through the first planetary gear system 1 and the second planetary gear system 2, thereby realizing a working mode in which a single drive motor 100 drives the left and right wheels in a centralized manner. At this time, if the vehicle is traveling straight, the rotation speeds of the left wheel 101 and the right wheel 201 are the same, and the torques received by the two elements meshing with the first differential gear 71 in the first planetary gear system 1 and the second planetary gear system 2 are the same. Since the central axes of the two elements are collinear and perpendicular to the central axis of the first differential gear 71, the two elements and the first differential gear 71 that are subjected to the same torque can restrain each other and remain stationary. If the vehicle turns, the rotation speeds of the left wheel 101 and the right wheel 201 are different, and the torques received by the above two elements are different, causing the first differential gear 71 to rotate. The first and second clutches 4 and 5 are both in a semi-clutched state and the brake 3 is engaged, so that the above two elements and the first differential gear 71 are fixed relative to the drive axle case 200, and the passive differential function of the differential mechanism 7 is locked. By controlling the degree of semi-clutching of the first and second clutches 4 and 5, the torque distributed by the drive motor 100 to the left and right half-shafts 10 and 20 through the first and second planetary gear trains 1 and 2 can be controlled, thereby realizing an operating mode in which a single drive motor 100 independently drives the left and right wheels. That is, the speed and torque of the left and right half-shafts 10 and 20 are actively adjusted, thereby improving the vehicle's cornering performance and body stability control capabilities. In addition, when the first clutch 4 and the second clutch 5 are both in a fully engaged state and the brake 3 is in an engaged state, the above two elements and the first differential gear 71 are fixed relative to the drive axle housing, and the passive differential function of the differential mechanism 7 is locked. At this time, if one side of the wheel slips, the torque output by the drive motor 100 can be fully transmitted to the other side of the wheel, thereby improving the vehicle's ability to escape from trouble. The vehicle drive system provided by the present disclosure can achieve a working mode in which a single drive motor 100 drives the left and right wheels in a centralized manner, improve working efficiency, and reduce costs by adjusting the engagement state of the first clutch 4, the second clutch 5, and the brake 3, and can also achieve a working mode in which a single drive motor 100 drives the left and right wheels independently, and realize an active differential function. In addition, the power is not interrupted during the switching between the two working modes, thereby achieving a senseless switching and improving the driving experience.

[0069] Improve the vehicle's ability to escape from distress. The vehicle drive system provided by the present disclosure, by adjusting the engagement states of the first clutch 4, the second clutch 5, and the brake 3, can achieve both a single drive motor 100 centralized driving mode for the left and right wheels, improving operating efficiency and reducing costs, and a single drive motor 100 independent driving mode for the left and right wheels, thereby realizing an active differential function. During the switching between the two operating modes, power is not interrupted, thereby achieving seamless switching and improving the driving experience.

[0070] 4 and 5 , the first planetary gear train 1 and the second planetary gear train 2 may include a sun gear 11, a ring gear 12, planetary gears 13, and a planet carrier 14, respectively. The sun gear 11 may be connected to the first clutch 4 or the second clutch 5 so that the drive motor 100 inputs torque through the sun gear 11. The ring gear 12 may be coaxially arranged with the sun gear 11. The planetary gears 13 may be meshed between the sun gear 11 and the ring gear 12. The planetary gears 13 may rotate while also being able to orbit around the central axis of the sun gear 11. The planet carrier 14 may be connected to the planetary gears 13 and may rotate around the central axis of the sun gear 11 to output torque to the left half-shaft 10 or the right half-shaft 20. That is, the drive motor 100 inputs torque through the sun gear 11 and outputs torque through the planet carrier 14.

[0071] In order to make the central axes of the two elements in the first planetary gear train 1 and the second planetary gear train 2 that are meshed with the first differential gear 71 collinear, the central axes of the first planetary gear train 1 and the second planetary gear train 2 can be collinear, that is, the central axis of the sun gear 11 of the first planetary gear train 1 and the central axis of the sun gear 11 of the second planetary gear train 2 can be collinear.

[0072] In order to make the central axes of the above-mentioned two elements perpendicular to the central axis of the first differential gear 71, as shown in Figures 4 and 5, the first differential gear 71 can be a bevel gear, and the two elements meshing with the first differential gear 71 can be the ring gear 12 of the first planetary gear train 1 and the ring gear 12 of the second planetary gear train 2, so as to facilitate the arrangement of the differential mechanism 7 and the first and second planetary gear trains 1 and 2. The outer surface of the ring gear 12 can be provided with a bevel gear structure that meshes with the first differential gear 71. The ring gear 12 of the first planetary gear train 1 and the ring gear 12 of the second planetary gear train 2 respectively mesh with the first differential gear 71 through their respective bevel gear structures.

[0073] In a specific embodiment of the present disclosure, as an option, as shown in FIG4 , the bevel gear's cone angle can be less than 90°, that is, the first differential gear 71 can be a bevel gear idler gear. As another option, as shown in FIG5 , the bevel gear's cone angle can be equal to 90°, that is, the first differential gear 71 can be a flat gear idler gear.

[0074] 4 and 5 , the vehicle drive system may further include a first reduction mechanism 38 connected to the output end of the drive motor 100, a first clutch 4 may be connected between the first reduction mechanism 38 and the first planetary gear train 1, and a second clutch 5 may be connected between the first reduction mechanism 38 and the second planetary gear train 2. That is, the output end of the drive motor 100 is connected to the input end of the first reduction mechanism 38, and the first clutch 4 and the second clutch 5 may be connected in parallel to the output end of the first reduction mechanism 38.

[0075] 4 and 5 , the first reduction mechanism 38 can be a first-stage reduction mechanism. Specifically, the first reduction mechanism 38 can include a first input gear 381 and a first output gear 382, ​​wherein the first input gear 381 can be coaxially and fixedly connected to the output shaft of the drive motor 100, the first output gear 382 can be engaged with the first input gear 381, the first clutch 4 can be connected between the first output gear 382 and the first planetary gear train 1, so that the first reduction mechanism 38 transmits torque to the first planetary gear train 1 through the first output gear 382, ​​and the second clutch 5 can be connected between the first output gear 382 and the second planetary gear train 2, so that the first reduction mechanism 38 transmits torque to the second planetary gear train 2 through the first output gear 382.

[0076] 4 and 5 , a second reduction mechanism 39 may be provided between the first planetary gear train 1 and the left half-shaft 10, and between the second planetary gear train 2 and the right half-shaft 20. Specifically, the input end of the second reduction mechanism 39 is connected to the output end of the first planetary gear train 1 or the output end of the second planetary gear train 2, and the output end of the second reduction mechanism 39 is connected to the left half-shaft 10 or the right half-shaft 20.

[0077] Referring to Figures 4 and 5, the second reduction mechanism 39 can be a first-stage reduction mechanism. Specifically, the second reduction mechanism 39 can include a second input gear 391 and a second output gear 392, wherein the second input gear 391 can be coaxially and fixedly connected to the output shaft of the first planetary gear train 1 or the output shaft of the second planetary gear train 2, and the second output gear 392 can be engaged with the second input gear 391 and coaxially and fixedly connected to the left half shaft 10 or the right half shaft 20 to transmit torque to the left half shaft 10 or the right half shaft 20.

[0078] In addition, the first clutch 4 can also have a completely disengaged state, and the second clutch 5 can also have a completely disengaged state. When the vehicle is in a coasting state, the first clutch 4 and the second clutch 5 can be switched to a completely disengaged state to prevent the wheels from dragging the drive motor 100 in the opposite direction during the coasting process, thereby reducing vehicle energy consumption.

[0079] Fourth embodiment

[0080] 6 and 7 , the vehicle drive system may include a drive motor 100, a first planetary gear train 1, a second planetary gear train 2, a first clutch 4, a second clutch 5, and a differential mechanism 7. The first planetary gear train 1 and the second planetary gear train 2 may have the same structure. The first planetary gear train 1 can transmit the torque output by the drive motor 100 to the left half shaft 10, so that the left half shaft 10 drives the left wheel 101 to rotate. The second planetary gear train 2 can transmit the torque output by the drive motor 100 to the right half shaft 20, so that the right half shaft 20 drives the right wheel 201 to rotate. The differential mechanism 7 may include a first differential gear 71 and a second differential gear 72 that are meshed with each other. The two elements with the same steering trend in the first planetary gear train 1 and the second planetary gear train 2 may be meshed with the first differential gear 71 and the second differential gear 72, respectively. The first clutch 4 may be connected between the drive motor 100 and the first differential gear 71. The first clutch 4 may have at least a semi-clutch state and a fully disengaged state to adjust the speed of the drive motor. The torque transmitted to the left half-shaft 10 by the drive motor 100, the second clutch 5 can be connected between the drive motor 100 and the second differential gear 72, and the second clutch 5 can have at least a semi-clutch state and a fully separated state to adjust the torque transmitted to the right half-shaft 20 by the drive motor 100; wherein, at most one of the first clutch 4 and the second clutch 5 is in a semi-clutch state. When the first clutch 4 is in a semi-clutch state and the second clutch 5 is in a fully separated state, the drive motor 100 can drive the first differential gear 71 to rotate in a first direction, the second differential gear 72 and the elements meshing with the first differential gear 71 rotate in a second direction opposite to the first direction, and the elements meshing with the second differential gear 72 rotate in the first direction, thereby realizing active adjustment of the speed and torque of the left half-shaft 10 and the right half-shaft 20. When the first clutch 4 is in a completely disengaged state and the second clutch 5 is in a semi-clutched state, the drive motor 100 can drive the second differential gear 72 to rotate in the first direction, the first differential gear 71 and the elements engaged with the second differential gear 72 to rotate in the second direction, and the elements engaged with the first differential gear 71 to rotate in the first direction, thereby realizing active adjustment of the speed and torque of the left half shaft 10 and the right half shaft 20.

[0081] The second differential gear 72 and the elements meshed with the first differential gear 71 rotate in a second direction opposite to the first direction, and the elements meshed with the second differential gear 72 rotate in the first direction, thereby achieving active adjustment of the speed and torque of the left half-shaft 10 and the right half-shaft 20. When the first clutch 4 is in a fully disengaged state and the second clutch 5 is in a partially clutched state, the drive motor 100 can drive the second differential gear 72 to rotate in the first direction, the first differential gear 71 and the elements meshed with the second differential gear 72 to rotate in the second direction, and the elements meshed with the first differential gear 71 to rotate in the first direction, thereby achieving active adjustment of the speed and torque of the left half-shaft 10 and the right half-shaft 20.

[0082] Through the above technical solution, in the vehicle drive system provided by the present disclosure, when the first clutch 4 and the second clutch 5 are both in a completely disengaged state, the drive motor 100 distributes equal torque to the left half-shaft 10 and the right half-shaft 20 through the first planetary gear system 1 and the second planetary gear system 2, thereby realizing a working mode in which a single drive motor 100 drives the left and right wheels in a centralized manner. At this time, if the vehicle is moving straight, the rotation speeds of the left wheel 101 and the right wheel 201 are consistent, and the torques received by the two elements meshing with the differential mechanism 7 in the first planetary gear system 1 and the second planetary gear system 2 are consistent. The first differential gear 71, the second differential gear 72 and the above two elements restrain each other and remain stationary. If the vehicle turns, the rotation speeds of the left wheel 101 and the right wheel 201 are different, and the torques received by the above two elements are different, causing the mutually meshed first differential gear 71 and the second differential gear 72 to rotate, causing the element with a faster rotation speed to move in a direction that is inconsistent with its own turning trend. When the first and second clutches 4 and 5 are in a semi-clutch state and the other is in a fully disengaged state, the drive motor 100 drives the differential gear to rotate through the clutch in the semi-clutch state, thereby causing the two elements meshing with the differential mechanism 7 to rotate relative to each other, thereby causing a torque difference and a speed difference between the left half-shaft 10 and the right half-shaft 20. By controlling the degree of semi-clutching of the clutch, the torque difference distributed by the drive motor to the left and right half-shafts can be controlled, thereby realizing a working mode in which a single drive motor 100 independently drives the left and right wheels, that is, realizing the active adjustment function of the speed and torque of the left and right half-shafts 10 and 20, thereby improving the vehicle's turning performance and body stability control capability. The vehicle drive system provided by the present disclosure, by adjusting the engagement state of the first clutch 4 and the second clutch 5, can achieve both a single drive motor 100 centralized drive mode for the left and right wheels, improving operating efficiency and reducing costs, and a single drive motor 100 independent drive mode for the left and right wheels, thereby realizing an active differential function. Power is not interrupted during the switching between the two operating modes, thereby achieving seamless switching and enhancing the driving experience. Furthermore, since the first clutch 4 and the second clutch 5 only need to transmit the torque and power required for the differential, the first clutch 4 and the second clutch 5 are relatively small, further reducing costs.

[0083] The first clutch 4 and the second clutch 5 are relatively small in size, which can further reduce the cost.

[0084] 6 and 7 , the first planetary gear train 1 and the second planetary gear train 2 may include a sun gear 11, a ring gear 12, planetary gears 13, and a planet carrier 14, respectively. The sun gear 11 may be connected to the first clutch 4 or the second clutch 5 so that the drive motor 100 inputs torque through the sun gear 11. The ring gear 12 may be coaxially arranged with the sun gear 11. The planetary gears 13 may be meshed between the sun gear 11 and the ring gear 12. The planetary gears 13 may rotate while also being able to orbit around the central axis of the sun gear 11. The planet carrier 14 may be connected to the planetary gears 13 and may rotate around the central axis of the sun gear 11 to output torque to the left half-shaft 10 or the right half-shaft 20. That is, the drive motor 100 inputs torque through the sun gear 11 and outputs torque through the planet carrier 14.

[0085] In order to facilitate the engagement of the two elements with the same steering trend in the first planetary gear train 1 and the second planetary gear train 2 with the differential mechanism 7, referring to Figures 6 and 7, the ring gear 12 of the first planetary gear train 1 and the ring gear 12 of the second planetary gear train 2 can be selected to engage with the differential mechanism 7. Specifically, the outer peripheral surface of the ring gear 12 can be provided with a gear structure. The ring gear 12 of the first planetary gear train 1 can be engaged with the first differential gear 71 through the gear structure on its outer peripheral surface, and the ring gear 12 of the second planetary gear train 2 can be engaged with the second differential gear 72 through the gear structure on its outer peripheral surface, so as to facilitate the arrangement of the differential mechanism 7.

[0086] In order to facilitate the arrangement of the differential mechanism 7, the first differential gear 71 and the second differential gear 72 can be constructed as cylindrical gears with the same number of teeth, and the tooth width of the second differential gear 72 is greater than the tooth width of the first differential gear 71, so that the second differential gear 72 can respectively engage with the first differential gear 71 and the ring gear 12 of the second planetary gear train 2.

[0087] In a specific embodiment of the present disclosure, the directions in which the two ring gears 12 tend to rotate are opposite to the rotation direction of the output shaft of the drive motor 100. Referring to Figures 6 and 7, the vehicle drive system may further include a first transmission mechanism 48 connected to the output end of the drive motor 100. The first transmission mechanism 48 may include a first input gear 481, a transmission gear 482, and a first output gear 483. The first input gear 481 may be coaxially and fixedly connected to the output shaft of the drive motor 100, the transmission gear 482 may mesh with the first input gear 481, and the first output gear 483 may mesh with the transmission gear 482 to rotate in the same direction as the output shaft of the drive motor 100. The first clutch 4 may be connected between the first output gear 483 and the first differential gear 71, the second output gear 484 may mesh with the transmission gear 482 to rotate in the same direction as the output shaft of the drive motor 100, and the second clutch 5 may be connected between the second output gear 484 and the second differential gear 72.

[0088] When the first clutch 4 is in a semi-clutch state and the second clutch 5 is in a completely disengaged state, the first output gear 481 can make the first differential gear 71 rotate in the same direction as the output shaft of the drive motor 100, the second differential gear 72 and the ring gear 12 of the first planetary gear train 1 rotate in the opposite direction to the output shaft of the drive motor 100, and the ring gear 12 of the second planetary gear train 2 rotate in the same direction as the output shaft of the drive motor 100, so that the torque and speed of the left half shaft 10 are greater than the torque and speed of the right half shaft 20. By adjusting the semi-clutch degree of the first clutch 4, the torque difference and speed difference between the left half shaft 10 and the right half shaft 20 can also be adjusted. When the first clutch 4 is in a completely disengaged state and the second clutch 5 is in a semi-clutched state, the second output gear 482 can make the second differential gear 72 rotate in the same direction as the output shaft of the drive motor 100, the first differential gear 71 and the ring gear 12 of the second planetary gear train 2 rotate in the opposite direction to the output shaft of the drive motor 100, and the ring gear 12 of the first planetary gear train 1 rotate in the opposite direction to the output shaft of the drive motor 100, so that the torque and speed of the right half shaft 20 are greater than the torque and speed of the left half shaft 10. By adjusting the semi-clutch degree of the second clutch 5, the torque difference and speed difference between the right half shaft 20 and the left half shaft 10 can also be adjusted.

[0089] In the semi-clutch state, the second output gear 482 can make the second differential gear 72 and the output shaft of the drive motor 100 rotate in the same direction, the first differential gear 71 and the ring gear 12 of the second planetary gear train 2 and the output shaft of the drive motor 100 rotate in the opposite direction, and the ring gear 12 of the first planetary gear train 1 and the output shaft of the drive motor 100 rotate in the opposite direction, so that the torque and speed of the right half shaft 20 are greater than the torque and speed of the left half shaft 10. By adjusting the semi-clutch degree of the second clutch 5, the torque difference and speed difference between the right half shaft 20 and the left half shaft 10 can also be adjusted.

[0090] As shown in Figure 7, a third clutch 6 can also be provided between the output end of the drive motor 100 and the first planetary gear train 1 and the second planetary gear train 2. The third clutch 6 has a completely disengaged state and a completely engaged state. That is, when the third clutch 6 is in the fully engaged state, the drive motor 100 can transmit torque to the left half shaft 10 and the right half shaft 20 respectively through the first planetary gear train 1 and the second planetary gear train 2. When the third clutch 6 is in the completely disengaged state, the drive motor 100 is decoupled from the left half shaft 10 and the right half shaft 20. When the vehicle is in the coasting state, the first clutch 4 and the second clutch 5 can be switched to the completely disengaged state, thereby avoiding the reverse drag of the wheels on the drive motor 100 during the coasting process, thereby reducing the energy consumption of the vehicle.

[0091] As shown in FIG7 , the vehicle drive system may further include a brake 3 disposed between the first differential gear 71 or the second differential gear 72 and the drive axle housing 200. In a specific embodiment of the present disclosure, the brake 3 may be connected between the gear shaft of the second differential gear 72 and the drive axle housing 200. When the brake 3 is engaged, the first differential gear 71 and the drive axle housing 200 remain relatively fixed, thereby keeping the second differential gear 72 and the two ring gears 12 relatively fixed to the drive axle housing 200. This locks the passive differential function of the differential mechanism 7. At this time, if one wheel slips, the torque output by the drive motor 100 can be fully transmitted to the other wheel, thereby improving the vehicle's ability to escape from difficulties.

[0092] 6 and 7 , a reduction mechanism 49 may be provided between the first planetary gear train 1 and the left half-shaft 10, and between the second planetary gear train 2 and the right half-shaft 20. Specifically, the input end of the reduction mechanism 49 is connected to the output end of the first planetary gear train 1 or the output end of the second planetary gear train 2, and the output end of the reduction mechanism 49 is connected to the left half-shaft 10 or the right half-shaft 20.

[0093] 6 and 7 , the reduction mechanism 49 can be a two-stage reduction mechanism. Specifically, the reduction mechanism 49 can include a first reduction gear 491, a second reduction gear 492, a third reduction gear 493 and a fourth reduction gear 494, wherein the first reduction gear 491 can be coaxially and fixedly connected to the output shaft of the first planetary gear train 1 or the output shaft of the second planetary gear train 2, the second reduction gear 492 can be engaged with the first reduction gear 491 to form a first stage reduction, the third reduction gear 493 can be coaxially and fixedly connected to the second reduction gear 492, the fourth reduction gear 494 can be engaged with the third reduction gear 493 to form a second stage reduction, and the fourth reduction gear 494 can also be coaxially and fixedly connected to the left half shaft 10 or the right half shaft 20 to transmit torque to the left half shaft 10 or the right half shaft 20.

[0094] According to a second aspect of the specific embodiment of the present disclosure, a vehicle drive system is provided. Referring to Figures 8 and 9, the vehicle drive system includes a drive motor 100, a first reduction mechanism 51, a second reduction mechanism 52, a first clutch 4, and a second clutch 5. The first reduction mechanism 51 and the second reduction mechanism 52 have the same reduction ratio. The first reduction mechanism 51 can transmit the torque output by the drive motor 100 to the left half-shaft 10, and the second reduction mechanism 52 can transmit the torque output by the drive motor 100 to the right half-shaft 20. The first clutch 4 is used to adjust the torque transmitted by the drive motor 100 to the left half-shaft 10 via the first reduction mechanism 51, and the second clutch 5 is used to adjust the torque transmitted by the drive motor 100 to the right half-shaft 20 via the second reduction mechanism 52.

[0095] Through the above technical solution, the vehicle drive system provided by the present disclosure can adjust the torque transmitted by the drive motor 100 to the left half-shaft 10 and the right half-shaft 20 by adjusting the engagement state of the first clutch 4 and the second clutch 5, thereby realizing switching between an operating mode in which the drive motor 100 drives the left and right wheels in a centralized manner and an operating mode in which the drive motor 100 drives the left and right wheels independently. In addition, through the operating mode in which the drive motor 100 drives the left and right wheels independently, the torque difference distributed by the drive motor 100 to the left and right half-shafts 10 and 20 can be controlled, thereby realizing an active differential function.

[0096] An embodiment of the above-mentioned vehicle drive system will be described below.

[0097] Fifth embodiment

[0098] 8 and 9 , in the vehicle drive system, the first clutch 4 can be connected between the drive motor 100 and the first reduction mechanism 51, and can have at least a fully disengaged state and a semi-clutched state to adjust the torque transmitted from the drive motor 100 to the left half-shaft 10 through the first reduction mechanism 51; the second clutch 5 can be connected between the drive motor 100 and the second reduction mechanism 52, and can have at least a fully disengaged state and a semi-clutched state to adjust the torque transmitted from the drive motor 100 to the right half-shaft 20 through the second reduction mechanism 52; at most one of the first clutch 4 and the second clutch 5 is in a semi-clutched state. The vehicle drive system may also include a third reduction mechanism 53 and a differential 300. The third reduction mechanism 53 may have a different reduction ratio from the first reduction mechanism 51. The third reduction mechanism 53 may transmit the torque output by the drive motor 100 to the left half-shaft 10 and the right half-shaft 20. The differential 300 may be connected to the output end of the third reduction mechanism 53. The third reduction mechanism 53 may transmit torque to the left half-shaft 10 and the right half-shaft 20 through the differential 300.

[0099] Through the above technical solution, in the vehicle drive system provided by the present disclosure, when the first clutch 4 and the second clutch 5 are both in a completely disengaged state, the drive motor 100 distributes equal torque to the left half-shaft 10 and the right half-shaft 20 through the third reduction mechanism 53 and the differential 300, thereby realizing a working mode in which a single drive motor 100 drives the left and right wheels in a centralized manner. At this time, if the vehicle is moving straight, the rotational speeds of the left wheel 101 and the right wheel 201 are consistent, and the differential function of the differential 300 is not activated. If the vehicle turns, the rotational speeds of the left wheel 101 and the right wheel 201 are different, and the rotational speed difference between the left wheel 101 and the right wheel 201 causes the differential function of the differential 300 to be activated, thereby ensuring reliable steering. When the first clutch 4 and the second clutch are in a completely disengaged state, the drive motor 100 distributes equal torque to the left half-shaft 10 and the right half-shaft 20 through the third reduction mechanism 53 and the differential 300, thereby realizing a working mode in which a single drive motor 100 drives the left and right wheels in a centralized manner. When one of the gears 5 is in a semi-clutch state and the other is in a fully separated state, the drive motor 100 drives the corresponding reduction mechanism and half-shaft to rotate through the clutch in the semi-clutch state. Since the reduction ratio of the third reduction mechanism 53 is different from the reduction ratios of the first reduction mechanism 51 and the second reduction mechanism 52, there is a torque difference and a speed difference between the left half-shaft 10 and the right half-shaft 20. By controlling the degree of semi-clutching of the clutch, the torque difference distributed by the drive motor 100 to the left half-shaft 10 and the right half-shaft 20 can be controlled, thereby realizing a working mode in which a single drive motor 100 independently drives the left and right wheels, that is, realizing the active adjustment function of the speed and torque of the left half-shaft 10 and the right half-shaft 20, thereby improving the vehicle's cornering performance and body stability control capability. The vehicle drive system provided by the present disclosure, by adjusting the engagement state of the first clutch 4 and the second clutch 5, can achieve both a single drive motor 100 centralized drive mode for the left and right wheels, improving operating efficiency and reducing costs, and a single drive motor 100 independent drive mode for the left and right wheels, thereby realizing an active differential function. Power is not interrupted during the switching between the two operating modes, thereby achieving seamless switching and enhancing the driving experience. Furthermore, since the first clutch 4 and the second clutch 5 only need to transmit the torque and power required for the differential, the first clutch 4 and the second clutch 5 are relatively small, further reducing costs.

[0100] Figure 8 shows a specific implementation method in which the reduction ratio of the third reduction mechanism 53 is smaller than the reduction ratios of the first reduction mechanism 51 and the second reduction mechanism 52. Taking the first reduction mechanism 51 in a semi-clutch state and the second reduction mechanism 52 in a completely separated state as an example, the drive motor 100 drives the left half-shaft 10 to rotate through the first reduction mechanism 51, and the drive motor 100 drives the right half-shaft 20 to rotate through the third reduction mechanism 53. Since the reduction ratio of the third reduction mechanism 53 is smaller, the torque and speed allocated to the left half-shaft 10 are smaller than the torque and speed allocated to the right half-shaft 20.

[0101] Figure 9 shows a specific implementation method in which the reduction ratio of the third reduction mechanism 53 is greater than the reduction ratios of the first reduction mechanism 51 and the second reduction mechanism 52. Taking the first reduction mechanism 51 in a semi-clutch state and the second reduction mechanism 52 in a completely separated state as an example, the drive motor 100 drives the left half-shaft 10 to rotate through the first reduction mechanism 51, and the drive motor 100 drives the right half-shaft 20 to rotate through the third reduction mechanism 53. Since the reduction ratio of the third reduction mechanism 53 is relatively large, the torque and speed allocated to the left half-shaft 10 are greater than the torque and speed allocated to the right half-shaft 20.

[0102] Referring to Figures 8 and 9, the first reduction mechanism 51 can be a single-stage reduction mechanism, and the first reduction mechanism 51 can include a first input gear 511 and a first output gear 512 that are meshed with each other, wherein the first input gear 511 can be connected to the first clutch 4 so that the drive motor 100 inputs torque through the first input gear 511, and the first output gear 512 can be coaxially and fixedly connected to the left half shaft 10 to output torque to the left half shaft 10.

[0103] Referring to Figures 8 and 9, the second reduction mechanism 52 can be a first-stage reduction mechanism, and the second reduction mechanism 52 includes a second input gear 521 and a second output gear 522 that are meshed with each other, wherein the second input gear 521 can be connected to the second clutch 5 so that the drive motor 100 inputs torque through the second input gear 521, and the second output gear 522 can be coaxially and fixedly connected to the right half shaft 20 to output torque to the right half shaft 20.

[0104] Referring to Figures 8 and 9, the third reduction mechanism 53 can be a first-stage reduction mechanism, and the third reduction mechanism 53 includes a third input gear 531 and a third output gear 532 that are meshed with each other, wherein the third input gear 531 can be connected to the output end of the drive motor 100 so that the drive motor 100 inputs torque through the third input gear 531, and the third output gear 532 can be fixedly connected to the housing of the differential 300 to output torque to the left half shaft 10 and the right half shaft 20 through the differential 300.

[0105] In addition, as shown in Figures 8 and 9, the vehicle drive system can also include a fourth reduction mechanism 57 connected to the output end of the drive motor 100, the first clutch 4 can be connected between the fourth reduction mechanism 57 and the first reduction mechanism 51, the second clutch 5 can be connected between the fourth reduction mechanism 57 and the second reduction mechanism 52, and the third reduction mechanism 53 can be connected between the fourth reduction mechanism 57 and the differential 300.

[0106] 8 and 9 , the fourth reduction mechanism 57 may be a first-stage reduction mechanism. The fourth reduction mechanism 57 may include a fourth input gear 571 and a fourth output gear 572 that mesh with each other, wherein the fourth input gear 571 may be coaxially and fixedly connected to the output shaft of the drive motor 100 to receive the torque from the drive motor 100, and the fourth output gear 572 may be coaxially and fixedly connected to the input shaft of the third reduction mechanism 53. Specifically, the fourth output gear 572 may be coaxially and fixedly connected to the third input gear 531 to directly drive the third input gear 531 to rotate. The first clutch 4 can be connected between the fourth output gear 572 and the input end of the first reduction mechanism 51. Specifically, the first clutch 4 can be connected between the fourth output gear 572 and the first input gear 511 to adjust the torque output by the fourth output gear 572 to the first reduction mechanism 51. The second clutch 5 can be connected between the fourth output gear 572 and the input end of the second reduction mechanism 52. Specifically, the second clutch 5 can be connected between the fourth output gear 572 and the second input gear 521 to adjust the torque output by the fourth output gear 572 to the second reduction mechanism 52.

[0107] In addition, the first clutch 4 may also have a fully engaged state, and the second clutch 5 may also have a fully engaged state.

[0108] For example, if the wheels on one side slip, one of the first clutch 4 and the second clutch 5 is in a semi-clutch state or a fully disengaged state, and the other of the first clutch 4 and the second clutch 5 is in a fully engaged state, then the torque output by the drive motor 100 can be fully transmitted to the wheels on the other side, thereby improving the vehicle's ability to escape from trouble.

[0109] According to a third aspect of the specific implementation of the present disclosure, the present disclosure further provides a vehicle, as shown in FIG10 , which may include the vehicle drive system in the above technical solution.

[0110] Through the above technical solution, the vehicle provided by the present disclosure has the same technical effect as the vehicle drive system in the above technical solution. In order to avoid unnecessary repetition, it will not be described here.

[0111] In a specific embodiment of the present disclosure, the vehicle may include two vehicle drive systems, which can be used to drive the two front wheels and two rear wheels of the vehicle respectively, so that both centralized driving of the four wheels and independent driving of the four wheels can be achieved through two drive motors 100.

[0112] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings. However, the present disclosure is not limited to the specific details of the above embodiments. Within the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the scope of protection of the present disclosure.

[0113] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any appropriate manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0114] In addition, the various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A vehicle drive system, characterized in that: include: A driving motor (100), The first planetary gear train (1) and the second planetary gear train (2) have the same structure; the first planetary gear train (1) can transmit the torque output by the drive motor (100) to the left half shaft (10); the second planetary gear train (2) can transmit the torque output by the drive motor (100) to the right half shaft (20); two elements with the same turning tendency in the first planetary gear train (1) and the second planetary gear train (2) restrain each other so as to remain relatively still when the torques received by both are the same; a first clutch (4) for adjusting the torque transmitted from the drive motor (100) to the left half shaft (10) via the first planetary gear train (1), and The second clutch (5) is used to adjust the torque transmitted from the drive motor (100) to the right half shaft (20) through the second planetary gear train (2).

2. The vehicle drive system according to claim 1, characterized in that: Two elements with the same rotational direction in the first planetary gear train (1) and the second planetary gear train (2) are meshed with each other, and one of them is connected to the drive axle housing (200) via a brake (3). The first clutch (4) is connected between the drive motor (100) and the first planetary gear train (1), and the second clutch (5) is connected between the drive motor (100) and the second planetary gear train (2). Both the first clutch (4) and the second clutch (5) have at least a semi-clutch state and a fully engaged state.

3. The vehicle drive system according to claim 2, characterized in that: The first planetary gear train (1) and the second planetary gear train (2) respectively include: A sun gear (11) is connected to the first clutch (4) or the second clutch (5) so that the drive motor (100) inputs torque through the sun gear (11). a ring gear (12), arranged coaxially with the sun gear (11), a planetary gear (13) meshing between the sun gear (11) and the ring gear (12), and A planet carrier (14) is connected to the planetary gear (13) and is capable of rotating around the central axis of the sun gear (11) to output torque to the left half shaft (10) or the right half shaft (20).

4. The vehicle drive system according to claim 3, characterized in that: The outer peripheral surface of the ring gear (12) is provided with a gear structure, and the ring gear (12) of the first planetary gear train (1) and the ring gear (12) of the second planetary gear train (2) are meshed with each other through the gear structure.

5. The vehicle drive system according to claim 4, characterized in that: The vehicle drive system also includes a brake gear (31), which is meshed with the gear structure of the ring gear (12) of the first planetary gear train (1) or the gear structure of the ring gear (12) of the second planetary gear train (2), and the brake (3) is connected between the gear shaft of the brake gear (31) and the drive axle housing (200).

6. The vehicle drive system according to any one of claims 2 to 5, characterized in that: The vehicle drive system further comprises a first reduction mechanism (18) connected to the output end of the drive motor (100). The first clutch (4) is connected between the first reduction mechanism (18) and the first planetary gear train (1). The second clutch (5) is connected between the first reduction mechanism (18) and the second planetary gear train (2).

7. The vehicle drive system according to claim 6, characterized in that: The first reduction mechanism (18) comprises: A first input gear (181) is coaxially and fixedly connected to the output shaft of the drive motor (100). a first output gear (182) meshing with the first input gear (181), the first clutch (4) being connected between the first output gear (182) and the first planetary gear train (1), and The second output gear (183) is meshed with the first input gear (181), and the second clutch (5) is connected between the second output gear (183) and the second planetary gear train (2).

8. The vehicle drive system according to any one of claims 2 to 7, characterized in that: A second reduction mechanism (19) is provided between the first planetary gear train (1) and the left half shaft (10), and between the second planetary gear train (2) and the right half shaft (20), respectively.

9. The vehicle drive system according to claim 8, characterized in that: The second speed reduction mechanism (19) comprises: A second input gear (191) is coaxially and fixedly connected to the output shaft of the first planetary gear train (1) or the output shaft of the second planetary gear train (2), The third output gear (192) is meshed with the second input gear (191) and is coaxially and fixedly connected to the left half shaft (10) or the right half shaft (20).

10. The vehicle drive system according to any one of claims 2 to 9, characterized in that: The first clutch (4) also has a completely disengaged state, and the second clutch (5) also has a completely disengaged state.

11. The vehicle drive system according to claim 1, characterized in that: The first clutch (4) is connected between the drive motor (100) and the first planetary gear train (1), and the second clutch (5) is connected between the drive motor (100) and the second planetary gear train (2). Both the first clutch (4) and the second clutch (5) have at least a semi-clutch state and a fully engaged state. The vehicle drive system further includes: The differential mechanism (7) comprises a first differential gear (71) and a second differential gear (72) meshing with each other, wherein the first planetary gear train (1) two elements with the same rotational direction as the second planetary gear train (2) are respectively meshed with the first differential gear (71) and the second differential gear (72), and The brake (3) is connected between one of the first differential gear (71) and the second differential gear (72) and the drive axle case (200).

12. The vehicle drive system according to claim 11, characterized in that: The first planetary gear train (1) and the second planetary gear train (2) respectively include: A sun gear (11) is connected to the first clutch (4) or the second clutch (5) so that the drive motor (100) inputs torque through the sun gear (11). a ring gear (12), arranged coaxially with the sun gear (11), a planetary gear (13) meshing between the sun gear (11) and the ring gear (12), and A planet carrier (14) is connected to the planetary gear (13) and is capable of rotating around the central axis of the sun gear (11) to output torque to the left half shaft (10) or the right half shaft (20).

13. The vehicle drive system according to claim 12, characterized in that: The outer peripheral surface of the ring gear (12) is provided with a gear structure, and the ring gear (12) of the first planetary gear train (1) is meshed with the first differential gear (71) through the gear structure, and the ring gear (12) of the second planetary gear train (2) is meshed with the second differential gear (72) through the gear structure.

14. The vehicle drive system according to claim 13, characterized in that: The brake (3) is connected between the gear shaft of the first differential gear (71) and the drive axle housing (200).

15. The vehicle drive system according to claim 14, characterized in that: The first differential gear (71) and the second differential gear (72) have the same number of teeth, and the tooth width of the second differential gear (72) is greater than the tooth width of the first differential gear (71).

16. The vehicle drive system according to any one of claims 11 to 15, characterized in that: A speed reduction mechanism (28) is provided between the first planetary gear train (1) and the left half shaft (10), and between the second planetary gear train (2) and the right half shaft (20).

17. The vehicle drive system according to claim 16, characterized in that: The speed reduction mechanism (28) comprises: A first reduction gear (281) is coaxially and fixedly connected to an output shaft of the first planetary gear train (1) or an output shaft of the second planetary gear train (2), The second reduction gear (282) is meshed with the first reduction gear (281), a third reduction gear (283) coaxially and fixedly connected to the second reduction gear (282), and The fourth reduction gear (284) is meshed with the third reduction gear (283) and is engaged with the left half shaft (10) or the right half shaft (20) are coaxially and fixedly connected.

18. The vehicle drive system according to any one of claims 11 to 17, characterized in that: The first clutch (4) also has a completely disengaged state, and the second clutch (5) also has a completely disengaged state.

19. The vehicle drive system according to claim 1, characterized in that: The first clutch (4) is connected between the drive motor (100) and the first planetary gear train (1), and the second clutch (5) is connected between the drive motor (100) and the second planetary gear train (2). Both the first clutch (4) and the second clutch (5) have at least a semi-clutch state and a fully engaged state. The vehicle drive system further includes: A differential mechanism (7) comprising a first differential gear (71), wherein two elements with the same rotational direction in the first planetary gear train (1) and the second planetary gear train (2) are meshed with the first differential gear (71), and the central axes of the two elements are collinear and perpendicular to the central axis of the first differential gear (71); and The brake (3) is connected between the first differential gear (71) and the drive axle housing (200).

20. The vehicle drive system according to claim 19, characterized in that: The first planetary gear train (1) and the second planetary gear train (2) respectively include: A sun gear (11) is connected to the first clutch (4) or the second clutch (5) so that the drive motor (100) inputs torque through the sun gear (11). a ring gear (12), arranged coaxially with the sun gear (11), a planetary gear (13) meshing between the sun gear (11) and the ring gear (12), and A planet carrier (14) is connected to the planetary gear (13) and is capable of rotating around the central axis of the sun gear (11) to output torque to the left half shaft (10) or the right half shaft (20).

21. The vehicle drive system according to claim 20, characterized in that: The first differential gear (71) is a bevel gear, and the outer surface of the ring gear (12) is provided with a bevel gear structure meshing with the first differential gear (71), and the ring gear (12) of the first planetary gear train (1) and the ring gear (12) of the second planetary gear train (2) are both meshing with the first differential gear (71).

22. The vehicle drive system according to claim 21, characterized in that: The cone angle of the bevel gear is less than 90° or equal to 90°.

23. The vehicle drive system according to any one of claims 19 to 22, characterized in that: The vehicle drive system further comprises a first reduction mechanism (38) connected to the output end of the drive motor (100). The first clutch (4) is connected between the first reduction mechanism (38) and the first planetary gear train (1). The second clutch (5) is connected between the first reduction mechanism (38) and the second planetary gear train (2).

24. The vehicle drive system according to claim 23, characterized in that: The first reduction mechanism (38) comprises: The first input gear (381) is coaxially and fixedly connected to the output shaft of the driving motor (100). The first output gear (382) is meshed with the first input gear (381), the first clutch (4) is connected between the first output gear (382) and the first planetary gear train (1), and the second clutch (5) is connected between the first output gear (382) and the second planetary gear train (2).

25. A vehicle drive system according to any one of claims 19 to 24, characterised in that A second reduction mechanism (39) is provided between the first planetary gear train (1) and the left half shaft (10), and between the second planetary gear train (2) and the right half shaft (20), respectively.

26. The vehicle drive system according to claim 25, characterized in that: The second speed reduction mechanism (39) comprises: A second input gear (391) is coaxially and fixedly connected to the output shaft of the first planetary gear train (1) or the output shaft of the second planetary gear train (2), The second output gear (392) is meshed with the second input gear (391) and is coaxially and fixedly connected to the left half shaft (10) or the right half shaft (20).

27. The vehicle drive system according to any one of claims 19 to 26, characterized in that: The first clutch (4) also has a completely disengaged state, and the second clutch (5) also has a completely disengaged state.

28. The vehicle drive system of claim 1, wherein: The vehicle drive system further comprises a differential mechanism (7), wherein the differential mechanism (7) comprises a first differential gear (71) and a second differential gear (72) meshing with each other, wherein two elements with the same steering trend in the first planetary gear train (1) and the second planetary gear train (2) are respectively meshed with the first differential gear (71) and the second differential gear (72), The first clutch (4) is connected between the drive motor (100) and the first differential gear (71), and the second clutch (5) is connected between the drive motor (100) and the second differential gear (72). Both the first clutch (4) and the second clutch (5) have at least a semi-clutch state and a fully disengaged state. Wherein, at most one of the first clutch (4) and the second clutch (5) is in the semi-clutch state.

29. The vehicle drive system according to claim 28, characterized in that: The first planetary gear train (1) and the second planetary gear train (2) respectively include: A sun gear (11) is connected to the first clutch (4) or the second clutch (5) so that the drive motor (100) inputs torque through the sun gear (11). a ring gear (12), arranged coaxially with the sun gear (11), a planetary gear (13) meshing between the sun gear (11) and the ring gear (12), and A planet carrier (14) is connected to the planetary gear (13) and is capable of rotating around the central axis of the sun gear (11) to output torque to the left half shaft (10) or the right half shaft (20).

30. The vehicle drive system according to claim 29, characterized in that: The outer peripheral surface of the ring gear (12) is provided with a gear structure, and the ring gear (12) of the first planetary gear train (1) is meshed with the first differential gear (71) through the gear structure, and the ring gear (12) of the second planetary gear train (2) is meshed with the second differential gear (72) through the gear structure.

31. The vehicle drive system according to claim 30, characterized in that: The vehicle drive system further comprises a transmission mechanism (8) connected to an output end of the drive motor (100), wherein the transmission mechanism (48) comprises: The first input gear (481) is coaxially and fixedly connected to the output shaft of the driving motor (100). A transmission gear (482) meshes with the first input gear (481), A first output gear (483) is meshed with the transmission gear (482), the first clutch (4) is connected between the first output gear (483) and the first differential gear (71), and The second output gear (484) is meshed with the transmission gear (482), and the second clutch (5) is connected between the second output gear (484) and the second differential gear (72).

32. A vehicle drive system according to any one of claims 28 to 31, characterized in that: A third clutch (6) is provided between the output end of the drive motor (100) and the first planetary gear train (1) and the second planetary gear train (2), and the third clutch (6) has a completely disengaged state and a completely engaged state.

33. A vehicle drive system according to any one of claims 28 to 32, characterized in that: The vehicle drive system further includes a brake (3) disposed between the first differential gear (71) or the second differential gear (72) and the drive axle housing (200).

34. A vehicle drive system according to any one of claims 28 to 33, characterized in that: A speed reduction mechanism (49) is provided between the first planetary gear train (1) and the left half shaft (10), and between the second planetary gear train (2) and the right half shaft (20).

35. The vehicle drive system according to claim 34, characterized in that: The speed reduction mechanism (49) comprises: A first reduction gear (491) is coaxially and fixedly connected to an output shaft of the first planetary gear train (1) or an output shaft of the second planetary gear train (2), The second reduction gear (492) is meshed with the first reduction gear (491), a third reduction gear (493) coaxially and fixedly connected to the second reduction gear (492), and The fourth reduction gear (494) is meshed with the third reduction gear (493) and is coaxially and fixedly connected to the left half shaft (10) or the right half shaft (20).

36. A vehicle drive system, characterized in that: include: A driving motor (100), The first reduction mechanism (51) and the second reduction mechanism (52) have the same reduction ratio, the first reduction mechanism (51) can transmit the torque output by the drive motor (100) to the left half shaft (10), and the second reduction mechanism (52) can transmit the torque output by the drive motor (100) to the right half shaft (20), a first clutch (4) for adjusting the torque transmitted from the drive motor (100) to the left half shaft (10) via the first reduction mechanism (51); and The second clutch (5) is used to adjust the torque transmitted from the drive motor (100) to the right half shaft (20) through the second reduction mechanism (52).

37. The vehicle drive system according to claim 36, characterized in that: The first clutch (4) is connected between the drive motor (100) and the first reduction mechanism (51), and the second clutch (5) is connected between the drive motor (100) and the second reduction mechanism (52). Both the first clutch (4) and the second clutch (5) have at least a completely disengaged state and a semi-clutched state. wherein at most one of the first clutch (4) and the second clutch (5) is in a semi-clutch state, The vehicle drive system further includes: a third reduction mechanism (53) having a reduction ratio different from that of the first reduction mechanism (51), capable of transmitting the torque output by the drive motor (100) to the left half shaft (10) and the right half shaft (20), and The differential (300) is connected to the output end of the third reduction mechanism (53), and the third reduction mechanism (53) transmits torque to the left half shaft (10) and the right half shaft (20) through the differential (300).

38. The vehicle drive system according to claim 37, characterized in that: The first speed reduction mechanism (51) comprises: a first input gear (511) connected to the first clutch (4) so ​​that the drive motor (100) inputs torque through the first input gear (511); and A first output gear (512) is meshed with the first input gear (511), and the first output gear (512) is coaxially and fixedly connected to the left half shaft (10) to output torque to the left half shaft (10).

39. The vehicle drive system of claim 37, wherein: The second speed reduction mechanism (52) comprises: a second input gear (521) connected to the second clutch (5) so that the drive motor (100) inputs torque through the second input gear (521); and The second output gear (522) is meshed with the second input gear (521), and the second output gear (522) is meshed with the right half The shaft (20) is coaxially and fixedly connected to output torque to the right half shaft (20).

40. The vehicle drive system of claim 37, wherein: The third speed reduction mechanism (53) comprises: a third input gear (531) connected to an output end of the drive motor (100), so that the drive motor (100) inputs torque through the third input gear (531), and The third output gear (532) is meshed with the third input gear (531), and the third output gear (532) is fixedly connected to the housing of the differential (300) to output torque to the left half shaft (10) and the right half shaft (20) through the differential (300).

41. A vehicle drive system according to any one of claims 37 to 39, characterized in that: The vehicle drive system further comprises a fourth speed reduction mechanism (57) connected to the output end of the drive motor (100), The first clutch (4) is connected between the fourth reduction mechanism (57) and the first reduction mechanism (51). The second clutch (5) is connected between the fourth reduction mechanism (57) and the second reduction mechanism (52). The third reduction mechanism (53) is connected between the fourth reduction mechanism (57) and the differential (300).

42. The vehicle drive system according to claim 41, characterized in that The fourth speed reduction mechanism (57) comprises: a fourth input gear (571) coaxially and fixedly connected to the output shaft of the drive motor (100); and The fourth output gear (572) is meshed with the fourth input gear (571), the fourth output gear (572) is coaxially and fixedly connected to the input shaft of the third reduction mechanism (53), the first clutch (4) is connected between the fourth output gear (572) and the input end of the first reduction mechanism (51), and the second clutch (5) is connected between the fourth output gear (572) and the input end of the second reduction mechanism (52).

43. A vehicle drive system according to any one of claims 37 to 42, characterized in that: The first clutch (4) also has a fully engaged state, and the second clutch (5) also has a fully engaged state.

44. A vehicle, characterized in that: A vehicle drive system comprising the vehicle drive system of any one of claims 1 to 43.

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