CN114571987A - Drive system and vehicle - Google Patents

Abstract

The invention discloses a driving system, comprising: a decelerator (100), a motor unit (200) including a left driving motor (210) for driving the left decelerator (110) and a right driving motor (220) for driving the right decelerator (120); and the locking transmission mechanism (300) is connected between the left driving motor (210) and the right speed reducer (120) and/or between the right driving motor (220) and the left speed reducer (110) in a clutchable transmission manner, and the transmission coordination of the motor and the speed reducer on the opposite side is realized through the locking transmission mechanism, so that the left driving motor and the right driving motor independently or cooperatively drive the speed reducers on the two sides and control the wheel output half shaft. Through the driving system, when a motor on one side breaks down, the stable operation of the vehicle is ensured, and when the wheel on one side is trapped, the wheel on the other side is driven by concentrated torque, so that the vehicle is prevented from being trapped.

Description

Drive system and vehicle

technical field

The present invention relates to the technical field of wheel-side drive, in particular to a drive system and a vehicle.

Background technique

The four-wheel independent drive system uses four motors to drive the four wheels of the car independently. The torque and speed of the four wheels can be independently and precisely controlled, which brings a series of advantages. The transmission system is simplified and the quality is greatly improved. Lightening; realize smaller radius turning, auxiliary ESP function, auxiliary steering function, auxiliary braking function and so on.

Wheel-side drive is a solution often adopted by four-wheel independent drive systems. In the existing wheel-side solutions, the left and right drive assemblies are often self-contained, or just simply mechanically connected, which cannot realize the switching between the drive motors. The cooperation is not conducive to the stable operation and escape of the vehicle.

SUMMARY OF THE INVENTION

The purpose of the present invention is to provide a driving system, which ensures stable operation of the vehicle and significantly improves the ability of the vehicle to escape from trouble.

In order to achieve the above object, the present invention provides a drive system, the drive system includes:

a speed reducer, including a left speed reducer for drivingly connecting the left wheel of the vehicle and a right speed reducing device for drivingly connecting the right wheel of the vehicle;

a motor unit including a left drive motor for constantly driving the left reducer and a right drive motor for constantly driving the right reducer; and

a locking transmission mechanism, which is clutchably connected between the left drive motor and the right speed reducer and/or between the right drive motor and the left speed reducer, so that the left drive motor and the Either one of the right drive motors can independently drive the left and right speed reducers simultaneously.

In some embodiments, the locking transmission mechanism includes:

The locking transmission shaft is coaxially driven by the motor motor output shaft of the correspondingly connected motor unit, and a locking mechanism is provided on the locking transmission shaft.

In some embodiments, the locking transmission shaft is provided with a locking transmission gear for engaging with the corresponding speed reducer.

In some embodiments, the left speed reducer and the right speed reducer each include a speed reducer input gear, a speed reducer intermediate gear set and a speed reducer output gear that mesh and drive in sequence, and the motor motor output shaft of the motor unit is coaxial the input gear of the reducer is driven, and the output gear of the reducer is coaxially connected with the wheel output axle shaft of the vehicle;

Wherein, the intermediate gear set of the reducer includes an intermediate input gear and an intermediate output gear that rotate synchronously, the intermediate input gear meshes with the input gear of the reducer and the locking transmission gear respectively, and the intermediate output gear and the The output gear of the reducer meshes for transmission.

In some embodiments, the axle center axis of the wheel output axle shaft is located within the cross-section of the rotor of either the left drive motor or the right drive motor.

In some embodiments, the left drive motor and the right drive motor connected to the locking transmission shaft are both biaxial motors.

In some embodiments, the reducer further includes a reducer outer casing and a support member disposed within the reducer outer casing to support the rotating shaft.

In some embodiments, the motor unit further includes a motor housing, and the left driving motor and the right driving motor are arranged in the motor housing at intervals along the length direction of the vehicle.

In some embodiments, the left speed reducer and the right speed reducer are respectively disposed on two sides of the motor unit in the width direction of the vehicle, and the side end cover of the motor housing is connected to the speed reducer. shared side walls.

In addition, the present invention also provides a vehicle including the above-mentioned drive system.

Through the above technical solutions, the present invention provides a drive system that utilizes a compactly installed left drive motor and a right drive motor, and locks the transmission mechanism to realize the transmission cooperation between the motor and the opposite side reducer, so that the left drive motor and the right drive The drive motor independently or cooperatively drives the reducers on both sides and controls the wheel output axle shafts. The drive system not only ensures the stable operation of the vehicle when one side of the motor fails, but also facilitates the concentrated torque to drive the other side of the wheel when one side of the wheel is trapped, so as to avoid the vehicle from being trapped.

Other features and advantages of the present invention will be described in detail in the detailed description that follows.

Description of drawings

1 is a schematic diagram of a drive system provided by a specific embodiment of the present invention;

2 is a first schematic diagram of a drive system provided by a specific embodiment of the present invention, showing that the right drive motor and the left wheel output axle shaft are connected through a locking transmission mechanism;

3 is a second schematic diagram of the drive system provided by the specific embodiment of the present invention, showing that the left drive motor and the right wheel output axle shaft are connected in a transmission through a locking transmission mechanism;

4 is a third schematic diagram of the drive system provided by the specific embodiment of the present invention, showing a drive connection between the right drive motor and the left wheel output axle through a locking transmission mechanism, and the left drive motor and the right wheel output axle Drive connection through locking transmission mechanism;

5 is a fourth schematic diagram of the drive system provided by the specific embodiment of the present invention, showing another right drive motor and the left wheel output half shaft are drively connected through a locking transmission mechanism, and the left drive motor is connected with the right wheel output half shaft. The shaft is connected by a locking transmission mechanism;

6 is a schematic three-dimensional structure diagram of a drive system provided by a specific embodiment of the present invention;

FIG. 7 is an exploded state view of the drive system of FIG. 6; and

FIG. 8 is a partially disassembled structural diagram of FIG. 7 from different viewing angles, showing a flat electronic control unit and a motor unit.

Description of reference numerals

100 reducer 200 motor unit

300 Locking drive mechanism

110 Left reducer 120 Right reducer

130 Outer housing of reducer 210 Left drive motor

220 Right drive motor 230 Motor housing

310 Locking drive shaft 320 Locking mechanism

330 Locking drive gear

1 Reducer input gear 2 Reducer intermediate gear set

3 Reducer output gear 4 Wheel output axle shaft

5 Support 20 Flat Electronic Control Unit

21 Intermediate input gear 22 Intermediate output gear

23 Copper bar 24 Maintenance cover

25 Motor output shaft 26 Reduction output gear shaft

27 Reduction input gear shaft

L Length direction of vehicle W Width direction of vehicle

Detailed ways

The specific embodiments of the present invention will be described in detail below 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 invention, but not to limit the present invention.

It should be noted that the embodiments of the present invention and the features of the embodiments may be combined with each other under the condition of no conflict.

The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with the embodiments.

Referring to the four schematic structures of the drive system shown in FIG. 1 to FIG. 8 , the present invention provides a drive system, which includes a speed reducer 100 , a motor unit 200 and a locking transmission mechanism 300 .

Wherein, the reducer 100 includes a left reducer 110 for driving and connecting the left wheel of the vehicle and a right reducer 120 for driving and connecting the right wheel of the vehicle;

The motor unit 200 includes a left drive motor 210 for constantly driving the left reducer 110 and a right drive motor 220 for constantly driving the right reducer 120. It should be noted that, as shown in FIG. 1, the left drive motor 210 is used as a constant drive motor 210. The motor that drives the left reducer 110 is in direct drive connection with the left reducer 110 , and the right drive motor 220 is the motor that drives the reducer 120 and is directly connected to the right drive motor 220 and the right reducer 120 ;and

The locking transmission mechanism 300 is clutchably connected between the left drive motor 210 and the right speed reducer 120 and/or between the right drive motor 220 and the left speed reducer 110, so that the left drive motor 210 and the right drive motor 220 are Either one can independently drive the left reducer 110 and the right reducer 120 at the same time.

The present invention aims to provide a drive system to solve the problem of unstable vehicle operation caused by motor failure in a four-wheel independent drive system, and the problem of limited escape ability when one wheel is trapped. In the existing wheel-side solutions, the left and right drive assemblies are often self-contained, or are simply mechanically connected, which cannot realize the transmission cooperation between the motor and the opposite side reducer, which is not conducive to the stable operation of the vehicle and getting out of trouble. . Therefore, in order to be able to solve the above problems, the inventor has continuously thought and innovated and designed the drive system of the present invention, so as to improve the stability of vehicle operation and the ability to escape from trouble on the basis of reducing the occupied space.

In this drive system, the reducer 100 and the motor unit 200 are integrated together, and the structure is compact. The left drive motor 210 is connected to the left reducer 110 in a drive, and the right drive motor 220 is connected to the right reducer 120, so that the four wheels are independent of each other. It is driven by an electric motor, and the torque and speed of the four wheels are precisely controlled independently of each other.

In addition, it should be noted here that although the left drive motor 210 and the right drive motor 220 have "left" and "right", it does not mean that the left drive motor 210 is located on the left side of the drive system, and the right drive motor 220 Just to the right of the drive system. It can be understood that the left drive unit and the right drive unit may be arranged left and right, front and rear or up and down. Actually, the left drive motor 210 is used to drive the left wheel of the vehicle through the left wheel output axle 4 , and the right drive motor 220 is used to drive the right wheel of the vehicle through the right wheel output axle 4 .

In order to realize the transmission cooperation between the motor and the opposite side adjusting reducer, the structure design is carried out for the drive system, as shown in the schematic diagram of FIG. 1 , in an embodiment, as shown in FIG. 2 , the locking transmission mechanism 300 may It is arranged between the right drive motor 220 and the left reducer 110. In another embodiment, as shown in FIG. 3, the locking transmission mechanism 300 can be arranged between the left drive motor 210 and the right reducer 120. Similarly 4 and 5 , the locking transmission mechanism 300 may also be simultaneously disposed between the right drive motor 220 and the left reducer 110 , and between the left drive motor 210 and the right reducer 120 . By locking the transmission mechanism, the above-mentioned transmission relationship between the motor unit 200 connected thereto and the opposite side speed reducer 100 can be flexibly connected or disconnected.

As shown in FIG. 4 , when the locking transmission mechanism 300 is in the disconnected state, the left drive motor 210 drives the left reducer 110 , and the right drive motor 220 drives the right reducer 120 to realize single-motor drive. When the mechanism 300 is closed, the left drive motor 210 and the right drive motor 220 both drive the left reducer 110 and the right reducer 120 at the same time to realize dual-motor drive, thereby realizing the switching between single-motor drive and dual-motor independent drive, ensuring the motor unit 200 try to work in the high-efficiency area to save energy consumption and improve the cruising range of the vehicle.

More importantly, when one motor in the four-wheel independent drive system fails, the other motor can drive the wheels on both sides at the same time to ensure the stable operation of the vehicle. For example, as shown in FIG. 2 , when the left drive motor 210 fails, the right drive motor 220 is connected to the left reducer 110 by locking the transmission mechanism 300, and the right drive motor 220 is simultaneously connected to the left reducer 110 and the right reducer. 120 transmission connection to ensure the stable operation of the vehicle. When the right drive motor 220 fails, the left drive motor 210 is connected to the right reducer 120 through the locking transmission mechanism 300, and the left drive motor 210 passes through the input gear 1 of the reducer, the intermediate input gear 21 of the reducer and the locking transmission gear. 330 is transmitted to the right drive motor 220 at the same speed, and is output to the right wheel output axle 4 through the right reducer 120. The left drive motor 210 ensures that the left and right wheels run at the same speed to ensure the stable operation of the vehicle.

When one wheel falls into a slippery road or a mud puddle, the left drive motor 210 is connected in series with the right reducer 120 through the locking transmission mechanism 300, so that all the torque of the motor unit 200 is output to the other wheel, thereby enhancing the vehicle's ability to get out of trouble . For example, as shown in FIG. 3 , when the right wheel is trapped, the friction force of the right wheel is low, and the left drive motor 210 is connected to the right reducer 120 through the locking transmission mechanism 300. At this time, the left drive motor 210 and the right The drive motor 220 is connected in series, and the power of the right drive motor 220 is coupled to the left drive motor 210 through the right speed reducer 120 , thereby increasing the output torque of the left wheel output axle 4 and enhancing the vehicle's ability to get out of trouble.

Specifically, in an embodiment, as shown in FIG. 2 , the locking transmission mechanism 300 includes a locking transmission shaft 310 and a locking mechanism 320 , wherein the locking transmission shaft 310 is driven by the correspondingly connected motor of the motor unit 200 The motor output shaft 25 is coaxially driven, and the locking transmission shaft 310 is provided with a locking mechanism 320. The locking transmission shaft 310 can transmit the driving force of the motor unit 200 synchronously. The locking mechanism 320 can be a clutch or a synchronizer, or It can be disengaged or engaged at any time, so as to realize the connection or disconnection between the locking transmission shaft 310 and the motor unit 200, and the switching is convenient. The locking transmission mechanism may be arranged in the corresponding reducer to achieve a high degree of structural integration, or may be arranged in the housing of the motor unit 200 . Further, the locking transmission shaft 310 is provided with a locking transmission gear 330 for engaging with the corresponding speed reducer 100 , and power is transmitted outward through the locking transmission gear 330 .

In the drive system, the left speed reducer 110 and the right speed reducer 120 may have power transmission mechanisms, such as multiple gear sets or worm gear sets. In an embodiment, the left reducer 110 and the right reducer 120 may include a reducer input gear 1 , a reducer intermediate gear set 2 and a reducer output gear 3 that mesh and drive in sequence, the reducer input gear 1 , the reducer The shaft bodies of the intermediate gear set 2 and the output gear 3 of the reducer can both be installed in the reducer 200 through the bearing seat, so as to realize more stable and reliable power transmission. The input gear 1 of the reducer and the output gear 3 of the reducer may be spur gears or bevel gears. The motor output shaft 25 of the motor unit 200 coaxially drives the input gear 1 of the reducer, and the output gear 3 of the reducer is coaxially connected to the wheel output half shaft 4 of the vehicle; and is meshed and transmitted through the intermediate gear of the reducer.

Further, the intermediate gear set 2 of the reducer can be a multi-stage gear set, and the gear set can be set according to the actual speed change requirements, for example, it can be two-stage or three-stage. In one implementation, the reducer intermediate gear set 2 may include a synchronously rotating intermediate input gear 21 and an intermediate output gear 22, the intermediate input gear 21 meshes with the reducer input gear 1 and the locking transmission gear 330, respectively, and the intermediate output gear 22 and The output gear 3 of the reducer is engaged for transmission. The intermediate input gear 21 meshes with the power input end of the reducer, and transmits the power to the intermediate output gear 22 that rotates synchronously. 4.

In addition, in different embodiments, the setting positions of the left drive motor 210 and the right drive motor 220 may be different. In the motor unit 200 in FIG. 4 , the left drive motor 210 is located on the side close to the wheel output axle 4 , as shown in FIG. 5 . The middle right drive motor 220 is located on the side close to the wheel output axle 4 . In some implementations, the axle center axis of the wheel output axle 4 is located within the cross-section of the rotor of either the left drive motor 210 or the right drive motor 220 . The axle center axis of the wheel output axle 4 may be arranged coaxially with the left drive motor 210 as shown in FIG. 2 , or may be arranged at other positions in the rotor. In this way, the power transmission structure in the right drive motor 210 can be made more compact, and the length of the first transmission in the longitudinal direction of the vehicle can be further reduced. Wherein, as shown in FIG. 2 , the power transmission path of the right reducer 120 may be a U-shaped transmission path; the U-shaped transmission path makes the length of the right reducer 120 in the vehicle length direction L smaller than that of the left reducer 110 in the vehicle length direction L On the length, the structure is more compact.

Further, in this drive system, the left drive motor 210 and the right drive motor 220 connected to the locking transmission shaft 310 are both dual-shaft motors, that is, both ends of the motor have motor output shafts 25, and one of the motor outputs The shaft 25 is connected to the directly connected reducer 100 , and the other motor output shaft 25 is connected to the opposite side reducer 100 through a locking transmission mechanism, thereby realizing the assembly connection of the drive motor and the opposite side reducer 100 .

In addition, the speed reducer 100 further includes a speed reducer outer casing 130 and a support member 5 provided in the speed reducer outer casing 130 to support the rotating shaft. The rotating shaft can be the reduction output gear shaft 26 of the reducer output gear 3, the reduction input and output gear shaft 27 of the reducer input gear 1, and the locking transmission shaft 310. One side of the support member 5 supports at least the reduction output gear shaft 26, for example 5, the left side isolates and supports the reduction output gear shaft 26 and the locking transmission shaft 310 through the support member 5, and the right side isolates and supports the reduction input gear shaft 27 and the reduction output gear shaft 26 through the support member 5. This is not listed one by one. Therefore, the lengths of the rotating shaft and the locking transmission shaft 310 are shortened, so that the width of the reducer 100 in the width direction W of the vehicle is reduced, and the structure is more compact.

In addition, in this drive system, the resolver and the temperature sensor are arranged inside the assembly housing, which is beneficial to meet the protection requirements. The motor unit 200 further includes a motor housing 230. The left driving motor 210 and the right driving motor 220 are arranged in the motor housing 230 at intervals along the length direction L of the vehicle. The left driving motor 210 and the right driving motor 220 use small core diameters. The slender motor with a longer length is arranged in parallel with the longitudinal direction L of the vehicle, which reduces the volume ratio in the width direction W of the vehicle and is more compact. Further, the left speed reducer 110 and the right speed reducer 120 are respectively disposed on both sides of the motor unit 200 in the width direction W of the vehicle, and the side end cover of the motor housing 230 is shared with the side wall of the speed reducer 100, thereby further improving the The integration of the drive system.

In addition, as shown in FIGS. 6-8 , the drive system further includes a flat electronic control unit 20 , wherein, in the vehicle height direction, the flat electronic control unit 20 is fixedly connected to the motor unit 200 , the left reducer 110 and the right reducer 120 top. In this way, due to the use of the flat electronic control unit 20, the height of the drive system in the vehicle height direction can be reduced, and at the same time, the electronic control unit of the drive system, the motor unit and the transmission can be more integrated. It also includes a copper bar 23, wherein the copper bar 23 is located on one side of the motor housing 230 along the length direction L of the vehicle, that is, the copper bar 23 is parallel to the length direction of the motor unit, because the size of the flat electronic control unit 20 is relatively small. Large, such a setting is convenient to improve the integration of the wheel drive assembly.

The flat electronic control unit 20 includes a copper bar, and the copper bar and the copper bar 23 are connected and fixed by bolts, wherein on at least one of the electric control housing and the motor housing 230 of the flat electronic control unit 20 It may include a maintenance cover 24 that can be opened at the bolted connection between the copper bar and the copper bar 23 . In this way, the electrical connection between the motor unit 500 and the flat-shaped electronic control unit 20 can be conveniently realized by screwing the copper bar piece and the copper bar 23, so that the wheel drive assembly is more integrated.

In addition, the present invention also provides a vehicle, which is provided with any of the above-mentioned drive systems, using the compactly installed left drive motor and right drive motor, and by locking the transmission mechanism, to realize the connection between the motor and the opposite side reducer. The transmission coordination enables the left drive motor and the right drive motor to independently or cooperatively drive the speed reducers on both sides and control the wheel output axle shafts. The drive system not only ensures the stable operation of the vehicle when one side of the motor fails, but also facilitates the concentrated torque to drive the other side of the wheel when one side of the wheel is trapped, so as to avoid the vehicle from being trapped.

It should be noted that other structures and functions of the drive system according to the embodiments of the present invention are known to those skilled in the art, and in order to reduce redundancy, details are not described here.

The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the specific details of the above-mentioned embodiments. Various simple modifications can be made to the technical solutions of the present invention within the scope of the technical concept of the present invention.

In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", " Rear, Left, Right, Vertical, Horizontal, Top, Bottom, Inner, Outer, Clockwise, Counterclockwise, Axial, The orientations or positional relationships indicated by "radial direction", "circumferential direction", etc. are the orientations or positional relationships that are known based on the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the indicated devices or elements must be It has a specific orientation, is constructed and operates in a specific orientation, and therefore should not be construed as a limitation of the present invention.

In addition, the terms "first" and "second" are only used for descriptive purposes, and should not be construed as indicating or implying relative importance or implying the number of indicated technical features. Thus, a feature delimited with "first", "second" may expressly or implicitly include at least one of that feature. In the description of the present invention, "plurality" means at least two, such as two, three, etc., unless otherwise expressly and specifically defined.

In the present invention, unless otherwise expressly specified and limited, the terms "installed", "connected", "connected", "fixed" and other terms should be understood in a broad sense, for example, it may be a fixed connection or a detachable connection , or integrated; it can be a mechanical connection or an electrical connection or can communicate with each other; it can be directly connected or indirectly connected through an intermediate medium, it can be the internal connection of two components or the interaction relationship between the two components, unless otherwise expressly qualified. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

In the present invention, unless otherwise expressly specified and limited, a first feature "on" or "under" a second feature may be in direct contact between the first and second features, or the first and second features indirectly through an intermediary touch. Also, the first feature being "above", "over" and "above" the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is level higher than the second feature. The first feature being "below", "below" and "below" the second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature has a lower level than the second feature.

In the description of this specification, description with reference to the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples", etc., mean specific features described in connection with the embodiment or example , structure, material or feature is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, those skilled in the art may combine and combine the different embodiments or examples described in this specification, as well as the features of the different embodiments or examples, without conflicting each other.

Although the embodiments of the present invention have been shown and described above, it should be understood that the above-mentioned embodiments are exemplary and should not be construed as limiting the present invention. Embodiments are subject to variations, modifications, substitutions and variations.

Claims (10)

1. A drive system, characterized in that the drive system comprises:

a retarder (100) comprising a left retarder (110) for driving connection with a left side wheel of a vehicle and a right retarder (120) for driving connection with a right side wheel of the vehicle;

a motor unit (200) including a left driving motor (210) for normally driving the left decelerator (110) and a right driving motor (220) for normally driving the right decelerator (120); and

and the locking transmission mechanism (300) is in clutching transmission connection between the left driving motor (210) and the right speed reducer (120) and/or between the right driving motor (220) and the left speed reducer (110), so that any one of the left driving motor (210) and the right driving motor (220) can simultaneously and independently drive the left speed reducer (110) and the right speed reducer (120).

2. The drive system of claim 1, wherein the lock gear mechanism (300) comprises:

and the locking transmission shaft (310) is coaxially driven by a motor output shaft 25 of the motor unit (200) which is correspondingly connected, and a locking mechanism (320) is arranged on the locking transmission shaft (310).

3. The drive system according to claim 2, characterized in that the blocking transmission shaft (310) is provided with a blocking transmission gear (330) for meshing with the corresponding speed reducer (100).

4. A drive system according to claim 3, wherein the left reducer (110) and the right reducer (120) each comprise a reducer input gear (1), a reducer intermediate gear set (2) and a reducer output gear (3) in sequential meshing transmission, the motor-motor output shaft 25 of the motor unit (200) coaxially driving the reducer input gear (1), the reducer output gear (3) being coaxially connected to a wheel output half-shaft (4) of the vehicle;

the speed reducer intermediate gear set (2) comprises an intermediate input gear (21) and an intermediate output gear (22) which rotate synchronously, the intermediate input gear (21) is respectively meshed with the speed reducer input gear (1) and the locking transmission gear (330), and the intermediate output gear (22) is in meshed transmission with the speed reducer output gear (3).

5. The drive system of claim 4, wherein a half shaft center axis of the wheel output half shaft (4) is located within a cross section of a rotor of one of the left drive motor (210) or the right drive motor (220).

6. The drive system of claim 2, wherein the left drive motor (210) and the right drive motor (220) to which the lock-up drive shaft (310) is connected are both dual-shaft motors.

7. A drive system according to claim 1, wherein the retarder (100) further comprises a retarder outer housing (130) and a support (5) provided in the retarder outer housing (130) to support a rotating shaft.

8. The drive system according to any one of claims 1 to 7, wherein the motor unit (200) further comprises a motor housing (230), and the left drive motor (210) and the right drive motor (220) are arranged at intervals in the motor housing (230) in a length direction (L) of the vehicle.

9. The drive system according to claim 8, wherein the left reduction gear (110) and the right reduction gear (120) are provided on both sides of the motor unit (200) in a width direction (W) of the vehicle, and a side end cover of the motor housing (230) is shared with a side wall of the reduction gear (100).

10. A vehicle, characterized in that the vehicle comprises a drive system according to any one of claims 1-9.

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