CN111629925A

CN111629925A - Motor driving system for electric automobile, machining method, electric automobile and vehicle shell

Info

Publication number: CN111629925A
Application number: CN201980009633.XA
Authority: CN
Inventors: 王志林
Original assignee: Individual
Current assignee: Individual
Priority date: 2018-01-23
Filing date: 2019-01-23
Publication date: 2020-09-04
Also published as: WO2019144879A1

Abstract

A driving system relates to the field of power equipment, and comprises: the alternating current motor set, the rectifying assembly and the direct current motor set are sequentially connected; the alternating current power unit comprises at least one alternating current driving motor (a), and the direct current power unit comprises at least one direct current driving motor (b); the rectifying assembly comprises at least one rectifier (17), the rectifier (17) comprises a three-phase input end, a direct current output end and a direct current input end, and the direct current motor set is electrically connected between the direct current output end and the direct current input end; the output end of the alternating current driving motor (b) is connected with the three-phase input port. When the system works, under different load conditions, at least part of electric energy consumed by the system moves between the direct current motor set and the alternating current motor set, so that the characteristics of the alternating current driving motor (b) and the direct current driving motor (a) are simultaneously utilized, and the electric energy utilization rate of the whole system is further improved.

Description

Motor driving system for electric automobile, machining method, electric automobile and vehicle shell

Cross reference to related applications

The present application claims priority from chinese patent application No. 201810065817.5 entitled "motor drive system for electric vehicle, method of processing, electric vehicle, and vehicle housing" filed by chinese patent office on 23.01.2018, the entire contents of which are incorporated herein by reference.

Technical Field

The present application relates to the field of power equipment, and more particularly to a drive system, a method of manufacture, a vehicle, and a vehicle housing.

Background

Due to the increasing exhaustion of fossil fuel resources such as petroleum and the like, a large amount of burned fossil fuel causes serious damage to the environment, and the electric vehicle as a green energy vehicle is greatly popularized by the nation due to small pollution, but due to the limitation of the current technical level, the development of the electric vehicle is severely restricted by the motor performance, the battery capacity, the volume, the vehicle appearance design and the electric power system design.

In order to solve the performance problem of the motor, those skilled in the art have adopted various ways to improve the overall performance of the motor, such as improving the working mode, improving the circuit connection relationship, and so on.

The inventors have found that the approaches that have emerged in the current art still have certain deficiencies.

Disclosure of Invention

The technical problem that a technical scheme that this application provided mainly solved includes, provide a motor drive system for electric automobile, through scatter the neutral point that connects the rectifier with alternating current motor three-phase winding for the alternating current that flows through three-phase winding forms the direct current and exports for direct current motor, forms the synchronous drive of direct current motor and alternating current motor, in the interchange-direct current conversion process, utilizes direct current motor's high torque output's characteristic, improves electric energy utilization.

A first object of one aspect provided herein includes: the front axle and the rear axle of the automobile are respectively driven by the AC sub-driving motor and the DC sub-driving motor with different rotating speeds, meanwhile, a reduction gearbox with the reduction ratio lower than 6 is arranged on the front axle and/or the rear axle of the automobile, the reduction gearbox with the reduction ratio of 2.2-4.5 is preferably adopted, and the highest running speed of the automobile is higher than 100 km/h; when the vehicle starts, the sufficient starting torque is obtained by utilizing the low-speed high-torque output characteristic of the direct current motor under the condition of low voltage and high current; after the vehicle runs at a high speed, the high-speed alternating current motor is used for outputting at a high speed under the condition of low current input, so that the electric energy is effectively saved.

A second object of one aspect provided herein includes: the alternating current branch driving motor and the direct current branch driving motor with different characteristics are electrically connected in series for the electric vehicle, when the vehicle runs at a high speed, the output voltage of a three-phase winding in the alternating current branch driving motor is lower, the current is larger, and the direct current motor can be driven under the condition that the lowest voltage is 5V, so that the vehicle running at a high speed can obtain enough driving force under the condition of inputting lower electric energy, and the vehicle is more energy-saving and power-saving.

A third object of one aspect provided herein includes: through setting up the motor of different fast for the car is when traveling at different speeds, through the resistance change, realizes the automatic of output electric energy between the motor and scurries and move, realizes the automatic speed change function of transmission vehicle.

At least one technical problem among the above-mentioned technical problem is solved, a technical scheme that this application adopted is:

a motor drive system for an electric vehicle includes a battery, a controller, at least one AC split drive motor, at least one rectifier, and at least one DC split drive motor; the controller is connected with the battery to output alternating current; the alternating current branch driving motor is internally provided with at least three-phase windings, the head end of each phase of winding in the three-phase windings is connected with the controller, and the tail ends of each phase of winding in the three-phase windings are mutually separated; the rectifier comprises a three-phase input port and a direct current output port; the tail end of each phase of winding in the three-phase windings of the AC branch driving motor is respectively connected with the three-phase input port of the rectifier, and the DC output port of the rectifier is electrically connected with the DC branch driving motor.

Optionally, the ac sub-driving motor and the dc sub-driving motor are respectively manufactured to have different rated rotation speeds, and the electric energy output by the controller is freely proportioned according to the load on the ac sub-driving motor and the dc sub-driving motor.

Optionally, the ac sub-drive motor and the dc sub-drive motor are respectively connected to speed reducers with different speed ratios, and the electric energy output by the controller is freely proportioned according to the load on the ac sub-drive motor and the dc sub-drive motor.

Optionally, the dc shunt driving motor is a brushed permanent magnet dc motor, the brushed permanent magnet dc motor includes a stator, a rotor, a slip ring and an electric brush, the stator is provided with a permanent magnet and an electric brush, the rotor is provided with an armature winding and a slip ring, the dc output by the rectifier enters the armature winding through the electric brush and the slip ring to generate an armature current, and a magnetic field generated by the armature current interacts with the permanent magnet of the stator to generate an electromagnetic torque, so that the motor rotates to drive the load; or the stator is provided with an armature winding, and the rotor is provided with a permanent magnet; the head end of the armature winding is connected with the slip ring, and the tail end of the armature winding is connected to form a loop.

Optionally, the dc component driving motor is a series excited motor.

Optionally, the ac sub-drive motor is an ac asynchronous motor or an ac synchronous motor.

Optionally, the ac sub-drive motor and the dc sub-drive motor are coaxially connected to drive a front axle or a rear axle of the vehicle.

Optionally, the ac sub-drive motor and the dc sub-drive motor are respectively connected to drive a front axle and a rear axle of the vehicle.

Optionally, the electric vehicle further comprises an electric vehicle with the highest running speed of more than 100km/h, the electric vehicle comprises a front axle and a rear axle, a reduction gearbox and a differential gear which are connected and driven with each other are arranged on the front axle and/or the rear axle, the alternating current branch driving motor and/or the direct current branch driving motor are connected and driven with the reduction gearbox, and the reduction ratio of the reduction gearbox is 2.2-4.5.

Optionally, the electric vehicle further comprises an electric vehicle with the highest running speed of more than 100km/h, the electric vehicle comprises a front axle and a rear axle, a reduction gearbox and a differential gear which are connected and driven with each other are arranged on the front axle and/or the rear axle, the alternating current branch driving motor and/or the direct current branch driving motor are connected and driven with the reduction gearbox, and the reduction ratio of the reduction gearbox is 2.8-3.8.

Optionally, a three-phase diode rectifier bridge is arranged in the rectifier, the three-phase diode rectifier bridge comprises three single-phase diode rectifier circuits electrically connected in parallel, the tail end of each phase of winding in the three-phase winding is electrically connected with the single-phase diode rectifier circuit, two ends of each single-phase diode rectifier circuit are connected to two dc output ports of the rectifier, and after the dc driving motor or/and the electric energy storage device are connected to the two dc output ports, two ends of each single-phase diode rectifier circuit are connected and conducted to form a loop, so that the dc output port becomes a neutral point required by the star connection of the three-phase winding.

Optionally, there are 2 dc component driving motors, including a first dc component driving motor and a second dc component driving motor electrically connected in series or in parallel.

Optionally, the ac branch driving motor, the first dc branch driving motor, and the second dc branch driving motor are respectively manufactured to have different rated rotation speeds, and the electric energy output by the controller is freely proportioned according to the load on the ac branch driving motor, the first dc branch driving motor, and the second dc branch driving motor.

Optionally, the ac branch driving motor, the first dc branch driving motor, and the second dc branch driving motor are respectively connected to speed reducers with different speed ratios, and the electric energy output by the controller is freely proportioned according to the load on the ac branch driving motor, the first dc branch driving motor, and the second dc branch driving motor.

Optionally, the first dc component driving motor and the second dc component driving motor are brush permanent magnet dc motors or series excited motors. The first direct current branch driving motor and the second direct current branch driving motor can be a brushed permanent magnet direct current motor and a series excitation motor respectively, the brushed permanent magnet direct current motor comprises a stator, a rotor, a slip ring and an electric brush, a permanent magnet and the electric brush are arranged on the stator, an armature winding and the slip ring are arranged on the rotor, direct current output by a rectifier enters the armature winding through the electric brush and the slip ring to generate armature current, a magnetic field generated by the armature current interacts with the permanent magnet of the stator to generate electromagnetic torque, and the motor rotates to drive a load; the head end of the armature winding is connected with the slip ring, and the tail end of the armature winding is connected with the series excited motor after being separated to be used as the electric energy input of the series excited motor, so that the alternating current branch driving motor, the first direct current branch driving motor and the second direct current branch driving motor are connected in series and driven synchronously.

Optionally, there are 3 dc component driving motors, including a first dc component driving motor, a second dc component driving motor, and a third dc component driving motor, which are electrically connected in series or in parallel.

Optionally, the ac branch driving motor, the first dc branch driving motor, the second dc branch driving motor, and the third dc branch driving motor are respectively manufactured to have different rated rotation speeds, and the electric energy output by the controller is freely proportioned according to the load on the ac branch driving motor, the first dc branch driving motor, the second dc branch driving motor, and the third dc branch driving motor.

Optionally, the ac branch driving motor, the first dc branch driving motor, the second dc branch driving motor, and the third dc branch driving motor are respectively connected to speed reducers with different speed ratios, and the electric energy output by the controller is freely proportioned according to the load on the ac branch driving motor, the first dc branch driving motor, the second dc branch driving motor, and the third dc branch driving motor.

Optionally, the first dc component driving motor, the second dc component driving motor and the third dc component driving motor are brush permanent magnet dc motors or series excited motors.

Optionally, there are 4 dc component driving motors, including a first dc component driving motor, a second dc component driving motor, a third dc component driving motor, and a fourth dc component driving motor, which are electrically connected in series.

Optionally, the ac branch driving motor and the first dc branch driving motor are coaxially connected to drive a front axle of the vehicle, and the second dc branch driving motor, the third dc branch driving motor and the fourth dc branch driving motor are coaxially connected to drive a rear axle of the vehicle.

Optionally, the electric vehicle further comprises an electric vehicle with the highest running speed of more than 100km/h, the electric vehicle comprises a front axle and a rear axle, a reduction gearbox and a differential mechanism which are connected and driven with each other are arranged on the front axle and/or the rear axle, the alternating current branch driving motor and the first direct current branch driving motor are coaxially connected and driven with the reduction gearbox, and the reduction ratio of the reduction gearbox is 2.2-4.5.

Optionally, the electric vehicle further comprises an electric vehicle with the highest running speed of more than 100km/h, the electric vehicle comprises a front axle and a rear axle, a reduction gearbox and a differential mechanism which are connected and driven with each other are arranged on the front axle and/or the rear axle, the alternating current branch driving motor and the first direct current branch driving motor are coaxially connected and driven with the reduction gearbox, and the reduction ratio of the reduction gearbox is 2.5-3.7.

Optionally, the number of the ac sub-driving motors is 2, and the ac sub-driving motors include a first ac sub-driving motor and a second ac sub-driving motor which are electrically connected in series with each other, a tail end of each phase winding in the first ac sub-driving motor is directly connected to a head end of each phase winding in the second ac sub-driving motor, and a tail end of each phase winding in the second ac sub-driving motor is connected to the three-phase input port of the rectifier.

Optionally, the first ac sub-drive motor and the second ac sub-drive motor are coaxially connected in series.

Optionally, the first ac branch driving motor and the second ac branch driving motor are ac asynchronous motors or ac synchronous motors.

Optionally, the driving voltage when the dc partial driving motor operates is not less than 5V. Further, the driving voltage when the direct current branch driving motor operates is 5-96V.

Compared with the prior art, the application has the advantages that: the driving of the axle at different speeds is realized by arranging the motors with different rated rotating speeds and using the reduction boxes with different output rotating speeds; the tail end of the three-phase winding of the AC branch driving motor is connected with the DC branch driving motor in series, so that the input electric energy can drive the AC branch driving motor and the DC branch driving motor to operate simultaneously, and the auxiliary driving of the DC branch driving motor is realized;

the direct current branch driving motor with low rotating speed is arranged at the tail end of the three-phase winding of the alternating current branch driving motor in series, and the axle with lower speed ratio is arranged, so that when a vehicle starts, the direct current motor can provide large torque output to realize quick start, and when the vehicle runs at high speed, the alternating current branch driving motor consumes lower driving power to drive the vehicle, thereby reducing the running power consumption;

the tail end of the three-phase winding of the AC branch driving motor is connected with the plurality of direct current motors, and when one motor is blocked, electric energy automatically jumps to other motors, so that the other motors are driven by the electric energy automatically in the optimal proportion, and the electric energy utilization rate is improved;

through setting up the motor of different fast for the car is when traveling at different speeds, through the resistance change, realizes the automatic transfer of output electric energy between direct current branch driving motor, realizes the automatic speed change function of transmission vehicle.

An embodiment of the present application provides a driving system for driving an electric locomotive, which mainly achieves the following technical effects that by dispersing neutral points of three-phase windings of an ac partial driving motor and connecting a tail end of each dispersed winding to an input end of a rectifier, ac current flowing through the three-phase windings forms dc current in the rectifier and is output to the dc partial driving motor, thereby forming synchronous driving of the dc partial driving motor and the ac partial driving motor, and the ac partial driving motor and the dc partial driving motor are connected to a same driving object (as in a vehicle). The system is arranged in such a way, in the AC-DC conversion process, the characteristic of high torque output of the DC component driving motor is utilized, and the characteristic of high rotating speed of the AC component driving motor is utilized, so that the proportion of the driving object using the DC component driving motor to provide power under the condition of low speed is higher, the proportion of using the AC component driving motor to provide power under the condition of high speed is higher, and the electric energy utilization rate is improved.

In a certain implementation manner, a driving system provided in an embodiment of the present application includes: the device comprises an alternating current motor set, a rectifying assembly and a direct current motor set; the alternating current electric machine set comprises at least one alternating current dividing driving motor; the direct current motor unit comprises at least one direct current driving motor; the rectifying assembly comprises at least one rectifier; at least one AC sub-driving motor, at least one rectifier and at least one DC sub-driving motor are sequentially connected to form a driving line; the rectifier comprises a multi-phase input end, a direct current output end and a direct current input end, at least multi-phase windings are arranged in the alternating current branch driving motor, and the head end of each phase of winding in the multi-phase windings is configured to be connected with the electric energy input end; the target direct-current sub-drive motor is electrically connected between the direct-current output end and the direct-current input end of the target rectifier; the tail end of each phase winding in the multi-phase windings of the target alternating current component driving motor is respectively connected with a multi-phase input port of the target rectifier; the target alternating current driving motor, the target rectifier and the target direct current driving motor all belong to the same driving line. Furthermore, when the system works and the vehicle is at different speeds, the system can adaptively enable the current to deviate between the DC sub-driving motor and the AC sub-driving motor, so that the characteristics of the AC motor and the DC motor are utilized, and the electric energy is further effectively saved.

In the scheme provided by the application, the target direct current branch driving motor is one of direct current branch driving motors, and the target alternating current branch driving motor is one of alternating current branch driving motors.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, it is obvious that the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without inventive efforts, wherein:

FIG. 1 is a schematic structural diagram of a motor drive system of an electric vehicle connected with a single Direct Current (DC) drive motor according to the present application;

FIG. 2 is a schematic structural diagram of a motor driving system for an electric vehicle according to the present application, connecting a capacitor bank and a single DC partial driving motor;

FIG. 3 is a schematic illustration of a loading application of the embodiment of FIG. 1 coupled to a front and rear axle differential;

FIG. 4 is a schematic structural view of a truck-loading application of the coaxially coupled front and rear axle differentials of the embodiment of FIG. 1;

FIG. 5 is a front view of the embodiment of FIG. 4;

FIG. 6 is a schematic structural view of the coaxial direct-connect wheel of the embodiment of FIG. 1;

FIG. 7 is a schematic diagram of the electrical connection between the AC sub-drive motor and the DC sub-drive motor of the motor drive system for an electric vehicle according to the present application;

FIG. 8 is a schematic diagram of the rotation of an AC partial drive motor of the motor drive system for an electric vehicle according to the present application;

FIG. 9 is a schematic diagram illustrating the generation of a resultant magnetic field in an AC split drive motor of a motor drive system for an electric vehicle according to the present application;

FIG. 10 is an internal circuit diagram of a rectifier of a motor drive system for an electric vehicle according to the present application;

FIG. 11 is a rectified waveform diagram of a rectifier of a motor drive system for an electric vehicle according to the present application;

FIG. 12 is a schematic structural diagram of a one-piece electric machine of a motor drive system for an electric vehicle according to the present application;

FIG. 13 is a schematic diagram of the electrical connections of the conjoined electric machine of a motor drive system for an electric vehicle according to the present application;

FIG. 14 is a schematic diagram of an internal structure of a one-piece electric machine of a motor drive system for an electric vehicle according to the present application;

FIG. 15 is a schematic structural diagram of an AC sub-drive motor and a dual DC sub-drive motor driving front and rear axles of a motor drive system for an electric vehicle according to the present application;

FIG. 16 is a schematic structural diagram of a front axle driven by both an AC sub-drive motor and a dual DC sub-drive motor of a motor drive system for an electric vehicle according to the present application;

FIG. 17 is a front view of the embodiment of FIG. 16;

FIG. 18 is a schematic view of the internal structure of a reduction gearbox of a motor drive system for an electric vehicle according to the present application;

FIG. 19 is a schematic view of a reduction gearbox connecting motor of a motor drive system for an electric vehicle according to the present application;

FIG. 20 is a schematic structural diagram of a motor drive system for an electric vehicle according to the present application connected to a three-DC partial drive motor;

FIG. 21 is a schematic diagram of another embodiment of a motor drive system for an electric vehicle according to the present application coupled to a three DC partial drive motor;

FIG. 22 is a schematic diagram of another embodiment of a motor drive system for an electric vehicle according to the present application coupled to a single DC-capable electric motor;

FIG. 23 is a schematic diagram of the configuration of the embodiment of FIG. 1 with recharging of the power source;

FIG. 24 is a schematic structural diagram of a motor drive system for an electric vehicle according to the present application, which employs a dual AC-split drive motor;

FIG. 25 is a schematic structural diagram of another embodiment of a motor drive system for an electric vehicle according to the present application, which employs a dual AC-split drive motor;

fig. 26 is a schematic structural diagram of the ac sub-drive motor sub-charging of the motor drive system for an electric vehicle according to the present application;

FIG. 27 is a schematic view of a truck-loading of a motor drive system for an electric vehicle according to the present application using a dual AC drive motor;

FIG. 28 is a schematic diagram of a multi-charging capacitor of a motor drive system for an electric vehicle according to the present application;

FIG. 29 is a schematic view of the embodiment of FIG. 4 with the unidirectional bearing attached;

fig. 30 is a schematic view of the embodiment of fig. 29 connected to an additional metal-air cell;

FIG. 31 is a schematic structural diagram of a motor driving system for an electric vehicle according to the present application, wherein the motor driving system employs double AC components to drive a motor and simultaneously recharge a capacitor;

FIG. 32 is a schematic structural diagram of a motor driving system for an electric vehicle according to the present application, which employs 4 DC partial driving motors;

FIG. 33 is a schematic diagram of a single brushed permanent magnet DC motor for use in a motor drive system for an electric vehicle according to the present application;

fig. 34 is a schematic structural diagram of a brush permanent magnet direct current motor of a motor driving system for an electric vehicle according to the present application connected with 1 series excited machine;

FIG. 35 is a schematic structural diagram of a brush permanent magnet DC motor connected with 2 series excited machines of a motor driving system for an electric vehicle according to the present application;

FIG. 36 is a schematic structural view of a two-wheeled electric vehicle driven by a drive system of the drive system provided in the present application;

fig. 37 is a schematic structural diagram of a vehicle driven by the drive system provided by the present application in experimental example 1;

fig. 38 is a schematic structural diagram of a vehicle driven by the drive system provided by the present application in experimental example 13;

FIG. 39 is a schematic view showing a structure of a vehicle driven by the drive system of the present application in Experimental example 15;

40-43 are schematic structural diagrams of the driving system provided by the application for driving the vehicle in experimental example 14 and example 16;

the parts in the drawings are numbered as follows:

a. the device comprises an alternating current branch driving motor, b ', a direct current branch driving motor, c, a second direct current branch driving motor, d, a third direct current branch driving motor, 1, a coil, 2, a stator, 3, a rotor, 4, a relay, 5, a control switch, 10, an output shaft, 12, a power supply, 14, a controller, 17, a rectifier, 23, a driving motor, 24, a capacitor bank, 26, a short-circuit switch, 29, a speed regulation pedal, 30, a reduction gearbox, 31, a generator, 30 ', a second reduction gearbox, 33 ', a one-way bearing, 35 and a main shaft.

Detailed Description

The technical solutions in the embodiments of the present application will be described clearly and completely below, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

There are a large number of electric vehicles and drive systems provided therein, which generally have an ac motor or a dc motor as a core drive component. With the development of the technology, certain improvements are provided, and other technical solutions relevant to the technical solution provided by the present application are briefly described below. These solutions can be divided into multiple sets of comparison files.

First set of comparison files:

CN 200880118077.1-motor group and gear transmission device discloses:

a motor unit is composed of a plurality of three-phase alternating current motors, and the outputs of the three-phase alternating current motors are connected to the same load. In this scheme, mainly adopt gear drive structure to replace setting up the sensor that detects whether broken string among the traditional scheme on three-phase AC motor to realize following technological effect: when the wiring of one of the motors is broken, the motor unit does not continue to drive the driven member in an abnormal state.

Briefly viewing the structure of the scheme, the motor unit comprises a plurality of three-phase alternating current motors, and output shafts of the motors are connected with 1 driven part. A plurality of motors are electrically connected in series. Since the motors are electrically connected in series, when the wiring of one of the motors is broken, all the motors stop rotating. When the wiring of one motor is broken, the rest motors do not continue to rotate the driven part, so that the condition of motor overload is avoided, and the service life of the motor is ensured.

The CN 200880118077.1-motor unit and gear transmission device described above are related to this solution in that this document discloses a solution using a plurality of ac motors connected in series, but this still does not disclose the feature of ac motor connected in series with dc motor, compared with the core of this solution.

CN 200410017157.1-an energy-saving motor combination and manufacturing method, disclose:

an energy-saving motor combination and a manufacturing method thereof, the energy-saving motor combination is composed of two three-phase asynchronous motors with the same nameplate data, and the two motors are connected in series; insulated enameled wires in stator wire slots of the two motors are respectively re-wound into three-phase windings in a two-wire parallel winding mode, the number of turns of each phase winding is 1/2 of the number of turns of the original motor, the end parts of every two insulated enameled wires in the stator wire slots are connected together in parallel and then connected to a junction box; the input ends U1, V1 and W1 in the junction box of the motor 1 cannot be mutually communicated, and the output ends W2, U2 and V2 are respectively connected to the input ends U1, V1 and W1 in the junction box of the motor 2; the outputs W2, U2, V2 in the motor 2 terminal box are connected in parallel. The technical effect of the application is that only half of the electric energy is consumed when the mechanical energy is converted into the same amount of mechanical energy.

CN 200880118077.1-motor set and gear transmission device and CN 200410017157.1-an energy-saving motor combination and manufacturing method, both of which disclose a scheme in which two ac motors are connected in series, but through practical verification and reference of the applicant, the technology of the present invention encounters new problems in the implementation process, such as that it is difficult to ensure that parameters between two or more three ac motors are completely the same (mainly referring to differences brought to the motors in the manufacturing process, but not requiring that parameters of two motors are different when setting parameters), which causes that when a current ac motor can be started, a stator of a subsequent ac motor cannot provide a correct phase angle, so that the subsequent ac motor cannot be started, and even if a controller is added, the control cannot be performed well.

Further, these two patents do not disclose any corresponding technical teaching to explain that the dc motor and the ac motor can be connected in series.

Second set of comparison documents:

CN 201510179619.8-dual motor electric vehicle drive with efficiency optimized power distribution, discloses:

an electric vehicle drive has a first motor/generator, a second motor/generator, and a set of wheels. A gear set connects the first and second motor/generators with the set of wheels such that total wheel torque is selectively divided between the first and second motor/generators. The torque calculator selects a total torque target in response to an operator speed input. The torque divider substantially maximizes the combined efficiency of the first and second motor/generators by dividing the total torque target into first and second torque targets for the first and second motor/generators according to a ratio selected in response to the instantaneous motor/generator speed and the total torque target.

The last paragraph of the background art of this document discloses that the technical objective which the solution is intended to achieve is "keeping the motor/generator of an electric vehicle operating near its peak efficiency point". That is, the document desires to keep the operating efficiency of the drive of the electric vehicle as high as possible.

In order to solve the technical problem, a torque distributor is added, a lookup table is established, a table lookup mode is adopted to find the corresponding relation between the speed range and the total torque range when needed, and the torque of every two motors is correspondingly adjusted by adopting the found result.

The relationship between the two motors is not limited in this scheme, and the means for achieving the purpose of improving the working efficiency is realized by means of internal application of control signals, which is different from the application scheme provided in the present application (a scheme of connecting a direct current motor and an alternating current motor in series is not disclosed). The scheme utilizes a physical structure formed by connecting the alternating current motor and the direct current motor in series, and automatically achieves the purpose of improving efficiency.

CN 201480022954.0-electric drive system, discloses:

an electric drive system for driving an output. It analyzes the relationship between motor output angular velocity and input current in the application document and provides a drive system that is less prone to stall and stop when traveling at low speeds and is more efficient in a targeted manner.

The purpose of this electric drive system is that by adding a controller, and further, by the controller controlling both motors, the control can be divided into two phases, in the first phase, the first and second input shafts are driven to the first and second initial angular speeds ω 1, p, ω 2, p, so that a ω 1, p ≈ b ω 2, p; subsequently, in the second stage, the first angular velocity ω 1, or the second angular velocity ω 2, or both are changed so that a ω 1 ≠ b ω 2, and the drive output is started from ω out ═ 0.

Similar to the last document, it finds the technical problem that there is a certain similarity with this scheme, that is, the problem that the efficiency of the motor is not high enough, but the solution adopted by it is similar to the idea of the previous patent, all adopting an internal controller, adopting a mechanism that an internal generated electrical signal is used for triggering control to control the motor more accurately, and obviously, this is different from the scheme, and there is no internal independent control signal in this scheme.

CN 201710081544.9-two motor asymmetric power distribution efficiency optimization method and system disclose:

a double-motor asymmetric power distribution efficiency optimization method aims to solve the technical problem that a single-motor direct-drive scheme in the prior art cannot give consideration to both low-speed efficiency and high-speed efficiency. The method specifically comprises the following steps: the method comprises the steps that two groups of motors with different driving efficiencies are arranged to form a power set, namely a first motor and a second motor respectively, the two motors are connected in parallel to output torque outwards, respective efficiency values of the two groups of motors are obtained, and when the power set has different output torque requirements, torque is distributed between the two groups of motors through optimization calculation so as to enable the highest efficiency value of the power set to be the highest.

Namely, the scheme adopts a mode that two motors are connected in parallel, and adjusts the torque distribution condition of the motors in an internal control mode, so that the optimization of the driving efficiency in different rotating speed and torque areas is realized, the driving power of the motors in a high-speed area is improved, and the overall efficiency and the performance of an electric driving system are improved.

In the content disclosed by the scheme, the mode that two motors are connected in parallel is adopted, and the torque is adjusted according to the output rotating speed (rpm) of the motors so as to achieve the aim of improving the working efficiency.

Obviously, in the scheme and the scheme, the connection mode between the motors is different, and the torque of the motors is still adjusted by adding a controller inside, so that the overall efficiency is improved. Although this solution is similar to the technical problem of the present solution, it does not disclose enough technical teaching to obtain the present solution.

JP 2000217393A-a variable speed drive system capable of PAM control in a low speed region, discloses:

a vehicle driving system adopting a pulse amplitude modulation technology specifically discloses that a motor unit is formed by connecting a direct current motor and an alternating current motor in parallel, and the motor unit can drive an electric vehicle.

However, the parallel connection of the two motors is a very traditional connection mode, a pulse amplitude modulation technology is added, the control precision is improved to a certain extent, and the efficiency is improved. However, this solution is still substantially different from the solution of the present application in terms of motor connection.

US20060229762-Hybrid vehicles, discloses:

a hybrid vehicle comprising an internal combustion engine, a traction motor, a starter motor, a battery and a battery pack, and a microprocessor controlling the instantaneous torque of the motor in accordance with the speed of the vehicle, whereby the motor operates efficiently and the engine outputs a maximum torque only when the load is at least equal to 30%. In some cases, the turbocharger may provide assistance only when the load exceeds the maximum torque output of the engine for a period of time; the dual rotational speeds may then further extend the operating range of the vehicle.

US 20080179123A-electric vehicle AC/DC system, discloses:

the scheme specifically discloses that a controller is used, so that the automobile is powered by the direct current motor under the condition of low speed, and is powered by the alternating current motor under the condition of high speed.

US20060229762-Hybrid vehicles and US 20080179123A-electric vehicle AC/DC system, the two schemes disclose that under the condition that the vehicle is in different states (mainly referring to speed), different driving strategies are adopted to work, and therefore the utilization efficiency of the whole driving system is improved.

However, although the two schemes disclose that the corresponding strategies are used for working under different speed conditions, the technical purpose of the two schemes still needs to be achieved by adopting an internal controller, which is different from the scheme of the application, and the scheme that a direct current motor and an alternating current motor are connected in series is still not disclosed.

Third set of references (other references):

CN 200620000915.3-three-phase electromagnetic brake motor, discloses:

a three-phase electromagnetic braking motor comprises a three-phase motor with star windings, wherein after the common end of the star windings of the three-phase motor is disconnected, the common end of the star windings of the three-phase motor is directly connected in series with three alternating current input ends of a three-phase full-wave rectification module respectively, and two direct current output ends of the three-phase full-wave rectification module are connected with two ends of a coil of an electromagnet. The technical effects of large braking torque, high starting and stopping speed, accurate positioning and convenient adjustment are achieved.

In particular, the specification of this document discloses a star winding-rectifier-coil arrangement for a three-phase motor, which arrangement is primarily relevant to the present application in that it discloses that the three-phase windings of the motor are spread apart and then connected to the next electronic component via a rectifier. However, unlike the present invention, the technical problem to be solved in this document is that the electromagnetic braking three-phase motor is started and stopped for a long time due to the action of the inductance and the delay of the electromagnet operation. This solution does not have this problem, and therefore lacks the technical teaching for forming this solution. Meanwhile, the scheme that two motors are connected in series is not disclosed, so that the core content of the scheme is not disclosed.

CN 00237228.2-electric installation of fishing boat refrigerating system discloses:

the fishing boat refrigeration power device mainly refers to a power device which directly drives a refrigeration system to safely work by a fishing boat host. Is characterized in that the device comprises an alternating current generator G, a silicon rectifier UR, a regulating potentiostat AR, a motor starter KS and a direct current motor M, and aims to provide a power device of a fishing boat refrigeration system with low cost and small occupied position.

Specifically, it discloses a scheme of connecting an ac generator with a dc motor, that is, the electric energy generated by the ac generator can be directly supplied to the dc motor.

Compared with the technical scheme of the application, the structure that two motors are connected in series is adopted, and the structure is not disclosed. Meanwhile, the technical problems which are expected to be solved by the technical scheme of the patent are different.

CN 201611083787.8-a super multi-motor series connection stepless speed change engine, discloses:

the engine repeatedly utilizes the high-efficiency working area of the motor through the gearbox with a star-shaped structure, namely, through the adjustment of the gear ratio, so that the motor in the electric vehicle can work in the high-efficiency working area more, and the motor is better utilized.

Compared with the technical scheme of the application, the scheme discloses the desire of more utilizing the efficient working area, but the technical scheme is greatly different from the application.

As can be seen from the above discussion, some of the prior arts (the first group of comparison documents) disclose a scheme in which two ac motors are connected in series, but the applicant found that the effect is not ideal after experiments (mainly, the phase angle cannot be controlled well, so that the series-connected ac motors cannot be started and operated at the same time).

Some techniques (second group of references) disclose solutions where improvement of the motor performance/efficiency is desired, by connecting the motors in parallel and providing separate controllers for the motors to effect the switching of the operating strategy.

Some solutions (other references) disclose a few features, but are far from this solution due to technical purpose or technology itself.

Further, the applicant has obtained the following scheme for improving the electric energy utilization efficiency of the electric vehicle through analysis of the above scheme and through a large number of experiments.

The technical solution provided in the present application is illustrated by the following examples. It should be noted that the dc component driving motor and the dc component driving motor mentioned in this document are both motors that convert dc electrical energy into mechanical energy.

The controller referred to in this application refers to a controller for controlling the ac current dividing drive motor. The electric energy output by the controller is freely proportioned according to the load on the AC branch driving motor and the DC branch driving motor, namely the controller can control the AC branch driving motor according to the external load condition (the load condition which can be applied to the controller), and further the electric energy proportioning degree on the AC branch driving motor and the DC branch driving motor is adjusted.

The speed reducer or reduction gearbox mentioned in the application is used for adjusting the ratio of the rotating speed of an output shaft of a driving motor (an alternating current motor or a direct current motor) to the rotating speed of the wheel actually output by the driving motor. The driving motor (AC branch driving motor or DC branch driving motor) is connected with a speed reducer with a designated speed reduction ratio (speed ratio) or a structure of the speed reduction box, and the speed reduction ratio is basically equal to the driving motor with the designated numerical value.

The front axle refers to a device for transmitting acting force in all directions between the frame and the front wheel and the bending moment and the torque generated by the acting force; similarly, rear axle refers to a device that transmits forces in all directions between the frame and the rear wheels and the resulting bending moments and torques. The driving motor (AC sub driving motor or DC sub driving motor) is connected with/drives the front axle, which means that the driving motor can drive two front wheels of the vehicle at the same time; similarly, the driving motor (ac sub-driving motor or dc sub-driving motor) is connected to/drives the rear axle, which means that the driving motor can drive two rear wheels of the vehicle at the same time.

The two ac branch driving motors are connected in series, which means that the output shafts of the two ac branch driving motors are coaxially connected.

In view of some technical drawbacks in the prior art, the present application provides a basic solution for a driving system, including:

the device comprises an alternating current motor set, a rectifying assembly and a direct current motor set;

the alternating current electric machine set comprises at least one alternating current dividing driving motor; the direct current motor unit comprises at least one direct current driving motor; the rectifying assembly comprises at least one rectifier; at least one AC sub-driving motor, at least one rectifier and at least one DC sub-driving motor are sequentially connected to form a driving line;

the rectifier comprises a multi-phase input end, a direct current output end and a direct current input end, at least multi-phase windings are arranged in the alternating current branch driving motor, and the head end of each phase of winding in the multi-phase windings is configured to be connected with the electric energy input end; the target direct-current sub-drive motor is electrically connected between the direct-current output end and the direct-current input end of the target rectifier; the tail end of each phase winding in the multi-phase windings of the target alternating current component driving motor is respectively connected with a multi-phase input port of the target rectifier; the target alternating current driving motor, the target rectifier and the target direct current driving motor all belong to the same driving line.

Preferably, the motor parameters of the target AC branch driving motor and the motor parameters of the target DC branch driving motor are set according to preset values, so that the power of the target DC branch driving motor accounts for about 1.5% -40% of the total power; the total power is the sum of the power of the target direct current branch driving motor and the power of the target alternating current branch driving motor; the motor parameters of the target alternating current driving motor at least comprise one or more of rated rotating speed and reduction ratio; the motor parameters of the target dc-driven motor include one or more of a rated rotation speed and a reduction ratio.

Preferably, when the vehicle is in an acceleration state, the power proportion of the target direct current driving motor is greater than that when the vehicle is in a constant speed state; the power ratio is the percentage of the power of the target direct current driving motor in the total power; the total power is the sum of the power of the target direct current branch driving motor and the power of the target alternating current branch driving motor; the motor parameters of the target alternating current driving motor at least comprise one or more of rated rotating speed and reduction ratio; the motor parameters of the target dc-driven motor include one or more of a rated rotation speed and a reduction ratio.

Preferably, the motor parameters of the target alternating current branch driving motor and the motor parameters of the target direct current branch driving motor are set according to preset values, so that the electric energy utilization rate of the target direct current branch driving motor and the electric energy utilization rate of the target alternating current branch driving motor can be automatically adjusted under different load conditions; the motor parameters of the target alternating current driving motor at least comprise one or more of rated rotating speed and reduction ratio; the motor parameters of the target direct current driven motor comprise one or more of rated rotating speed and reduction ratio;

or the like, or, alternatively,

setting motor parameters of the target alternating current branch driving motor and motor parameters of the target direct current branch driving motor according to preset values, so that at least part of electric energy provided by the electric energy input end moves between the target direct current branch driving motor and the target alternating current branch driving motor under different load conditions; the motor parameters of the target alternating current driving motor at least comprise one or more of rated rotating speed and reduction ratio; the motor parameters of the target dc-driven motor include one or more of a rated rotation speed and a reduction ratio.

Preferably, the motor parameter of the target AC sub-driving motor and the motor parameter of the target DC sub-driving motor are set according to preset values, so that the apparent power of the target DC sub-driving motor is about 70w-800 w; so that the apparent power of the target AC partial drive motor is about 3000w-4500 w; the motor parameters include one or more of a rated speed and a reduction ratio.

Preferably, the reduction ratio/rated rotation speed of at least one direct current branch driving motor and at least one alternating current branch driving motor in the same driving circuit are different;

and/or the actual output rotating speed of at least one direct current branch driving motor in the same driving circuit is greater than the actual output rotating speed of at least one alternating current branch driving motor;

and/or the peak value of the actual output rotating speed of at least one direct current branch driving motor in the same driving line is larger than the peak value of the actual output rotating speed of at least one alternating current branch driving motor.

In a first aspect, in combination with the basic solution, the ac power generating set provided by the present application includes 1 ac sub-driving motor.

In combination with the first aspect, the present embodiments provide a first possible implementation manner of the first aspect, wherein the target ac-split driving motor is connected to a front axle/rear axle of the driven vehicle through a speed reducer to simultaneously provide power to two front wheels or two rear wheels of the driven vehicle.

With reference to the first aspect, an embodiment of the present application provides a second possible implementation manner of the first aspect, where the dc power unit includes 1 dc sub-driving motor;

the dc drive motor is connected to a front axle/rear axle of the driven vehicle through a speed reducer to simultaneously power two front wheels or two rear wheels of the driven vehicle.

In combination with the first aspect, the present application provides a third possible implementation manner of the first aspect, wherein the output shaft of the target ac-flow-dividing driving motor is configured to be connected to a specified one of the wheels to provide power to the specified one of the wheels.

With reference to the first aspect, embodiments of the present application provide a fourth possible implementation manner of the first aspect, where the target ac-current-component driving motor is an in-wheel motor.

In a second aspect, in combination with the basic solution, the ac power generating set provided by the present application includes a first ac sub-driving motor and a second ac sub-driving motor, and the rectifying component includes a first rectifier and a second rectifier;

the head end of each phase of winding in the multi-phase windings in the first alternating current sub-driving motor is configured to be connected with an electric energy input end; the tail end of each phase of winding in the multi-phase windings of the first alternating current branch driving motor is respectively connected with the multi-phase input port of the first rectifier;

the head end of each phase of winding in the multi-phase windings in the second alternating current sub-driving motor is configured to be connected with the electric energy input end; the tail end of each phase of winding in the multi-phase windings of the second alternating current branch driving motor is respectively connected with the multi-phase input port of the second rectifier;

the direct current motor set is electrically connected between the direct current output end and the direct current input end of the first rectifier, and the direct current motor set is electrically connected between the direct current output end and the direct current input end of the second rectifier.

In combination with the second aspect, the present embodiments provide a first possible implementation manner of the second aspect, wherein the first ac partial drive motor is connected to a front axle/rear axle of the driven vehicle through a speed reducer to simultaneously provide power to two front wheels or two rear wheels of the driven vehicle;

the second AC partial drive motor is connected with the rear axle/front axle of the driven vehicle through a speed reducer so as to simultaneously provide power for two rear wheels or two front wheels of the driven vehicle.

In combination with the second aspect, the present embodiments provide a second possible implementation manner of the second aspect, wherein the output shaft of the first ac partial drive motor is configured to be connected to the first wheel to provide power to the first wheel;

an output shaft of the second AC partial drive motor is configured to be coupled to a second wheel to provide power to the second wheel.

In combination with the second aspect, the present embodiments provide a third possible implementation manner of the second aspect, wherein the first wheel and the second wheel are different wheels.

In combination with the second aspect, the present embodiments provide a fourth possible implementation manner of the second aspect, where the first wheel is a left-side wheel, and the second wheel is a right-side wheel.

In combination with the second aspect, the present embodiments provide a fifth possible implementation manner of the second aspect, where the first wheel is a front left wheel, and the second wheel is a front right wheel;

or, the first wheel is a left rear wheel, and the second wheel is a right rear wheel.

In combination with the second aspect, the present embodiments provide a sixth possible implementation manner of the second aspect, where the first wheel and the second wheel are both left wheels or both right wheels.

In combination with the second aspect, the present embodiments provide a seventh possible implementation manner of the second aspect, wherein at least one of the ac sub-driving motor and the second ac sub-driving motor is an in-wheel motor.

In a third aspect, in combination with the basic scheme, the alternating current power unit provided by the application includes a third alternating current sub-driving motor and a fourth alternating current sub-driving motor, and the rectifying component includes a third rectifier and a fourth rectifier; the direct current motor set comprises a third direct current motor set and a fourth direct current motor set; the third alternating current branch driving motor, the third rectifier and the third direct current motor set are sequentially connected to form a first driving circuit; the fourth alternating current branch driving motor, the fourth rectifier and the fourth direct current motor set are sequentially connected to form a second driving circuit;

the head end of each phase of winding in the multi-phase windings in the third alternating current sub-driving motor is configured to be connected with the electric energy input end; the tail end of each phase of winding in the multi-phase windings of the third alternating current branch driving motor is respectively connected with the multi-phase input port of the third rectifier;

the head end of each phase of winding in the multi-phase windings in the fourth alternating current sub-driving motor is configured to be connected with the electric energy input end; the tail end of each phase of winding in the multi-phase windings of the fourth alternating current branch driving motor is respectively connected with the multi-phase input port of the fourth rectifier;

a third dc motor set is electrically connected between the dc output and the dc input of the third rectifier, and a fourth dc motor set is electrically connected between the dc output and the dc input of the fourth rectifier.

With reference to the third aspect, the present embodiments provide a first possible implementation manner of the third aspect, where the third ac partial drive motor is connected to a front axle/rear axle of the driven vehicle through a speed reducer to simultaneously provide power to two front wheels or two rear wheels of the driven vehicle;

the fourth AC sub-drive motor is connected with the rear axle/front axle of the driven vehicle through a speed reducer to simultaneously provide power for two rear wheels or two front wheels of the driven vehicle.

With reference to the third aspect, the present application provides a second possible implementation manner of the third aspect, where an output shaft of the third ac partial drive motor is configured to be connected to the first wheel to provide power to the first wheel;

an output shaft of the fourth AC partial drive motor is configured to be coupled to the second wheel to provide power to the second wheel.

In combination with the third aspect, the present embodiments provide a third possible implementation manner of the third aspect, where the first wheel and the second wheel are different wheels.

In combination with the third aspect, the present application provides a fourth possible implementation manner of the third aspect, wherein the output shaft of the third ac partial drive motor is configured to provide power to a left front wheel of a vehicle to be driven; an output shaft of the third direct current partial drive motor is configured to provide power for driving a right rear wheel of the driven vehicle; an output shaft of the fourth ac partial drive motor is configured to power a right front wheel of the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power to a left rear wheel that drives the driven vehicle;

or the like, or, alternatively,

an output shaft of the third ac partial drive motor is configured to power a right front wheel of the driven vehicle; an output shaft of the third direct current sub-drive motor is configured to provide power to a left rear wheel that drives the driven vehicle; an output shaft of the fourth AC partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power for driving a right rear wheel of the driven vehicle;

or the like, or, alternatively,

an output shaft of the third AC partial drive motor is configured to provide power to a left rear wheel that drives the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power to a right front wheel driving the driven vehicle; an output shaft of the fourth AC partial drive motor is configured to provide power to a right rear wheel for driving the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power to a left front wheel for driving the driven vehicle;

or the like, or, alternatively,

an output shaft of the third AC partial drive motor is configured to provide power to a right rear wheel for driving the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the fourth ac partial drive motor is configured to power a left rear wheel that drives the driven vehicle; an output shaft of the fourth dc partial drive motor is configured to provide power to a right front wheel that drives the driven vehicle.

In combination with the third aspect, the present application provides a fifth possible implementation manner of the third aspect, wherein the output shaft of the third ac partial drive motor is configured to provide power to a left front wheel of a vehicle to be driven; an output shaft of the third direct current sub-drive motor is configured to provide power to a left rear wheel that drives the driven vehicle; an output shaft of the fourth ac partial drive motor is configured to power a right front wheel of the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power for driving a right rear wheel of the driven vehicle;

or the like, or, alternatively,

an output shaft of the third ac partial drive motor is configured to power a right front wheel of the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power for driving a right rear wheel of the driven vehicle; an output shaft of the fourth AC partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power to a left rear wheel that drives the driven vehicle;

or the like, or, alternatively,

an output shaft of the third AC partial drive motor is configured to provide power to a left rear wheel that drives the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the fourth AC partial drive motor is configured to provide power to a right rear wheel for driving the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power to a right front wheel that drives the driven vehicle;

or the like, or, alternatively,

an output shaft of the third AC partial drive motor is configured to provide power to a right rear wheel for driving the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power to a right front wheel driving the driven vehicle; an output shaft of the fourth ac partial drive motor is configured to power a left rear wheel that drives the driven vehicle; an output shaft of the fourth dc partial drive motor is configured to provide power to a left front wheel that drives the driven vehicle.

In combination with the third aspect, the present application provides a sixth possible implementation manner of the third aspect, wherein the output shaft of the third ac partial drive motor is configured to provide power to a left front wheel of a vehicle to be driven; an output shaft of the third direct current partial drive motor is configured to provide power to a right front wheel driving the driven vehicle; an output shaft of the fourth AC partial drive motor is configured to provide power to a right rear wheel for driving the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power to a left rear wheel that drives the driven vehicle;

or the like, or, alternatively,

an output shaft of the third ac partial drive motor is configured to power a right front wheel of the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the fourth ac partial drive motor is configured to power a left rear wheel that drives the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power for driving a right rear wheel of the driven vehicle;

or the like, or, alternatively,

an output shaft of the third AC partial drive motor is configured to provide power to a left rear wheel that drives the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power for driving a right rear wheel of the driven vehicle; an output shaft of the fourth ac partial drive motor is configured to power a right front wheel of the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power to a left front wheel for driving the driven vehicle;

or the like, or, alternatively,

an output shaft of the third AC partial drive motor is configured to provide power to a right rear wheel for driving the driven vehicle; an output shaft of the third direct current sub-drive motor is configured to provide power to a left rear wheel that drives the driven vehicle; an output shaft of the fourth AC partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the fourth dc partial drive motor is configured to provide power to a right front wheel that drives the driven vehicle.

In combination with the third aspect, the present application provides a seventh possible implementation manner of the third aspect, where at least one of the third ac partial drive motor and the fourth ac partial drive motor is an in-wheel motor.

With reference to the first aspect, the second aspect, or the third aspect, embodiments of the present application further provide the following preferred solutions:

the reduction ratio of the alternating current branch driving motor is about 1:1-12: 1; the reduction ratio of the direct current branch driving motor is about 1:1-8: 1;

if the AC sub-driving motor is a hub motor, the rated rotating speed of the AC sub-driving motor is about 500-1000 r/min; if the AC sub-driving motor is a permanent magnet motor, the rated rotating speed of the AC sub-driving motor is about 3000r/min-7000 r/min; if the direct current branch driving motor is a hub motor, the rated rotating speed of the direct current branch driving motor is about 500-1000r/min, and if the direct current branch driving motor is a permanent magnet motor, the rated rotating speed of the direct current branch driving motor is about 1000-3000 r/min.

With reference to the first aspect, the embodiments of the present application further provide the following preferred solutions:

the ratio of the reduction ratios of the AC branch driving motor and the DC branch driving motor is about 0.8: 1-1.2: 1;

the rated speed ratio of the AC branch driving motor to the DC branch driving motor is about 1: 1-3: 1.

further, the reduction ratio of the alternating current branch driving motor is about 1:1-6.4: 1; the reduction ratio of the direct current branch driving motor is about 1:1-7: 1;

the rated rotating speed of the AC sub-driving motor is about 4000r/min-6500 r/min; the rated rotating speed of the direct current branch driving motor is about 2500r/min-3000 r/min.

In combination with the second aspect, the embodiments of the present application further provide the following preferred solutions:

the reduction ratio of the first alternating current branch driving motor is about 1:1-12: 1; the reduction ratio of the second AC branch driving motor is about 1:1-12: 1; the reduction ratio of the direct current branch driving motor is about 1:1-8: 1;

if the first AC sub-driving motor is a hub motor, the rated rotation speed of the first AC sub-driving motor is about 500-; if the second AC sub-driving motor is a hub motor, the rated rotation speed of the second AC sub-driving motor is about 500-;

if the first AC sub-driving motor is a permanent magnet motor, the rated rotating speed of the first AC sub-driving motor is about 3000r/min-7000 r/min; if the second AC sub-driving motor is a permanent magnet motor, the rated rotating speed of the second AC sub-driving motor is about 3000r/min-7000 r/min;

if the direct current branch driving motor is a hub motor, the rated rotating speed of the direct current branch driving motor is about 500-1000r/min, and if the direct current branch driving motor is a permanent magnet motor, the rated rotating speed of the direct current branch driving motor is about 1000-3000 r/min.

With reference to the third aspect, the embodiments of the present application further provide the following preferred solutions:

the reduction ratio of the third AC branch driving motor is about 1:1-12: 1; the reduction ratio of the fourth AC branch driving motor is about 1:1-12: 1; the reduction ratio of the third direct current branch driving motor is about 1:1-8: 1; the reduction ratio of the fourth direct current branch driving motor is about 1:1-8: 1;

if the third AC sub-driving motor is a hub motor, the rated rotation speed of the third AC sub-driving motor is about 500-; if the fourth AC sub-driving motor is a hub motor, the rated rotation speed of the fourth AC sub-driving motor is about 500-;

if the third AC sub-driving motor is a permanent magnet motor, the rated rotating speed of the third AC sub-driving motor is about 3000r/min-7000 r/min; if the fourth AC sub-driving motor is a permanent magnet motor, the rated rotating speed of the fourth AC sub-driving motor is about 3000r/min-7000 r/min;

if the third direct current branch driving motor is a hub motor, the rated rotating speed of the third direct current branch driving motor is about 500-1000r/min, and if the third direct current branch driving motor is a permanent magnet motor, the rated rotating speed of the third direct current branch driving motor is about 1000-3000 r/min;

if the fourth dc branch driving motor is a hub motor, the rated rotation speed of the fourth dc branch driving motor is about 500-1000r/min, and if the fourth dc branch driving motor is a permanent magnet motor, the rated rotation speed of the fourth dc branch driving motor is about 1000-3000 r/min.

Specifically, a multi-phase diode rectifier bridge is arranged in the rectifier and comprises three single-phase diode rectifier circuits which are electrically connected in parallel, the tail end of each phase of winding in the multi-phase winding is electrically connected with the single-phase diode rectifier circuit, two ends of each single-phase diode rectifier circuit are connected to two direct current output ports of the rectifier respectively, and after the direct current drive motor is connected with the two direct current output ports, the two ends of each single-phase diode rectifier circuit are connected and conducted to form a loop, so that the direct current output end becomes a neutral point required by star connection of the multi-phase winding.

Specifically, the direct current branch driving motor is any one of the following two types:

series excited motor, brush permanent magnet dc motor;

and/or the presence of a gas in the gas,

the alternating current component driving motor is any one of the following two types:

alternating current permanent magnet motors, alternating current asynchronous motors and alternating current synchronous motors.

The embodiment of the present application further provides a multi-wheel electric vehicle, comprising at least three wheels, further comprising a driving system as described in claim 108 and 141, wherein at least one ac-dc driving motor is configured to directly or indirectly drive at least one wheel; the at least one dc powered drive motor is configured to drive directly or indirectly to the at least one wheel.

Embodiments of the present application also provide a two-wheeled electric vehicle, two wheels, further comprising a drive system as claimed in any of claims 1-126, wherein at least one ac-split drive motor is configured to drive at least one wheel directly or indirectly; the at least one dc powered drive motor is configured to drive directly or indirectly to the at least one wheel.

Wherein, two wheels are arranged in front and at the back or at the left and the right.

The embodiment of the application further provides a processing method of the driving system, which comprises the following steps:

the tail end of each phase winding in the first winding is electrically connected with the multiphase input end of the corresponding rectifier; the first winding is positioned in the alternating current branch driving motor, and the phase number of the first winding is at least multiple phases;

and a direct current branch driving motor is connected between the direct current output end and the direct current input end of the rectifier.

The embodiment of the application further provides a vehicle shell, which comprises a main body framework, wherein a containing cavity is arranged in the main body framework, and the containing cavity is configured to be used for placing the driving system provided in the front.

As can be seen from the following description of the embodiments, in the driving system provided by the present application, the dc sub-driving motor and the ac sub-driving motor are both configured to drive wheels of the same vehicle (the wheels driven by the dc sub-driving motor and the wheels driven by the ac sub-driving motor may be the same wheel, or may be different wheels); or the output shaft of the direct current branch driving motor and the output shaft of the alternating current branch driving motor are both directly or indirectly connected with the corresponding wheels to drive the corresponding wheels, and the wheels driven by the direct current branch driving motor and the wheels driven by the alternating current branch driving motor are positioned on the same vehicle or are configured to drive the same vehicle to move. The rationality of the above-described scheme is illustrated below by the following example.

Example 1

As shown in fig. 1, 7, 8, 9, 10, 11, 33, a motor driving system for an electric vehicle includes an ac sub-driving motor a and a power supply module configured to drive the ac sub-driving motor a, the power supply module includes an electrically connected power supply 12 and a controller 14, an input port of the controller 14 is electrically connected to the power supply 12, the power supply 12 is a plurality of series-connected battery packs, a three-phase output port of the controller 14 is electrically connected to the ac sub-driving motor a, and further includes a dc sub-driving motor b electrically connected in series to the ac sub-driving motor a, the ac sub-driving motor a is an ac synchronous motor or an asynchronous motor, and preferably, the ac sub-driving motor a is a permanent magnet synchronous motor; the direct current branch driving motor b adopts a brushed permanent magnet direct current motor with better starting performance, and can also be one of a shunt excitation motor, a series excitation motor, a mixed excitation motor and a separately excitation motor.

The brush permanent magnet direct current motor comprises a stator and a rotor, wherein a permanent magnet and an electric brush are arranged on the stator, an armature winding and a slip ring are arranged on the rotor, the head end of the armature winding is connected with the slip ring, the tail end of the armature winding is connected to form a loop, direct current output by a rectifier enters the armature winding through the electric brush and the slip ring to generate armature current, and a magnetic field generated by the armature current interacts with the permanent magnet of the stator to generate electromagnetic torque so that the motor rotates to drive a load; or the stator is provided with an armature winding, and the rotor is provided with a permanent magnet.

A stator 2 of the AC sub-drive motor a is internally provided with three-phase windings comprising a U phase, a V phase and a W phase, and the head end (61, 62 and 63) of each phase of winding is connected with a controller 14; different from the traditional motors, the tail ends (64, 65 and 66) of each phase of winding of the alternating current branch driving motor a do not form a star connection neutral point in the motor body, specifically, the tail ends (64, 65 and 66) of each phase of winding are mutually separated and led out of the alternating current branch driving motor a, the tail ends of each phase of winding are respectively and correspondingly electrically connected with a three-phase input port of a rectifier 17, a direct current output port of the rectifier 17 is electrically connected with a direct current branch driving motor b, the two motors are connected in series to form synchronous input and cross interchange power output, and when one motor is blocked due to load, the rest motors accelerate to output power. Each single-phase winding is formed by winding a plurality of complete enameled wires in an overlapping mode, the head ends of the enameled wires are all correspondingly connected with the three-phase output port of the controller 14, and the position sensor used in the AC sub-driving motor a is a Hall sensor.

The working principle of the permanent magnet synchronous motor is as follows: three-phase windings U, V, W with the same structure are arranged in a stator core of an AC sub-driving motor, the windings of each phase are different in electrical angle of 120 degrees in space, symmetrical three-phase alternating current is introduced into the three-phase windings, the current in the U phase is IU, the current in the V phase is Iv, the current in the W phase is Iw, the IU, the Iv and the Iw form three induced magnetic fields with different directions in the three-phase windings, the three induced magnetic fields with different directions form a combined magnetic field to further supply driving force to the rotor 3, the size and the direction of the combined magnetic field change along with the corresponding change of the alternating current, the combined magnetic field rotates for a circle every time when the alternating current changes, if the input three-phase alternating current is 50 Hz, the generated combined magnetic field rotates for 50 circles every second, and the combined magnetic field drives the rotor 3 in the rotation change.

The rectification process of the rectifier 17 is as follows: alternating current output by the tail end of a three-phase winding of the alternating current branch driving motor a is subjected to full-wave rectification by a rectifier bridge circuit in the rectifier 17 to form continuous peak pulsating direct current output, namely the pulsating direct current always keeps the peak voltage of alternating current; it is deduced from a known formula that the average value of rectified output voltage Ud of three-phase current after full-wave rectification through a rectifier bridge is 2.34 times of phase voltage (Ua, Ub, Uc), so that a direct current branch driving motor b can obtain multiplied pulsating direct current, the direct current branch driving motor b is a brushed permanent magnet direct current motor, and the characteristic of an excitation motor shows that a rotor of the direct current branch driving motor b is always rotated under the action of the pulsating direct current by large magnetic field force without a synthetic magnetic field of vector addition, so that electric energy can be utilized to the maximum degree, and power larger than that of an alternating current branch driving motor a is output.

A three-phase diode rectifier bridge is arranged in the rectifier 17 and comprises three single-phase diode rectifier circuits which are electrically connected in parallel, the tail end of each phase of winding in the three-phase winding is respectively and electrically connected with the single-phase diode rectifier circuit, two ends of the three single-phase diode rectifier circuits are respectively and simultaneously connected with two direct current output ports of the rectifier 17, the two direct current output ports are open circuits at the moment, a loop required by the star connection of the three-phase winding is not formed, an armature winding and an excitation winding (series excitation motor) which are mutually connected in series are arranged in the direct current branch driving motor b, two ends of the armature winding are respectively and electrically connected with the two direct current output ports, so that the two direct current output ports are electrically conducted, namely, the two ends of the three single-phase diode rectifier circuits are connected and conducted to form the, because the star-connected three-phase winding must form a loop through a neutral point, the rectified pulsating direct current inevitably passes through an armature winding and an excitation winding in the direct current branch driving motor b to drive the direct current branch driving motor b to output power.

In the process that the pulsating direct current flows from the rectifier 17, passes through the direct current branch driving motor b and returns to the rectifier 17, a winding coil in the direct current branch driving motor b forms an alternating current star-connected loop, an attached magnetic field for driving a rotor of the direct current branch driving motor b is generated when the pulsating direct current passes through the star-connected loop, and the size of the attached magnetic field is in direct proportion to the size of the pulsating direct current, so that the direct current branch driving motor b outputs high torque.

The rotor of the alternating current sub-driving motor a generates a constant magnetic field by using a permanent magnet, a stator coil formed by three phase lines is arranged on the stator, when alternating current is introduced into the three phase lines, a three-phase magnetic field is formed on the stator, a rotating stator combined magnetic field is formed according to vector sum, the constant magnetic field of the rotor and the rotating stator combined magnetic field interact, like poles repel each other, opposite poles attract each other, and the rotor rotates along with the rotor combined magnetic field to form continuous rotation.

In the star connection of the three-phase motor, the current flowing from any phase line of the ac branch driving motor a passes through the neutral point of the three phase lines and flows out of the other phase lines of the ac branch driving motor a.

The stator of the direct current branch driving motor b uses a permanent magnet or a magnet exciting coil, and when constant direct current is introduced into the magnet exciting coil, a constant magnetic field which is the same as that of the permanent magnet is generated in the magnet exciting coil. When the rotor of the motor is connected with constant direct current, the rotor coil generates a constant magnetic field, the stator magnetic field and the rotor magnetic field interact, the like poles repel each other, the opposite poles attract each other, and the rotor is driven to rotate. When the stator magnetic field and the rotor magnetic field are in a balance position, the current in the rotor is reversed due to the action of the commutator, the formed magnetic field is also reversed, and continuous like-pole repulsion and opposite-pole attraction effects are formed to drive the rotor to continuously rotate.

After the alternating current is introduced into the rectifier 17, only the current in the positive direction relative to the diode is allowed to pass through the diode due to the single-phase conduction action of the diode, so that the alternating current is changed into the direct current, in the bridge rectifier, as the diode forms a bridge circuit, when the alternating current is in a positive half period, the current passes through the positive bridge arm of the diode rectifier 17, and when the alternating current is in a negative half period, the current passes through the negative bridge arm of the diode rectifier 17, so that the alternating current is changed into the pulsating direct current. In the three-phase bridge rectification, the rectifier 17 converts a three-phase current into a direct current, and the output direct current corresponds to a single-phase alternating current 2.34 times as large as the output direct current.

When one of the AC sub-drive motor a and the DC sub-drive motor b is decelerated due to receiving a load, current is automatically loaded to the other motor with smaller rotation resistance, and the other motor is accelerated to output. Setting different rated rotating speeds between the AC sub-driving motor a and the DC sub-driving motor b to form the mutual matching of low-speed high torque and high-speed low torque, thereby realizing automatic differential speed in the driving process; when the vehicle is started or is greatly hindered in climbing or the like, the direct current driving motor b with lower speed can generate enough large torque under the condition that a power supply outputs smaller current; because the rated rotating speeds of the motors are different, when the electric vehicle is in different speed states, the motors with corresponding rotating speeds can be automatically switched to drive, which is equivalent to the automatic gear shifting of a fuel vehicle, and the electric energy is saved.

The AC sub-driving motor a and the DC sub-driving motor b can select different rated rotating speeds according to the requirements of rotating speed and torque, or the motors with the same rated rotating speed are used, and because of the series connection, a differential rotating speed difference is naturally formed.

When a vehicle is driven by loading, the AC sub-driving motor a is a three-phase AC permanent magnet synchronous motor, the DC sub-driving motor b is a DC series excitation motor, and a used power supply is a battery pack. The direct current branch driving motor b has the characteristics of low starting voltage and wide voltage application range, can run at the lowest voltage of 5V, has low rotating speed and large torsion, and the alternating current branch driving motor has high rotating speed and small torsion and is suitable for high-speed running.

The direct current branch driving motor b and the rectifier are used as a neutral point loop of the alternating current branch driving motor, so that current flowing into the alternating current branch driving motor inevitably passes through the direct current branch driving motor b, the direct current branch driving motor b and the rectifier form a direct current loop, when the controller inputs current, the current passes through a three-phase coil of the alternating current branch driving motor to generate a stator magnetic field, and the stator magnetic field and a rotor magnetic pole form a push-pull action under the action of electromagnetic force to drive a rotor of the motor to rotate. The current flowing through a certain phase of the motor enters the direct current branch driving motor b through the rectifier, an excitation magnetic field and an armature magnetic field are formed in the direct current branch driving motor b, and the excitation magnetic field and the armature magnetic field interact with each other to jointly drive a rotor of the excitation motor to rotate. The current passing through the DC branch driving motor b returns to the AC branch driving motor through the rectifier and flows out of the motor through other phases of the AC branch driving motor to form a complete current loop.

As a derivative of the present embodiment, as shown in fig. 2, a relay 4 and a capacitor bank 24 are added at a dc output port of a rectifier 17, specifically, a power supply 12 is connected to a power input end of a controller 14, a three-phase ac output end of the controller 14 is connected to a head end of a three-phase winding of an ac sub-drive motor a, a neutral point of the three-phase winding is opened to form three tail ends, the tail ends of the three-phase winding are connected to a three-phase input port of the rectifier 17, the three-phase input port of the rectifier 17 is also connected in parallel with a short-circuit relay 4, the short-circuit relay 4 is controlled by a control switch 5, a dc output port of the rectifier 17 is connected to a dc sub-drive motor b, a dc output port of the rectifier 17 is connected in parallel with the capacitor bank 24 and is configured to perform voltage stabilizing filtering, and the current or voltage of the output direct current is increased to 2.34 times of that of the single-phase alternating current.

As an embodiment of this embodiment, as shown in fig. 3, an ac sub-driving motor a and a dc sub-driving motor b are respectively connected to a front axle and a rear axle of an electric vehicle, the front axle and the rear axle of the electric vehicle use different motors, and the ac sub-driving motor a and the dc sub-driving motor b are set to have different rated rotation speeds to form a natural differential speed, and the front axle and the rear axle are set to have different differential speed ratios, the ac sub-driving motor a is set to be a high-speed motor, the differential axle with a larger reduction ratio is used, the dc sub-driving motor b is set to be a low-speed motor, and the differential axle with a smaller reduction ratio is used. When any one of the AC sub-drive motor a and the DC sub-drive motor b is blocked in operation, the rotating speed of the motor is reduced, and the AC sub-drive motor a and the DC sub-drive motor b are connected in series and are influenced by the electric coupling linkage effect (when the rotating speed and the torque of one motor change, the torque rotating speed of the other motor is influenced), and the rotating speed and the torque of the unblocked motor can be increased. For example, when the operation of the ac sub-drive motor a is blocked, the blocked current excess electric quantity can be distributed and transmitted to the unblocked motor in real time, the rotating speed of the dc sub-drive motor connected in series with the ac sub-drive motor a can be increased, and the larger the blocked force of the ac sub-drive motor a is, the more the rotating speed of the dc sub-drive motor b is increased, so that the rotating speed of the blocked ac sub-drive motor a is decreased, and the rotating speed torque of the unblocked dc sub-drive motor is increased. And when the rotation speed of the blocked motor is reduced, the torque output is not reduced, the electric energy output by the electric vehicle controller is greatly reduced, and the endurance mileage of the electric vehicle is improved.

When a vehicle starts, low-speed and high-torque output is needed, at the moment, the driving resistance of the AC sub-driving motor a is large, in the traditional driving structure, the input of driving current needs to be increased by the controller 14, the current can reach more than 10 times of the normal driving current, electric energy is accumulated in the motor, the motor starts to generate heat seriously, and the AC sub-driving motor a consumes power with high power, so that the driving mileage of the vehicle is reduced. In the scheme, the AC sub-driving motor a and the DC sub-driving motor b are connected in series, the current input to the AC sub-driving motor a inevitably passes through the DC sub-driving motor b, so that the DC sub-driving motor b and the AC sub-driving motor a run simultaneously, the DC sub-driving motor b is a low-speed high-torque motor, when starting, the AC sub-driving motor a is heavily loaded and has low rotating speed, the electric energy input to the AC sub-driving motor a is mainly transferred and distributed to the DC sub-driving motor b, the DC sub-driving motor b outputs large torque as main power, meanwhile, the AC motor and the DC motor are connected in series, so that the overall short-circuit resistance of the motor is improved, the input of starting current is further limited, and the controller 14 can drive the vehicle to start well without increasing large current or only increasing a small amount of current. When the vehicle speed is increased, the driving resistance borne by the AC sub-driving motor a is gradually reduced, the distributed input power of the AC sub-driving motor a is gradually increased, the output is gradually transferred to the AC sub-driving motor a, when the vehicle speed reaches a balance value, the vehicle runs at a medium speed, the DC sub-driving motor b and the AC sub-driving motor a output together to drive the vehicle to advance together, when the vehicle speed is continuously increased to reach a DC no-load critical speed, the vehicle runs at a high speed, the DC sub-driving motor b runs at a no-load speed at the moment, the AC sub-driving motor a is prevented from being dragged reversely, the input power is completely loaded on the AC sub-driving motor a, and the AC sub-driving motor a outputs at a high speed and. The tail end of the AC sub-driving motor a is connected with the DC sub-driving motor b in series, so that the electric energy input into the motor is automatically and freely distributed along with different running speeds and load resistances of the vehicle, the DC sub-driving motor b and the AC sub-driving motor a automatically adapt to the load to output, appropriate driving force and rotating speed output are provided, and the gear shifting function of the traditional internal combustion engine vehicle gearbox is realized. The alternating current branch driving motor and the direct current branch driving motor are connected in series and output power simultaneously, when the vehicle starts, large torsion is needed to accelerate, the direct current branch driving motor mainly outputs, the alternating current branch driving motor assists in pushing, when the vehicle runs at high speed, the alternating current branch driving motor mainly outputs, the direct current branch driving motor assists in pushing the vehicle to advance, driving friction and wind resistance of the vehicle are balanced, driving force of the alternating current branch driving motor is reduced, driving current of the alternating current branch driving motor is greatly reduced, and a power-assisted mutual pushing effect is formed.

Compare in traditional single motor scheme, when pure using high-speed motor, the motor can consume the electric energy in a large number and cause serious and energy waste when the vehicle starts, when pure using low-speed high-torque motor, the highest speed at the vehicle can't promote, and electric power is consumed by a large amount when high-speed, cause serious heating and energy waste equally, when using the actuating system of this scheme, when low-speed, the vehicle that the electric power input of increase is far less than pure high-speed motor, when high-speed, electric power consumption is also less than the vehicle of pure low-speed motor, and the rate of travel of vehicle is higher. Compared with the traditional driving mode, the driving power consumption of the electric vehicle is relatively stable, the electric vehicle has better sliding capacity, the electric power consumption can be saved by 30-50% compared with the traditional electric vehicle, and the driving mileage of the electric vehicle is effectively prolonged.

As another embodiment of this embodiment, as shown in fig. 4 and 5, a motor driving system for an electric vehicle includes a front/rear axle with a reduction box 30, an ac sub-driving motor a and a power supply assembly configured to drive the ac sub-driving motor a, and in order to ensure smooth starting and high-speed running of the electric vehicle, the rated rotational speeds of the ac sub-driving motor a and the dc sub-driving motor b are different by at least 50%. Specifically, in the embodiment, the rated rotation speed of the ac sub-drive motor a is set to 6000rpm, the rated rotation speed of the dc sub-drive motor b is set to 2800rpm, the ac sub-drive motor a and the dc sub-drive motor b are coaxially connected to the reduction gearbox 30 in bilateral symmetry, the input/output reduction ratio of the reduction gearbox 30 is 2.2-4.5, and the preferred reduction ratio is 2.5-3.7. Because of the difference of the rotating speeds, when the vehicle is started at a low speed, a larger torque is needed, at the moment, the direct current branch driving motor b with the low rotating speed is used for main pushing, and the alternating current branch driving motor a is used for auxiliary pushing, so that a larger starting torque is obtained; when the vehicle starts to accelerate, the driving main force is automatically switched to the AC driving motor a with higher rotating speed, so that the higher acceleration is obtained, and the DC driving motor b assists in pushing.

As another embodiment of this embodiment, as shown in fig. 6, the ac sub-drive motor a and the dc sub-drive motor b are coaxially connected to form a single-wheel direct-drive assembly, and the single-wheel direct-drive assembly directly drives the wheel on one side of the axle, specifically, the ac sub-drive motor a may be a flat motor with a larger rotor diameter, the number of the single-wheel direct-drive assemblies may be freely set, such as 1, 2, 3, or 4, and 2 of the ac sub-drive motors may be set in this embodiment, and the ac sub-drive motor a and the dc sub-drive motor b have the same component structure and the same electrical connection method, and the first single-wheel direct-drive assembly and the second single-wheel direct-drive assembly are respectively connected to different wheels on two sides of the front axle or the rear axle, and the first single-wheel direct-drive assembly includes the ac sub-drive motor a, the dc sub-drive motor b, the first controller 14, and the first rectifier 17, and the second single-wheel assembly includes the ac sub-drive motor a', the dc sub-, A dc current driving motor b ', a second controller 14 ' and a second rectifier 17 '. The rated rotating speeds of the like motors of the first single-wheel direct drive assembly and the second single-wheel direct drive assembly are different or the rated rotating speeds of different motors are different, specifically, the rated rotating speeds of an alternating current sub-drive motor a of the first single-wheel direct drive assembly and an alternating current sub-drive motor a 'of the second single-wheel direct drive assembly are set to be different, or the rated rotating speeds of a direct current sub-drive motor b of the first single-wheel direct drive assembly and a direct current sub-drive motor b' of the second single-wheel direct drive assembly are set to be different; or the rated rotating speeds of the alternating current sub-driving motor a of the first single-wheel direct-driving assembly and the direct current sub-driving motor b 'of the second single-wheel direct-driving assembly are set to be different, or the rated rotating speeds of the direct current sub-driving motor b of the first single-wheel direct-driving assembly and the alternating current sub-driving motor a' of the second single-wheel direct-driving assembly are set to be different.

As a derivative of fig. 6 in this embodiment, as shown in fig. 12, 13, and 14, the ac sub-driving motor a and the dc sub-driving motor b form a connected motor with a two-stage rotor and a two-stage stator, and the number of the connected motors may be 1 group, 2 groups, 3 groups, or 4 groups. The two-section stator winding comprises an alternating current branch driving winding M3 and a direct current branch driving winding M4 electrically connected with the alternating current branch driving winding M3, the multi-section rotor at least comprises a first rotor section M1 and a second rotor section M2 which are coaxially arranged and have the same/different diameters, and the alternating current branch driving winding M3 and the direct current branch driving winding M4 correspondingly drive the first rotor section M1 and the second rotor section M2 respectively. The alternating current component driving winding M3 is at least a three-phase winding, and the head end of each phase of winding in the three-phase winding is connected with the controller; the tail ends of each phase of winding in the three-phase winding are separated and connected with a three-phase input port of a rectifier, and a direct-current output port of the rectifier is connected with a driving winding M4; the alternating current driving winding M3 comprises a U phase, a V phase and a W phase, and the head end of each phase of winding is electrically connected with the first controller 14; different from the traditional motor, the tail ends of each phase of windings of the alternating current branch driving winding M3 are separated from each other and are respectively and correspondingly electrically connected with the three-phase input port of the first rectifier 17, and the three-phase output port of the first rectifier 17 is electrically connected with the direct current branch driving winding M4, so that the tail ends of the three-phase windings of the alternating current branch driving winding M3 form a star-connected neutral point in the direct current branch driving winding M4; the two rotor sections are connected in series and driven synchronously to form synchronous input and cross interchange power output, and when one winding is not enough to drive the rotor sections to provide corresponding power due to wheel load, the other winding drives the rotor sections to accelerate to output power.

The multi-section rotor directly drives wheels on one side of the axle; rated rotating speeds of the multi-section rotors of the single-wheel direct drive assemblies are different so as to form different-speed drive to the wheels.

Specifically, a permanent magnet or a first rotor winding is arranged on the first rotor section M1, a second rotor winding is arranged on the second rotor section M2, the end of the second rotor winding is connected with a commutator M22, and two sides of the commutator M22 are connected with two carbon brushes M21; the direct-current branch driving winding M4 and the second rotor winding form one of a shunt winding, a series winding, a mixed excitation winding and a separate excitation winding, in this embodiment, a permanent magnet is arranged on the first rotor section M1, and the direct-current branch driving winding M4 and the second rotor winding form the series winding. The diameter of the first rotor section M1 is greater than or equal to the diameter of the second rotor section M2.

Specifically, the two sets of connected motors are arranged and comprise a first connected motor M and a second connected motor M 'which have the same structure and the same electrical connection method, and the first connected motor M and the second connected motor M' are respectively connected with wheels on two sides of the driving axle. Permanent magnets are arranged on a first rotor section M1 in the first connected motor M and the second connected motor M', a second rotor winding is arranged on a second rotor section M2, and the direct-current branch driving winding M4 is electrically connected with the second rotor winding to form a series excitation winding; the main dc branch of the first link motor M drives winding M3.

Rated rotating speeds of the driving rotor sections are different between the same-polarity windings or between different-polarity windings of the first connected motor M and the second connected motor M'. Specifically, the rated rotation speeds of the first rotor section M1 of the first connected motor M and the second connected motor M ' are set to be different, or the rated rotation speeds of the second rotor section M2 of the first connected motor M are set to be different, or the rated rotation speeds of the first rotor section M1 of the first connected motor M and the second rotor section M2 of the second connected motor M ' are set to be different, or the rated rotation speeds of the first rotor section M2 of the first connected motor M and the second rotor section M1 of the second connected motor M ' are set to be different.

As another embodiment of this embodiment, as shown in fig. 15, the dc partial drive motor includes a first dc partial drive motor b and a second dc partial drive motor c, the first dc partial drive motor b and the output shaft 10 of the ac partial drive motor a are coaxially connected to the reduction gearbox 30 of the front axle, the input/output reduction ratio of the reduction gearbox 30 of the front axle is 2.2-4.5, preferably 2.5-3.7, the output shaft of the second dc partial drive motor c is connected to the rear axle differential of the electric vehicle through the second reduction gearbox 30 ', and the input/output reduction ratio of the second reduction gearbox 30' of the rear axle is 2.05: 1. The tail end of each phase winding of the alternating current component driving motor a is divided into two wire groups, the two wire groups are respectively and correspondingly electrically connected with the three-phase input ports of the first rectifier 17 and the second rectifier 17 ', and the direct current output ports of the first rectifier 17 and the second rectifier 17' are respectively and electrically connected with the first direct current component driving motor b and the second direct current component driving motor c, so that the first direct current component driving motor b and the second direct current component driving motor c form an electrical parallel structure. The second dc branch driving motor c is a dc series motor, and the rated rotational speed of the second dc branch driving motor c is set to 3500 rpm.

Certainly, as shown in fig. 34, the first dc component driving motor b and the second dc component driving motor c may also be connected in series, the first dc component driving motor b and the second dc component driving motor c are a brushed permanent magnet dc motor and a dc series excited motor, respectively, the brushed permanent magnet dc motor includes a stator, a rotor, a slip ring and an electric brush, the stator is provided with a permanent magnet and an electric brush, the rotor is provided with an armature winding and a slip ring, the dc output from the rectifier enters the armature winding through the electric brush and the slip ring to generate an armature current, and a magnetic field generated by the armature current interacts with the stator permanent magnet to generate an electromagnetic torque, so that the motor rotates to drive the load; or the stator is provided with an armature winding, and the rotor is provided with a permanent magnet; the head end of the armature winding is connected with the slip ring, and the tail end of the armature winding is connected with the series excited motor after being separated to be used as the electric energy input of the series excited motor, so that the alternating current branch driving motor a, the first direct current branch driving motor b and the second direct current branch driving motor c are connected in series and driven synchronously.

When the vehicle starts, the current divided from the AC partial driving motor a mainly drives the motor b through the first DC partial driving motor b with larger torque, and when the AC partial driving motor a is in a half-starting state due to the larger current output by the controller 14, the first DC partial driving motor b driven jointly can generate the torque required by the vehicle starting, and at the moment, the current in the AC partial driving motor a is mainly distributed to the first DC partial driving motor b through the first rectifier 17; when the vehicle runs at a high speed, the AC sub-driving motor a drives the first DC sub-driving motor b to coaxially rotate at a high speed, and the characteristics of the brushed permanent magnet DC motor show that the low-speed first DC sub-driving motor b is driven by almost no current due to high rotating speed, at the moment, the current in the AC sub-driving motor a is mainly distributed to the second DC sub-driving motor c through the second rectifier 17', and the jointly-driven second DC sub-driving motor c and the AC sub-driving motor a output high rotating speed together at a high speed.

When a plurality of direct current branch driving motors are connected in series at the tail end of the alternating current branch driving motor through a rectifier, when any one motor is blocked in operation, the rotating speed of the motor is reduced, and the alternating current branch driving motor and the direct current branch driving motors are connected in series into a whole and are influenced by an electric coupling linkage effect (when the rotating speed and the torque of one motor are changed, the torque rotating speed of other motors is influenced), and the rotating speed and the torque of other unblocked motors are improved. For example, when the alternating current branch driving motor is blocked in operation, the rotating speed of the direct current branch driving motor connected with the alternating current branch driving motor in series can be increased, the larger the blocked force of the alternating current branch driving motor is, the more the rotating speed of the direct current branch driving motor is increased, and when one or more direct current branch driving motors are blocked in operation, the blocked redundant electric quantity of current can be distributed and transmitted to the unblocked motor in real time, so that the rotating speed of the blocked direct current branch driving motor is reduced, and the rotating speed torque of the unblocked alternating current branch driving motor and the unblocked direct current branch driving motor is increased. And when the rotation speed of the blocked motor is reduced, the torque output is not reduced, the electric energy output by the electric vehicle controller is greatly reduced, and the endurance mileage of the electric vehicle is improved.

The control experiment was as follows: taking a common electric vehicle which is not connected by the embodiment of the application as an example, the self weight of the vehicle is 1.3-1.5 tons, the power supply voltage is 300V, the AC sub-driving motor a is a three-phase synchronous motor, the reduction ratio of an axle is 6:1, the circumference of a wheel is 1.65m, when the rated rotation speed of the AC sub-driving motor a is 6000rpm, the rotation speed of the wheel is 1000rpm, and the running speed of the vehicle is 99 kilometers per hour, when the configured vehicle runs at a constant speed of 40 kilometers per hour, the driving current of the vehicle exceeds 12A, the power reaches 3.6kw, when the vehicle runs at a constant speed of 60 kilometers per hour, the driving current of the vehicle exceeds 20A, the power reaches 6kw, and when the vehicle runs at a constant speed of 80 kilometers per hour, the driving current of the vehicle is 35A, and the power reaches 10.5 kw. When the reduction ratio of the axle is reduced to 3: 1, the rest parts are configured according to the specifications, when the rotating speed of the motor reaches 3000rpm, the vehicle can reach 90 kilometers per hour, and the power is constant, the higher the vehicle speed is, the smaller the driving force is, so that the power is insufficient when the vehicle starts or climbs, and the current during starting or climbing is far beyond the normal running current.

In an experiment adopting the motor configuration of the embodiment shown in fig. 15, the self weight of an automobile is 1.5 tons, the highest speed of the automobile exceeds 100km/h, the power supply voltage is 300V, the perimeter of wheels is 1.65m, an alternating current branch driving motor a is a three-phase synchronous motor, the rated rotating speed of the alternating current branch driving motor a is 6000rpm, a first direct current branch driving motor b is coaxially connected with the alternating current branch driving motor a, the rated rotating speed of the first direct current branch driving motor b is 2800rpm, and the rated rotating speed of a second direct current branch driving motor c is 3500 rpm; the input-output reduction ratio of the front axle reduction box 30 is 3.2:1, and the input-output reduction ratio of the rear axle second reduction box 30' is 2.05: 1. When the alternating current branch driving motor a, the first direct current branch driving motor b and the second direct current branch driving motor c are respectively driven, the rotating speed of wheels respectively reaches 1875rpm, 875rpm and 1707rpm, and the running speed of the automobile can respectively reach 185 kilometers per hour, 86 kilometers per hour and 168 kilometers per hour. The excitation motor has the characteristics of low rotating speed, large torsion and wide voltage input support, when a vehicle starts at a low speed or climbs a slope, the rotating speed of the AC sub-driving motor a and the rotating speed of the second DC sub-driving motor c are high, the torque is small, the rotating speed of the first DC sub-driving motor b is low, the torque is large and serves as main power output, the same driving force can be obtained when the AC sub-driving motor a decelerates by 6 times and outputs, and the AC sub-driving motor a and the second DC sub-driving motor c are matched for driving, so that the rapid acceleration or the climbing of the vehicle is realized. After the speed of the vehicle is increased, only wind resistance and friction need to be resisted, the motor needs small torsion and high-speed output, at the moment, the alternating current branch driving motor a and the second direct current branch driving motor c are used as main power output, and the first direct current branch driving motor b carries out light-load auxiliary output or no-load operation to drive the vehicle to run at a high speed. The highest energy efficiency range of the motor is about 1/3 of rated speed, compared with an axle of a common vehicle, the axle reduction ratio used in the application is lower, when the vehicle runs at a high speed, the running speed of the AC sub-driving motor a is lower, so that the running speed of the AC sub-driving motor a is only 1/3 of the common vehicle, the energy efficiency of the motor is higher, excitation motors with different parameters are connected in series at the tail part to form different gear outputs, the output of low-speed large torque and high-speed small torque is realized, and the gear shifting function of the common vehicle is realized. In addition, as the driving force of the motor changes along with the change of the resistance of the motor, the electric energy is automatically and freely distributed in the motor, thereby realizing the stepless speed change driving and always keeping the high-efficiency output of the motor. When the vehicle adopting the scheme is tested, when the vehicle runs at a constant speed of 40 kilometers per hour, the driving current of the vehicle is 6.5-8A, when the vehicle runs at a constant speed of 60 kilometers per hour, the driving current of the vehicle is 10-14A, and when the vehicle runs at a constant speed of 80 kilometers per hour, the driving current of the vehicle is 18-22A.

In another experiment of the embodiment of fig. 15, the excitation motor parameters were changed to perform a test in which the vehicle weight was 1.5 tons, the power supply voltage was 300V, the wheel circumference was 1.65 meters, the ac partial drive motor a was a three-phase synchronous motor, the ac partial drive motor a rated rotational speed was 6000rpm, the first dc partial drive motor b was coaxially connected to the ac partial drive motor a, the first dc partial drive motor b rated rotational speed was 2800rpm, and the second dc partial drive motor c rated rotational speed was 2800 rpm; the input-output reduction ratio of the front axle reduction box 30 is 3.2:1, the output shaft of the second direct current branch driving motor c is connected with the rear axle differential of the electric vehicle through a second reduction box 30 ', and the input-output reduction ratio of the second reduction box 30' is 2.05: 1. When the alternating current branch driving motor a, the first direct current branch driving motor b and the second direct current branch driving motor c are respectively driven, the rotating speed of wheels respectively reaches 1875rpm, 875rpm and 1365rpm, and the running speed of the automobile can respectively reach 185 kilometers per hour, 86 kilometers per hour and 135 kilometers per hour. When the vehicle starts or climbs at a low speed, the rotating speeds of the alternating current branch driving motor a and the second direct current branch driving motor c are high, the torque is small, the rotating speed of the first direct current branch driving motor b is low, the torque is large and serves as main power output, the same driving force when the alternating current branch driving motor a decelerates by 6 times can be obtained, and the alternating current branch driving motor a and the second auxiliary motor are matched for driving, so that the rapid acceleration or the climbing of the vehicle is realized. After the speed of the vehicle is increased, only wind resistance and friction need to be resisted, the motor needs small torsion and high-speed output, at the moment, the alternating current branch driving motor a and the second direct current branch driving motor c are used as main power output, and the first direct current branch driving motor b carries out light-load auxiliary output or no-load operation to drive the vehicle to run at a high speed. The highest energy efficiency range of the motor is about 1/3 of rated speed, compared with an axle of a common vehicle, the axle reduction ratio used in the application is lower, when the vehicle runs at a high speed, the running speed of the AC sub-driving motor a is lower, so that the running speed of the AC sub-driving motor a is only 1/3 of the common vehicle, the energy efficiency of the motor is higher, excitation motors with different parameters are connected in series at the tail part to form different gear outputs, the output of low-speed large torque and high-speed small torque is realized, and the gear shifting function of the common vehicle is realized. In addition, as the driving force of the motor changes along with the change of the resistance of the motor, the electric energy is automatically and freely distributed in the motor, thereby realizing the stepless speed change driving and always keeping the high-efficiency output of the motor. The vehicle adopting the scheme is tested, when the vehicle runs at a constant speed of 40 kilometers per hour, the driving current of the vehicle is 6.5-8A, when the vehicle runs at a constant speed of 60 kilometers per hour, the driving current of the vehicle is 10-14A, when the vehicle runs at a constant speed of 80 kilometers per hour, the driving current of the vehicle is 18-22A, compared with the traditional vehicle, the vehicle powered by the scheme can save about 50% of electricity, the power consumption is less, and the vehicle can be loaded by batteries with the same capacity, so that the running distance of the vehicle can be doubled.

In a third experiment of the embodiment in fig. 15, parameters of the excitation motor and the transmission ratio of the axle are changed, and a test is performed, wherein the self weight of the automobile is 1.5 tons, the power supply voltage is 300V, the circumference of a wheel is 1.65 meters, the ac branch driving motor a is a three-phase synchronous motor, the rated rotating speed of the ac branch driving motor a is 6000rpm, the first dc branch driving motor b is coaxially connected with the ac branch driving motor a, the rated rotating speed of the first dc branch driving motor b is 2800rpm, the rated rotating speed of the second dc branch driving motor c is 2800rpm, the input/output reduction ratio of the front axle reduction gearbox 30 is 3.2:1, and the input/output reduction ratio of the second reduction gearbox 30' is 1.64: 1. When the alternating current branch driving motor a, the first direct current branch driving motor b and the second direct current branch driving motor c are respectively driven, the rotating speed of wheels respectively reaches 1875rpm, 875rpm and 1707rpm, and the running speed of the automobile can respectively reach 185 kilometers per hour, 86 kilometers per hour and 169 kilometers per hour. The excitation motor has the characteristics of low rotating speed, large torsion and wide voltage input support, when the vehicle starts at a low speed or climbs, the rotating speed of the AC sub-driving motor a and the rotating speed of the second DC sub-driving motor c are higher, the torque is smaller, the rotating speed of the first DC sub-driving motor b is low, the torque is large and is used as main power output, the same driving force when the AC sub-driving motor a decelerates by 6 times and outputs can be obtained, and the excitation motor is matched with the AC sub-driving motor a and the second auxiliary motor to drive, so that the vehicle is accelerated or climbs quickly. After the speed of the vehicle is increased, only wind resistance and friction need to be resisted, the motor needs small torsion and high-speed output, at the moment, the alternating current branch driving motor a and the second direct current branch driving motor c are used as main power output, and the first direct current branch driving motor b carries out light-load auxiliary output or no-load operation to drive the vehicle to run at a high speed. The highest energy efficiency range of the motor is about 1/3 of rated speed, compared with an axle of a common vehicle, the axle reduction ratio used in the application is lower, when the vehicle runs at a high speed, the running speed of the AC sub-driving motor a is lower, so that the running speed of the AC sub-driving motor a is only 1/3 of the common vehicle, the energy efficiency of the motor is higher, excitation motors with different parameters are connected in series at the tail part to form different gear outputs, the output of low-speed large torque and high-speed small torque is realized, and the gear shifting function of the common vehicle is realized. In addition, as the driving force of the motor changes along with the change of the resistance of the motor, the electric energy is automatically and freely distributed in the motor, thereby realizing the stepless speed change driving and always keeping the high-efficiency output of the motor. When the vehicle adopting the scheme is tested, when the vehicle runs at a constant speed of 40 kilometers per hour, the driving current of the vehicle is 6.5-8A, when the vehicle runs at a constant speed of 60 kilometers per hour, the driving current of the vehicle is 10-14A, and when the vehicle runs at a constant speed of 80 kilometers per hour, the driving current of the vehicle is 18-22A.

As another embodiment of this embodiment, as shown in fig. 16 to 19, the ac sub-driving motor a, the dc sub-driving motor b, and the second dc sub-driving motor c are connected to the gears with different speed ratios in the reduction gearbox 30 of the front axle at the same time, the output shafts of the ac sub-driving motor a and the dc sub-driving motor b are coaxially connected to the gears with input/output speed reduction ratio of 3.2:1, the output shaft of the second dc sub-driving motor c is connected to the gears with input/output speed reduction ratio of 2.05:1, and the three motors are connected to the gears with different speed ratios in the same reduction gearbox 30 to realize different speed driving of the front axle.

As another embodiment of this embodiment, as shown in fig. 20 and 35, the dc component driving motor includes a first dc component driving motor b, a second dc component driving motor c, and a third dc component driving motor d, which are electrically connected in series, that is, the dc output port of the rectifier 17 is connected to the third dc component driving motor d, and then the second dc component driving motor c and the first dc component driving motor b are sequentially connected in series with the third dc component driving motor d, or the dc output port of the rectifier 17 is connected to the first dc component driving motor b, and then the second dc component driving motor c and the third dc component driving motor d are sequentially connected in series with the first dc component driving motor b.

As another embodiment of this embodiment, as shown in fig. 32, the dc branch driving motor includes a first dc branch driving motor b, a second dc branch driving motor c, a third dc branch driving motor d, and a fourth dc branch driving motor e, which are electrically connected in series, the first dc branch driving motor b and the ac branch driving motor a are coaxially connected in series to drive a reduction gearbox on a front axle of the automobile, and the reduction ratio of the reduction gearbox is 2.5 to 3.7; the direct current output port of the rectifier 17 is connected with a first direct current branch driving motor b, then a second direct current branch driving motor c, a third direct current branch driving motor d and a fourth direct current branch driving motor e are electrically connected in series in sequence, and the first direct current branch driving motor b, the third direct current branch driving motor d and the fourth direct current branch driving motor e are coaxially connected in series to drive the rear axle of the automobile.

Example 2

Referring to fig. 21, compared to embodiment 1, the difference of the present solution is: a first direct current branch driving motor b, a second direct current branch driving motor c and a third direct current branch driving motor d are connected to a direct current output port of the rectifier 17, and the first direct current branch driving motor b, the second direct current branch driving motor c and the third direct current branch driving motor d are electrically connected in series. The rectifier 17 and the direct current branch driving mechanism form a three-phase winding center node of an alternating current branch driving motor, namely a neutral point of a three-phase winding Y connection, current is input from a three-phase input port of the rectifier 17, the current sequentially passes through a first direct current branch driving motor b, a second direct current branch driving motor c and a third direct current branch driving motor d which are connected with the rectifier 17 in series, the current is output by rotating rotors of the first direct current branch driving motor b, the second direct current branch driving motor c and the third direct current branch driving motor d in a driving mode, and the current passing through the first direct current branch driving motor b, the second direct current branch driving motor c and the third direct current branch driving motor d returns to the rectifier 17 and enters the alternating current branch driving motor a. The rated rotation speed of the ac sub-drive motor a may be set to 1200rpm, the rated rotation speed of the first dc sub-drive motor b may be set to 1200rpm, the rated rotation speed of the second dc sub-drive motor c may be set to 2400rpm, and the rated rotation speed of the third dc sub-drive motor d may be set to 3600 rpm.

The output shaft 10 of the AC branch driving motor a is coaxially connected with the tail end of the first DC branch driving motor b, the output shaft of the first DC branch driving motor b is coaxially connected with a generator 31 through a main shaft 35, the AC branch driving motor a and the first DC branch driving motor b coaxially and synchronously drive the generator 31, the output shafts of the second DC branch driving motor c and the third DC branch driving motor d drive the main shaft 35 through a belt pulley with a reduction ratio, and the belt pulley with the reduction ratio enables the second DC branch driving motor c and the third DC branch driving motor d to be in the same-speed transmission with the main shaft. Of course, the generator 31 may alternatively be an axle or other mechanical load.

It should be noted that the ac shunt driving motor a is a permanent magnet ac synchronous motor, the ac shunt driving motor a is a hall sensor, the first dc shunt driving motor b, the second dc shunt driving motor c, and the third dc shunt driving motor d are dc series excited motors and brushed permanent magnet dc motors, and of course, the first dc shunt driving motor b, the second dc shunt driving motor c, and the third dc shunt driving motor d may also be shunt excited motors, which are excited motors and compound excited motors.

The rotor of the alternating current sub-driving motor a generates a constant magnetic field by using a permanent magnet, a stator coil formed by three-phase windings is arranged on the stator, when alternating current is introduced into the three-phase windings, a three-phase magnetic field is formed on the stator, a rotating stator combined magnetic field is formed according to vector sum, the constant magnetic field of the rotor and the rotating stator combined magnetic field interact, like poles repel each other, opposite poles attract each other, so that the rotor rotates along with the rotor combined magnetic field to form continuous rotation.

In the star connection of the three-phase motor, a current flowing from any one phase line of the ac sub-drive motor a passes through a neutral point of the three-phase winding and flows out of the motor from the other phase lines of the motor.

The stator of the direct current motor uses a permanent magnet or a magnet exciting coil, and when constant direct current is introduced into the magnet exciting coil, a constant magnetic field which is the same as that of the permanent magnet is generated in the magnet exciting coil. When the rotor of the motor is connected with constant direct current, the rotor coil generates a constant magnetic field, the stator magnetic field and the rotor magnetic field interact, the like poles repel each other, the opposite poles attract each other, and the rotor is driven to rotate. When the stator magnetic field and the rotor magnetic field are in a balance position, the current in the rotor is reversed due to the action of the commutator, the formed magnetic field is also reversed, and continuous like-pole repulsion and opposite-pole attraction effects are formed to drive the rotor to continuously rotate.

When a plurality of like-pole motors are connected in series, the current flowing through the first motor and the current flowing through the second motor are the same, the torque power is distributed according to the convention, when the direct current branch driving motor is connected at the rear end of the alternating current branch driving motor a in series, the neutral point of the alternating current branch driving motor a is opened and connected with the rectifier 17 and the direct current branch driving motor b, so that the current flowing into the alternating current branch driving motor a inevitably passes through the rectifier 17 and the direct current branch driving motor b, the rectifier 17 and the direct current branch driving motor connected in series form a neutral point current loop, an additional magnetic field is generated in the direct current branch driving motor to drive the rotor of the direct current branch driving motor to rotate, meanwhile, as the three-phase rectifier 17 is adopted, the three-phase electricity is converted into the unidirectional direct current, the output current is 2.34 times of the single-phase current, the direct current motor is output with high torque and high efficiency, and simultaneously, the, the normal driving of the motor is ensured.

The AC sub-driving motor a and the DC sub-driving motor can select different rated rotating speeds according to the requirement of rotating speed and torque, or the motors with the same rated rotating speed are used, and because of the series connection, the differential rotating speed difference is naturally formed.

Referring to fig. 22, compared to fig. 21, the difference of the present embodiment lies in that the ac sub-driving motor a is connected in series with a single dc sub-driving motor b, the rated rotation speed of the ac sub-driving motor a can be set to 1200rpm, and the rated rotation speed of the dc sub-driving motor b can be set to 2400rpm, which is specifically characterized in that: the output shaft 3 of the ac branch driving motor a is connected to the generator 31 through the main shaft 35, and the output shaft of the dc branch driving motor b is connected to the main shaft 35 through a pulley with a reduction ratio, although the generator 31 may be replaced by an axle or other mechanical loads.

The AC branch driving motor a adopts a permanent magnet AC synchronous motor, the AC branch driving motor a adopts an inductor as a Hall sensor, the DC branch driving motor adopts a DC series excitation motor, and the DC branch driving motor can also adopt a shunt excitation motor, an excitation motor and a compound excitation motor.

Example 3

Referring to fig. 23, compared to embodiment 1, the difference of this solution is that a set of rectifiers 17 is disposed in parallel, and the output of the rectifiers 17 is connected to the battery for recharging. The method specifically comprises the following steps: the power source 12 is connected to the input end of the power source 12 of the controller 14, the three-phase ac output end of the controller 14 is connected to the three-phase winding head end of the ac sub-drive motor a, the neutral point of the three-phase winding is opened to form three single-phase tail ends, each tail end is divided into two groups to form two three-phase tail ends (64, 65, 66) and (67, 68, 69), the two three-phase tail ends are respectively connected to a rectifier 17, the output of one rectifier 17 is connected to the dc sub-drive motor, the output of the other rectifier 17 is connected to the battery, the rectifier 17 is configured to convert the ac power input by the controller 14 and passing through the three-phase winding of the ac sub-drive motor a into dc power, and the current or voltage of the output.

Example 4

Referring to fig. 24, compared to embodiment 1, the difference of this embodiment is that two ac component driving motors are provided, specifically: the power supply 12 is connected to the input of the controller 14, the output of the controller 14 is connected to the three-phase input of the first ac branch driving motor a, the tail end of the three-phase winding in the first ac branch driving motor a is connected to the three-phase input of the second ac branch driving motor a ', and the output shaft of the first ac branch driving motor a is coaxially connected with the output shaft of the second ac branch driving motor a' in series; the structure of the second ac branch driving motor a 'is completely the same as that of the first ac branch driving motor a, the tail end of the three-phase winding in the second ac branch driving motor a' is connected to the three-phase input port of the three-phase rectifier 17, the dc output port of the three-phase rectifier 17 is connected to a dc branch driving motor b, and the dc output port of the rectifier 17 is also connected in parallel with a farad capacitor bank 24 configured to stabilize and filter the output dc.

Example 5

Referring to fig. 25, compared to fig. 24, the difference of the present scheme is that two rectifiers are connected to the tail end of the three-phase winding of the first ac partial driving motor a. The method specifically comprises the following steps: the power source 12 is connected to the input of a controller 14, the output of the controller 14 is connected to the three-phase input of a first ac branch drive motor a, the three-phase neutral point of the first ac branch drive motor a is open, three tail ends are formed, the output lines of a single tail end are divided into two groups, one of which is connected to one input of a second ac sub-drive motor a' having the same structure as the motor, the remaining one line is connected to a first rectifier 17, a dc output port of the first rectifier 17 is connected to the power source 12, meanwhile, the other group of inputs of the second AC branch driving motor a ' is connected with a second rectifier 17 ', the output of the second rectifier 17 ' is connected with a second DC branch driving motor c, the tail end of the three-phase winding of the second AC branch driving motor a ' is connected to the three-phase input of a third rectifier 17 ' and the output of the third rectifier 17 ' is connected with a first DC branch driving motor b.

The first rectifier 17 forms a part of the neutral point of the first ac sub-drive motor a by means of a battery short circuit, another part of the neutral point of the first ac sub-drive motor a is formed by the neutral point of the second ac sub-drive motor a', and the output of the third rectifier 17 ″ is formed by means of the first dc sub-drive motor b by means of a short circuit, forming the neutral point of the second ac sub-drive motor a.

Example 6

Referring to fig. 26, compared to embodiment 1, the difference of this scheme is that a plurality of rectifiers 17 are connected in parallel to the three-phase tail end of the ac sub-driving motor a. The method specifically comprises the following steps: the power supply 12 is connected to the input of the controller 14, the output of the controller 14 is connected to the three-phase input of the ac branch driving motor a, the neutral point of the three-phase winding of the ac branch driving motor a is opened to form three-phase tail ends, the wire of each tail end is divided into 4 groups to form 4 groups of three-phase tail ends, the four groups of three-phase tail ends are respectively connected to the three-phase input of four rectifiers 17, the dc output port of one rectifier is connected to the dc branch driving motor b, the output of the remaining rectifiers 17 is respectively connected to one farad capacitor group 24, and the three farad capacitor groups 24 are connected in series and then connected in. The rectifier 17 forms part of a neutral point loop of the alternating current branch driving motor a through the direct current branch driving motor b, and the other part of the neutral point loop is formed by the farad capacitor group 24 and the power supply 12 which are connected with the rectifier 17.

The three rectifiers 17 independently charge the farad capacitor bank 24, and then are connected in series to increase the overall voltage of the capacitor bank 24, so as to charge the power supply 12 in parallel to the power supply 12.

Example 7

Referring to fig. 27, compared to embodiment 1, the difference of this embodiment is that two ac sub-driving motors electrically connected in series are provided, specifically:

the output shaft of the first AC sub-driving motor a is connected with a front axle of a vehicle, the second AC sub-driving motor a' is connected with a rear axle of the vehicle, a three-phase winding of the first AC sub-driving motor a is of a three-independent single-phase-line structure, 5% of lines in the three-phase winding are used as generating lines, the rest lines are used as driving lines, the three-phase output of the first controller 14 is connected to a three-phase driving line of the first AC sub-driving motor a, the other end of the three-phase driving line is connected into a node, three generating lines of the three-phase winding are connected to a three-phase input port of a rectifier 17, and a DC output port of the rectifier 17 is connected; the second ac branch driving motor a 'is internally provided with three independent single-phase windings, an input line and an output line of each winding are led out of the casing, the input end of the second controller 14' is connected with a speed regulation pedal 29, the three-phase output of the second controller 14 'is connected to the three-phase input line of the second ac branch driving motor a', the three-phase output line of the second ac branch driving motor a 'is connected to the farad capacitor bank 24 through the rectifier 17, the two farad capacitor banks 24 are connected in series, and the farad capacitor bank 24 after being connected in series is connected to the dc input end of the second controller 14'.

When the power generating device is started, the battery 12 supplies power to the first AC branch driving motor a to drive the first AC branch driving motor a to operate, in the process, the power generating wire of the first AC branch driving motor a generates power, the power is rectified and then output to the Faraday capacitor bank, at the moment, the voltage in the Faraday capacitor bank is lower, the second AC branch driving motor a ' cannot be driven to operate at the same speed, the second AC branch driving motor a rotates due to the dragging of a rear axle, in the process, the magnetic induction wire is cut to generate power, the generated power flows into the Faraday capacitor bank 24 after passing through the rectifier 17, meanwhile, after the power input by the controller 14 passes through the second AC branch driving motor a ', part of the power is stored in the Faraday capacitor bank 24, after a period of time, the capacitance in the Faraday capacitor bank 24 is increased, so that the second AC branch driving motor a ' is driven to operate normally after the voltage reaches the driving voltage, at the moment, the load of the first alternating current branch driving motor a is greatly reduced, so that the vehicle can run in an energy-saving mode, and the running distance is effectively increased.

Example 8

Referring to fig. 28, compared with embodiment 1, the difference of the scheme is that a plurality of rectifiers 17 are connected in parallel to the tail end of the three-phase winding of the ac sub-driving motor a, and the dc output port of the rectifier 17 is connected to a farad capacitor bank 24, specifically:

the power supply 12 is connected to a direct current input end of the controller 14, a three-phase alternating current output of the controller 14 is connected to a three-phase input of an alternating current branch driving motor a, three independent single-phase windings are arranged in the alternating current branch driving motor a, the other end of the three-phase winding of the alternating current branch driving motor a is led out of the machine shell to form three independent output lines, each phase line of the three independent output lines is divided into 20% and 80% two strands, 80% of the three single phase lines are taken out and connected to a three-phase input port of a rectifier 17, the three-phase input port of the rectifier 17 is further connected with a short-circuit switch 26 in parallel, and an output of the rectifier 17 is connected to a farad capacitor bank.

The remaining 20% of the three single-phase lines are connected to two secondary rectifiers, defined for the sake of convenience of description as a first rectifier 17 ' and a second rectifier 17 ", respectively, and the three-phase windings are named U-phase, V-phase, W-phase, respectively, wherein the U-phase and the V-phase are connected to the input of the first rectifier 17 ' and the input of the second rectifier 17", respectively, and wherein the lines of the W-phase are again divided by 50% and connected to the other input of the first rectifier 17 ' and the second rectifier 17 ", respectively. A short-circuit switch 26 is connected to the input ends of the first rectifier 17 'and the second rectifier 17 ", one end of the short-circuit switch 26 is connected to the U-phase, the V-phase, the W-phase, and the three-phase windings, the other end of the short-circuit switch 26 is short-circuited together, the dc output port of the first rectifier 17' is connected to one farad capacitor bank 24, and the output end of the second rectifier 17" is connected to the other farad capacitor bank 24.

The AC sub-driving motor a adopts a permanent magnet AC synchronous motor, and the AC sub-driving motor a adopts an inductor as a Hall sensor.

Example 9

Referring to fig. 29, compared to the embodiment of fig. 4, the present scheme is different in that one-way bearings 33, 33' are connected to both ends of the differential 30. The method specifically comprises the following steps:

the AC sub-driving motor a and the DC sub-driving motor b are coaxially connected to synchronously drive the axle differential 30, the output of both sides of the differential 30 is respectively connected with a one-way bearing 33, 33 ', the output of the differential 30 is connected to the wheels of the vehicle through the one-way bearing 33, and the AC sub-driving motor a, the DC sub-driving motor b, the differential 30, the one-way bearing 33, 33' and the wheels form the front axle drive or the rear axle drive of the vehicle.

The motor used by the AC component driving motor a is a DC brushless permanent magnet synchronous motor, the DC component driving motor b is a DC series excitation motor, of course, the AC component driving motor a can also be an AC asynchronous motor, and the DC component driving motor b can also be a DC shunt excitation motor, an external excitation motor or a mixed excitation motor.

Through setting up one-way bearing 33, 33 ' at differential mechanism 30 both ends, after loosening the throttle, the vehicle gets into the state of sliding, because one-way bearing 33, 33 ''s effect this moment, the motor does not produce the transmission with between the wheel, avoids traditional drive structure when the vehicle slides because the wheel passes through gearbox and rises speed driving motor for the motor produces serious dragging effect to the wheel, makes the speed of a motor descend fast, has reduced the vehicle and has slided the distance, reduces the vehicle mileage, causes the energy waste.

Meanwhile, the alternating current branch driving motor a and the direct current branch driving motor b are electrically connected in series, when the alternating current branch driving motor a is driven, current is converted into direct current in the rectifier 17 after passing through the alternating current branch driving motor a and enters the direct current branch driving motor b, an over-circuit magnetic field is established in the direct current branch driving motor b, the direct current branch driving motor b is driven, and meanwhile, the rectifier 17 and the direct current branch driving motor b form an external neutral point of the alternating current branch driving motor a, so that the alternating current branch driving motor a can be normally driven. In addition, in this series connection, at a low speed, the driving resistance of the ac sub-driving motor a is large, and at this time, the controller 14 needs to increase the input of the driving current, the current input to the ac sub-driving motor a passes through the dc sub-driving motor b, which is a low-speed high-torque motor, the input power is mainly distributed to the dc sub-driving motor b, and the dc sub-driving motor b outputs the main power, when the vehicle speed is increased, the driving resistance of the AC sub-driving motor a is gradually reduced, the distributed input power of the AC sub-driving motor a is gradually increased, the output is gradually transferred to the AC sub-driving motor a, when the vehicle speed reaches a critical value, the direct current branch driving motor b operates in a no-load mode, input power is completely loaded on the alternating current branch driving motor a, output is achieved through the alternating current branch driving motor a, and automatic free distribution of driving power is achieved through the mode.

Compare in traditional single motor scheme, when pure using high-speed motor, the motor can consume the electric energy in a large number and cause serious and energy waste of generating heat when the vehicle starts, when pure using low-speed motor, the highest speed at the vehicle can't promote, and electric power is consumed by a large amount when high-speed, cause serious generating heat and energy waste equally, during the actuating system of this scheme of use, when low-speed, the vehicle that the electric power input of increase is far less than pure high-speed motor, when high-speed, electric power consumption is also less than the vehicle of pure low-speed motor, and the speed of traveling of vehicle is higher. Compared with the traditional driving mode, the driving power consumption of the electric vehicle is relatively stable, the electric vehicle has better sliding capacity, the electric power consumption can be saved by 30-50% compared with the traditional electric vehicle, and the driving mileage of the electric vehicle is effectively prolonged.

Example 10

Referring to fig. 30, the difference of this solution from embodiment 9 is that the dc component driving motor b is also directly powered by the metal-air battery 12, and the dc output port of the metal-air battery 12 is also connected to the dc terminal of the rectifier 17.

The power source 12 of the dc sub-drive motor b is partially supplied with power from the metal-air battery 12, and partially supplied with current flowing through the ac sub-drive motor a. The direct current branch driving motor b and the controller 14 form a neutral point required by star connection of three-phase windings of the alternating current branch driving motor a.

The ac component driving motor a is a three-phase ac permanent magnet synchronous motor, the dc component driving motor b is a dc series motor, and the dc component driving motor b may also be a shunt motor, an excitation motor, or a mixed excitation motor, and the power source 12 is a battery pack.

The excitation motor has low starting voltage, wide voltage application range, can run at the lowest voltage of 5V, can be directly driven by the metal air battery 12 to run, has low rotating speed and large torsion and is used for auxiliary driving, and the AC sub-driving motor a has high rotating speed and small torsion and is used for high-speed driving and is supplied with power by the battery.

Example 11

Referring to fig. 31, the difference of this scheme compared to example 1 is that two ac components are used to drive the motor.

The power supply 12 is connected with the direct current input of the controller 14, the signal input end of the controller 14 is connected with a speed regulation pedal 29, the three-phase winding of the first alternating current branch driving motor a is in three independent single-phase line structures, the input line and the output line of each phase winding are led out of the shell, the three-phase output of the controller 14 is connected to the three-phase input line of the first alternating current branch driving motor a, the three-phase output lines are connected with a short circuit switch 26, meanwhile, the three-phase output heads are also connected to the three-phase input ports from the controller 14 to the rectifier 17 in parallel, and the direct current output port of the rectifier 17; the signal input end of the second controller 14 'is connected with the same speed regulation pedal 29, the three-phase output of the second controller 14' is connected to the three-phase input line of the second AC branch driving motor a ', three independent single-phase windings are arranged in the second AC branch driving motor a', the input line and the output line of each winding are led out of the shell, the three-phase output heads are connected with a short-circuit switch 26, meanwhile, the three-phase output heads are also connected to the three-phase input port of the second rectifier 17 in parallel, and the direct-current output port of the second rectifier 17 is connected to the second Faraday capacitor group 24; the two farad capacitor banks 24 are connected in series and then to the dc input of the second controller 14 ', and the dc input of the second controller 14' is connected to the power supply 12.

Before the first AC branch driving motor a is started, the short-circuit switch 26 is connected to connect the tail ends of three-phase windings of the AC branch driving motor a together to form a central node of the three-phase windings of the AC branch driving motor a, after the first AC branch driving motor a is started, the short-circuit switch 26 is disconnected, alternating current of the AC branch driving motor a is converted into direct current through the rectifier 17 and is flushed into the farad capacitor group 24, after a period of time, the voltage in the farad capacitor group 24 is increased, the short-circuit switch 26 is disconnected at the moment, the second AC branch driving motor a ' supplies power by depending on the farad capacitor group 24, the electric energy of the power supply 12 is saved, and boosting pushing can be realized, and meanwhile, the rectifier 17 and the second AC branch driving motor a ' form a neutral point loop of the first AC branch driving motor a, so that the first AC branch driving motor a can be normally driven, and the second AC branch driving motor a ' depends on, The second controller 14 'constitutes a neutral point circuit, and ensures normal driving of the second ac sub-drive motor a'.

The application provides a driving system, which comprises an alternating current motor set, a rectifying assembly and a direct current motor set;

the present application also provides a driving system, including: the device comprises an alternating current motor set, a rectifying assembly and a direct current motor set; the alternating current electric machine set comprises at least one alternating current dividing driving motor; the direct current motor unit comprises at least one direct current driving motor; the rectifying assembly comprises at least one rectifier; at least one AC sub-driving motor, at least one rectifier and at least one DC sub-driving motor are sequentially connected to form a driving line; the rectifier comprises a multi-phase input end, a direct current output end and a direct current input end, at least multi-phase windings are arranged in the alternating current branch driving motor, and the head end of each phase of winding in the multi-phase windings is configured to be connected with the electric energy input end; the target direct-current sub-drive motor is electrically connected between the direct-current output end and the direct-current input end of the target rectifier; the tail end of each phase winding in the multi-phase windings of the target alternating current component driving motor is respectively connected with a multi-phase input port of the target rectifier; the target alternating current driving motor, the target rectifier and the target direct current driving motor all belong to the same driving line.

The electric energy input end can be any power supply (such as a battery and other mobile power supplies, and also such as some chemical batteries); the power input end may also refer to a connection device (e.g., a plug, an electrical connector, etc.) that can be connected to and draw power from a power source.

The direct current input end and the direct current output end respectively refer to an inflow end and an outflow end of current. As shown in fig. 10, the dc output terminal may be a connection line on the upper portion of the load, and the dc input terminal may be a connection line on the lower portion of the load. In the scheme provided by the application, the alternating current branch driving motor, the rectifier and the direct current branch driving motor are sequentially connected in sequence, namely that the electric energy output end of the alternating current branch driving motor is electrically connected with the three-phase (multi-phase) input end of the rectifier, and the direct current branch driving motor is electrically connected between the direct current output end and the direct current input end. The electric energy provided by the battery (power supply) is usually in the form of direct current, so if the battery needs to supply power to the ac sub-driving motor, an inverter needs to be added between the battery and the ac sub-driving motor to convert the direct current into alternating current, but such a manner of direct-to-alternating conversion is known to those skilled in the art without creative work according to a use scenario, and therefore, a great deal of description is not provided herein.

The target alternating current branch driving motor, the target rectifier and the target direct current branch driving motor are sequentially connected to form a driving line. Generally, there may be one or two or more target ac branch driving motors, and each corresponding target ac branch driving motor should be configured with an independent rectifier, that is, if there are 2 target ac motors, there should be two target rectifiers, and each target ac motor should be connected to a corresponding target rectifier (the head end of each phase winding in the multiple phase windings of the target ac motor is connected to the power input end). The number of the direct current branch driving motors can be one or more, and in the scheme provided by the application, the target direct current branch driving motor can be one direct current motor or a direct current motor set formed by a plurality of direct current motors in a serial, parallel or series-parallel mode.

For example, when there are two ac-split drive motors (ac-split drive motor a and ac-split drive motor B), two rectifiers (rectifier a and rectifier B) should be provided; furthermore, the head end of each phase of winding in the multi-phase winding of the AC sub-driving motor A is configured to be connected with the electric energy input end of the rectifier A; the head end of each phase of winding in the multi-phase winding of the AC sub-driving motor B is configured to be connected with the electric energy input end of the rectifier B; the direct current branch driving motor is electrically connected between the direct current output end and the direct current input end of the rectifier A, and the direct current branch driving motor is electrically connected between the direct current output end and the direct current input end of the rectifier B.

The scheme that this application provided has connected AC branch driving motor and DC branch driving motor through the rectifier for AC branch driving motor and DC branch driving motor can form the circuit similar to the series connection. When the AC sub-driving motor and the DC sub-driving motor drive the same vehicle (drive wheels of the same vehicle) simultaneously, the ratio of the actual output power of the AC sub-driving motor to the output power of the DC sub-driving motor can be automatically adjusted along with the change of the environment. Furthermore, the driving system provided by the application can simultaneously utilize the characteristics of the AC branch driving motor and the DC branch driving motor, so that the overall efficiency is improved.

The technical purpose of the driving system provided by the application is to enable the electric energy utilization rate of a target direct current branch driving motor and the electric energy utilization rate of a target alternating current branch driving motor to be automatically adjusted under different load conditions. The load condition may refer to any one or more of the forces or control signals applied to the driving motor (ac sub-driving motor, and/or dc sub-driving motor) by the driving motor from the external environment. The above effects can be achieved by setting motor parameters of the target ac branch driving motor and motor parameters of the target dc branch driving motor. Similarly, by setting the motor parameters of the target alternating current branch driving motor and the motor parameters of the target direct current branch driving motor, the purpose that under different load conditions, at least part of the electric energy provided by the electric energy input end moves between the target direct current branch driving motor and the target alternating current branch driving motor can be achieved.

In fact, through theoretical analysis of the applicant and analysis again in combination with a large amount of experimental data, it is considered that the power of the dc motor set (or the power of the target dc-driven motor) can be limited appropriately to improve the working efficiency of the whole driving system.

Under certain conditions, the power of the direct current generator set is not excessive, and the motor parameters of the target direct current branch driving motor and the target alternating current branch driving motor are set, so that the power of the target direct current branch driving motor accounts for about 1.5-40% of the total power in a general motion state (the speed of a vehicle driven by a driving system is about 20-140 KM/h); the total power is the sum of the power of a target direct current branch driving motor and the power of a target alternating current branch driving motor; the motor parameters of the target alternating current driving motor at least comprise one or more of rated rotating speed and reduction ratio; the motor parameters of the target dc-driven motor include one or more of a rated rotation speed and a reduction ratio. When the power of the target direct current driving motor accounts for about 1.5% -40% of the total power, the energy utilization rate of the whole system is high, and the driving force is also high. More preferably, the overall efficiency is higher when the power of the target dc-capable drive motor is about 5% to 20% of the total power.

Similarly, the power ratio of the target dc link driving motor when the vehicle driven by the drive system is in the acceleration state is defined as follows, which is larger than the power ratio of the target dc link driving motor when the vehicle is in the constant speed state. The aim is to adjust the overall efficiency of the driving system as much as possible, so that the energy utilization rate of the overall system is high, and the driving force is also high.

Specifically, for a common household vehicle or a commercial vehicle, the application also provides a reasonable value of the apparent power of the target direct current branch driving motor and the target alternating current branch driving motor, namely, the apparent power of the target direct current branch driving motor is about 70w-800 w; so that the apparent power of the target AC sub-drive motor is about 3000w-4500w (when the vehicle driven by the drive system is at a speed of about 20-140KM/h, the apparent power of the target DC sub-drive motor and the target AC sub-drive motor is the above value). Of course, the constraint of the apparent power of the target dc component driving motor and the target ac component driving motor can also be realized by setting the motor parameters of the target ac component driving motor and the motor parameters of the target dc component driving motor.

Specifically, the operating efficiency of the drive system can also be improved by performing any one or two or three of the following three limitations.

Specifically, the first limiting manner is: the reduction ratio/rated rotation speed of at least one direct current branch driving motor and at least one alternating current branch driving motor in the same driving circuit are different;

the reduction ratios of the direct current branch driving motor and the alternating current branch driving motor are different, or the rated rotating speeds are different, or the reduction ratios and the rated rotating speeds of the direct current branch driving motor and the alternating current branch driving motor are set according to a certain rule, so that the overall working efficiency of the driving system can be ensured.

In a second limiting mode, the actual output rotating speed of at least one direct current branch driving motor in the same driving circuit is greater than the actual output rotating speed of at least one alternating current branch driving motor;

in a third limiting mode, the peak value of the actual output rotating speed of at least one direct current branch driving motor in the same driving line is larger than the peak value of the actual output rotating speed of at least one alternating current branch driving motor.

The actual output rotating speed can be an average value of the output rotating speeds or a real-time output value of the rotating speeds; the peak value of the actual output rotation speed refers to the maximum value among the real-time output values of the rotation speed.

The driving system provided by the application is characterized in that the alternating current branch driving motor, the rectifier and the direct current branch driving motor are sequentially connected in sequence to form a system framework capable of channeling (under different load conditions, at least part of electric energy provided by the electric energy input end is channeled between the target direct current branch driving motor and the target alternating current branch driving motor).

The drive system provided by the application can be used on any vehicle, such as a bicycle, a tricycle, a quadricycle or a vehicle with the number of wheels larger than or equal to 5. The following paragraphs will describe the driving manner of a certain driving circuit, where the driving circuit includes an ac branch driving motor, a rectifier and a dc branch driving motor, and the ac branch driving motor and the dc branch driving motor described in the following paragraphs are all included in the driving circuit.

If the driving system provided by the application is a two-wheel vehicle driving front and rear wheels (two wheels are arranged in sequence along the advancing direction of the vehicle, or the connecting line of the two wheels is parallel to the advancing direction of the vehicle), the AC sub-driving motor can drive any one wheel of the two-wheel vehicle, and the DC sub-driving motor can also drive any one wheel of the two-wheel vehicle (the AC sub-driving motor and the DC sub-driving motor can drive any one wheel simultaneously).

If the driving system provided by the application is a two-wheel vehicle for driving left and right wheels (the connecting line of the two wheels is vertical to the advancing direction of the vehicle, and the two wheels are parallel), the AC sub-driving motor can drive any one wheel of the two-wheel vehicle, and the DC sub-driving motor can also drive any one wheel of the two-wheel vehicle (the AC sub-driving motor and the DC sub-driving motor can drive any one wheel simultaneously); or the alternating current sub-driving motor and the direct current sub-driving motor can simultaneously drive the two parallel wheels (the alternating current sub-driving motor and the direct current sub-driving motor are connected with the two parallel wheels through the same speed reducer and drive the two wheels).

If the driving system provided by the application is used for driving a three-wheel tricycle in a delta shape (three wheels of the three-wheel tricycle are arranged in a delta shape in a overlooking view), the alternating current sub-driving motor can drive any wheel of the three-wheel tricycle, and the direct current sub-driving motor can also drive any wheel of the three-wheel tricycle (the alternating current sub-driving motor and the direct current sub-driving motor can drive any wheel simultaneously); the alternating current branch driving motor can drive two parallel wheels of the tricycle, and the direct current branch driving motor can also drive two parallel wheels of the tricycle (the alternating current branch driving motor and the direct current branch driving motor can drive the two parallel wheels simultaneously); or the alternating current branch driving motor can drive two parallel wheels, and the direct current branch driving motor can drive an independent wheel (one wheel except the two parallel wheels in the tricycle); or the direct current branch driving motor can drive two parallel wheels, and the alternating current branch driving motor can drive one independent wheel (one wheel except the two parallel wheels in the tricycle).

If the driving system provided by the application is used for driving a linear tricycle (three wheels of the tricycle are arranged along a straight line in a top view), the AC sub-driving motor can drive any one wheel of the tricycle, and the DC sub-driving motor can also drive any one wheel of the tricycle (the AC sub-driving motor and the DC sub-driving motor can drive any one wheel simultaneously).

If the driving system provided by the application is used for driving a four-wheel vehicle (the vehicle is provided with two front wheels and two rear wheels), the AC sub-driving motor can drive any one wheel (a left front wheel, a left rear wheel, a right front wheel or a right rear wheel) of the four-wheel vehicle, the DC sub-driving motor can also drive any one wheel of the four-wheel vehicle, and the AC sub-driving motor and the DC sub-driving motor can simultaneously drive one wheel; the alternating current branch driving motor can drive two parallel wheels of the four-wheel vehicle (such as driving a left front wheel and a right front wheel simultaneously, or driving a left rear wheel and a right rear wheel simultaneously, at the moment, the alternating current branch driving motor is connected with a front axle/rear axle of the driven vehicle through a speed reducer so as to provide power for the two front wheels or the two rear wheels of the driven vehicle simultaneously), the similar direct current branch driving motor can also drive the two parallel wheels of the four-wheel vehicle, namely, the alternating current branch driving motor and the direct current branch driving motor can also drive two specified parallel wheels simultaneously; of course, the AC sub-driving motor can drive any one wheel of the four-wheel vehicle, and the DC sub-driving motor can also drive two parallel wheels of the four-wheel vehicle; alternatively, the dc sub-drive motor may drive any one wheel of the four-wheel vehicle, and the ac sub-drive motor may drive two parallel wheels of the four-wheel vehicle.

If the driving system provided by the present application is a five-wheel vehicle or a vehicle with more wheels, then in the manner described above, both the ac sub-driving motor and the dc sub-driving motor may drive either wheel, or both the ac sub-driving motor and the dc sub-driving motor may drive any two parallel wheels.

It should be noted that, in the driving system provided in the present application, the dc sub-driving motor refers to a dc motor or a motor set composed of at least two dc motors, and for any driving circuit, at least two dc motors in the motor set may be connected in series between a dc input terminal and a dc output terminal of the same rectifier; or the two rectifiers can be connected in parallel between the direct current input end and the direct current output end of the same rectifier; or the direct current input end and the direct current output end of the same rectifier can be connected in a series-parallel mode.

In fact, the scheme provided by the present application may have two or more driving lines, and the driving modes of the dc sub-driving motor and the ac sub-driving motor in each driving line may be set according to the modes described in the above paragraphs. It should be noted that, regardless of the number of the driving lines, generally, each ac sub-driving motor should be configured with a separate rectifier (only one rectifier can be connected to one ac sub-driving motor). The contents in the above paragraphs are merely general illustrations of driving manners, and there may be other equivalent driving manners that can implement similar schemes, but the equivalent manners are within the scope of the application idea of the scheme provided by the present application.

The following description will be made of specific use cases, and from the viewpoint of a driven vehicle, the present invention can be divided into three cases, namely, a two-wheel drive vehicle, a three-wheel drive vehicle, and a four-wheel drive vehicle, which will be described below.

In the first case, the two-wheeled vehicle is driven.

When the driving system provided by the present application is applied to a two-wheeled vehicle, if two wheels of the two-wheeled vehicle are arranged in front of each other (such as the two-wheeled electric vehicle shown in fig. 36), the driving system usually has only one driving circuit (usually, the number of the driving circuits in any of the embodiments mentioned in the present disclosure is only exemplary, for example, only one driving circuit in this paragraph, actually there may be two or more driving circuits, but the increase of the number of the driving circuits does not substantially improve the overall performance, therefore, it is described below how one driving circuit drives the vehicle, and when the number of the driving circuits is multiple, the driving system can be arranged by referring to the arrangement mode of the driving circuits disclosed in the disclosure), the driving circuit comprises an alternating current driving motor, a rectifier and a direct current driving motor; an AC branch driving motor, a rectifier and a DC branch driving motor are sequentially connected;

the driving method may be specifically that the ac sub-driving motor drives a front wheel of the two-wheeled vehicle (an output shaft of the ac sub-driving motor is directly or indirectly connected to the front wheel of the vehicle, and the driving motor (a dc sub-driving motor or an ac sub-driving motor) mentioned in this application drives one of the wheels, which means that the output shaft of the driving motor is directly or indirectly connected to a wheel axle of the wheel, so that the driving motor can directly or indirectly provide power to the wheel, or directly or indirectly output power to the wheel); the direct current branch driving motor drives the rear wheel of the two-wheel vehicle (the output shaft of the direct current branch driving motor is directly or indirectly connected with the rear wheel of the vehicle);

the alternating current branch driving motor can also drive the rear wheel of the two-wheel vehicle; the direct current driving motor drives the front wheel of the two-wheel vehicle;

the alternating current branch driving motor and the direct current branch driving motor can simultaneously drive the rear wheel of the two-wheel vehicle; the two driving motors (which may be both ac branch driving motors, dc branch driving motors, or one of the ac branch driving motors and one of the dc branch driving motors) mentioned in the scheme provided by the application drive a certain wheel at the same time, that is, the two driving motors are connected to the rear wheel through the same reducer, or the output shafts of the two driving motors are coaxially connected;

the AC sub-driving motor and the DC sub-driving motor can also drive the front wheel of the two-wheel vehicle at the same time.

When the driving system provided by the application is applied to a two-wheeled vehicle, if two wheels of the two-wheeled vehicle are arranged on the left and right (such as a balance car, an electric wheelchair and the like), the driving system usually only has one driving circuit, and the driving circuit comprises an alternating current driving motor, a rectifier and a direct current driving motor; an AC branch driving motor, a rectifier and a DC branch driving motor are sequentially connected;

the specific driving mode can be that the AC sub-driving motor drives the left wheel of the two-wheel vehicle; the direct current drive motor drives the right wheel of the two-wheeled vehicle (in the scheme provided by the application, when one wheel is driven by only one drive motor (an alternating current branch drive motor and a direct current branch drive motor), the drive motor is preferably a hub motor);

the alternating current branch driving motor can also drive the right wheel of the two-wheel vehicle; the direct current driving motor drives a left wheel of the two-wheel vehicle;

the alternating current branch driving motor and the direct current branch driving motor can simultaneously drive the right wheel of the two-wheel vehicle;

the alternating current branch driving motor and the direct current branch driving motor can simultaneously drive the left wheel of the two-wheel vehicle;

alternatively, the ac sub-drive motor and the dc sub-drive motor may simultaneously drive two wheels of the two-wheeled vehicle (the ac sub-drive motor and the dc sub-drive motor are simultaneously connected through the same speed reducer and drive the left and right wheels).

In fact, in the scheme provided by the application, the driving modes of the alternating current branch driving motor and the direct current branch driving motor (which wheel is driven by the alternating current branch driving motor and which wheel is driven by the direct current branch driving motor) are arbitrary, and when two driving motors drive the same wheel, the two driving motors need to be coaxially connected into a connected motor; when two driving motors/one driving motor needs to drive two wheels at the same time (the two wheels are necessarily arranged in bilateral symmetry), the two wheels need to be connected at the same time through a speed reducer and driven.

The above driving modes have advantages and disadvantages, and can be adjusted according to specific use conditions.

In the second case, a tricycle is driven.

When the driving system provided by the application is applied to the delta-shaped tricycle, the driving mode of the delta-shaped tricycle is described in several cases. In the present embodiment, the three wheels of the tricycle are arranged in a delta shape in a plan view, and the tricycle is described only as having one front wheel and two rear wheels (the driving method of the tricycle having two front wheels and one rear wheel can be referred to the method disclosed in the present embodiment), where the front and rear are defined by the forward direction of the vehicle. There are various driving methods for driving the tricycle, and each of them will be described below.

The first mode is as follows: the driving system only has one driving circuit, and the driving circuit comprises an alternating current driving motor, a rectifier and a direct current driving motor; an AC branch driving motor, a rectifier and a DC branch driving motor are sequentially connected;

the AC branch driving motor drives the front wheel of the vehicle, and the DC branch driving motor drives the left rear wheel or the right rear wheel of the vehicle;

or the direct current branch driving motor drives the front wheels of the vehicle, and the alternating current branch driving motor drives the left rear wheel or the right rear wheel of the vehicle;

or, the ac sub-driving motor drives the front wheel of the vehicle, and the dc sub-driving motor drives the left rear wheel and the right rear wheel of the vehicle simultaneously (in the embodiment of the present application, a driving motor drives two wheels of the vehicle simultaneously, which means that the driving motor drives the two wheels simultaneously through a speed reducer, and the two wheels driven simultaneously are both the front wheel or both the rear wheels);

or the direct current branch driving motor drives the front wheels of the vehicle, and the alternating current branch driving motor drives the left rear wheel and the right rear wheel of the vehicle simultaneously;

or the AC sub-driving motor and the DC sub-driving motor simultaneously drive the front wheels/left rear wheels/right rear wheels of the vehicle;

or, the AC sub-driving motor and the DC sub-driving motor drive two rear wheels of the vehicle at the same time (the AC sub-driving motor and the DC sub-driving motor are connected at the same time through the same reducer and drive the two rear wheels);

the second mode is as follows: the driving system only has one driving circuit, and the driving circuit comprises two AC branch driving motors (a first AC branch driving motor and a second AC branch driving motor), two rectifiers (a first rectifier and a second rectifier) and a DC branch driving motor; the first AC branch driving motor, the first rectifier and the DC branch driving motor are sequentially connected; the second AC branch driving motor, the second rectifier and the DC branch driving motor are sequentially connected; the direct current branch driving motor is electrically connected between the direct current output end and the direct current input end of the first rectifier, and the direct current branch driving motor is electrically connected between the direct current output end and the direct current input end of the second rectifier;

the first AC sub-driving motor is connected with a rear axle of the driven vehicle through a speed reducer (the first AC sub-driving motor is connected with two rear wheels of the driven vehicle through the speed reducer) so as to simultaneously provide power for the two rear wheels of the driven vehicle; the second AC sub-driving motor is connected with a rear axle of the driven vehicle through a speed reducer so as to provide power for two rear wheels of the driven vehicle at the same time (the first AC sub-driving motor and the second AC sub-driving motor can share the same speed reducer); the direct current branch driving motor can be connected with any one wheel (such as a front wheel, a left rear wheel or a right rear wheel) to provide power for the wheel, or the direct current branch driving motor can be connected with two rear wheels of the driven vehicle through a speed reducer to provide power for the two rear wheels of the driven vehicle at the same time; at this time, the driving motors (the ac branch driving motor and the dc branch driving motor) that simultaneously drive the two rear wheels may share the same reducer;

or the first AC sub-driving motor is connected with the left rear wheel of the driven vehicle through a speed reducer so as to provide power for the left rear wheel of the driven vehicle; the second alternating current sub-driving motor is connected with the right rear wheel of the driven vehicle to provide power for the right rear wheel of the driven vehicle; the direct current branch driving motor can be connected with any one wheel to provide power for the wheel; at this time, the driving motor (an ac sub-driving motor and a dc sub-driving motor) which drives one rear wheel at the same time may share the same reducer;

or the first AC sub-driving motor is connected with the right rear wheel of the driven vehicle through a speed reducer so as to provide power for the right rear wheel of the driven vehicle; the second alternating current branch driving motor is connected with the left rear wheel of the driven vehicle to provide power for the left rear wheel of the driven vehicle; the direct current branch driving motor can be connected with any one wheel (such as a front wheel, a left rear wheel or a right rear wheel) to provide power for the wheel; at this time, the driving motor (an ac sub-driving motor and a dc sub-driving motor) which drives one rear wheel at the same time may share the same reducer;

or the first AC partial driving motor is connected with the front wheel of the driven vehicle to provide power for the front wheel of the driven vehicle; the second alternating current branch driving motor is connected with the front wheel of the driven vehicle to provide power for the front wheel of the driven vehicle; the direct current branch driving motor can be connected with any one wheel to provide power for the wheel, or the direct current branch driving motor can be simultaneously connected with two rear wheels of the driven vehicle through a speed reducer to provide power for the two rear wheels of the driven vehicle; at this time, the driving motors (the ac branch driving motor and the dc branch driving motor) that simultaneously drive the two rear wheels may share the same reducer;

the alternating current sub-driving motor can be connected with the front wheel to provide power for the front wheel of the driven vehicle; the other alternating current driving motor is connected with any other wheel (left rear wheel/right rear wheel) to provide power for the corresponding wheel. The dc partial drive motor is arranged in the same manner as defined in the previous paragraph (the dc partial drive motor may be connected to any one of the wheels and provide power to the wheel).

The third mode is as follows: the driving system is provided with two driving lines (a first driving line and a second driving line), and the first driving line comprises a first alternating current branch driving motor, a first rectifier and a first direct current branch driving motor which are sequentially connected; the second driving circuit comprises a second alternating current branch driving motor, a second rectifier and a second direct current branch driving motor which are sequentially connected; the first direct current branch driving motor is electrically connected between the direct current output end and the direct current input end of the first rectifier, and the second direct current branch driving motor is electrically connected between the direct current output end and the direct current input end of the second rectifier;

the first AC sub-driving motor is connected with a rear axle of the driven vehicle through a speed reducer (the first AC sub-driving motor is connected with two rear wheels of the driven vehicle through the speed reducer) so as to simultaneously provide power for the two rear wheels of the driven vehicle; the second AC sub-driving motor is connected with a rear axle of the driven vehicle through a speed reducer so as to provide power for two rear wheels of the driven vehicle at the same time (the first AC sub-driving motor and the second AC sub-driving motor can share the same speed reducer); the first direct-current driving motor can be connected with any one wheel (such as a front wheel, a left rear wheel or a right rear wheel) to provide power for the wheel, or the first direct-current driving motor can be connected with two rear wheels of the driven vehicle through a speed reducer to provide power for the two rear wheels of the driven vehicle simultaneously; the second direct current branch driving motor can be connected with any one wheel (such as a front wheel, a left rear wheel or a right rear wheel) to provide power for the wheel, or the second direct current branch driving motor can be connected with two rear wheels of the driven vehicle through a speed reducer to provide power for the two rear wheels of the driven vehicle at the same time; at this time, the driving motors (the ac branch driving motor and the dc branch driving motor) that simultaneously drive the two rear wheels may share the same reducer;

or the first alternating current branch driving motor is connected with the left rear wheel of the driven vehicle to provide power for the left rear wheel of the driven vehicle; the second alternating current sub-driving motor is connected with the right rear wheel of the driven vehicle to provide power for the right rear wheel of the driven vehicle; the first direct current driving motor can be connected with any one wheel (such as a front wheel, a left rear wheel or a right rear wheel) to provide power for the wheel; the second direct current branch driving motor can be connected with any one wheel (such as a front wheel, a left rear wheel or a right rear wheel) to provide power for the wheel; at this time, the driving motors (the ac branch driving motor and the dc branch driving motor) that simultaneously drive the two rear wheels may share the same reducer;

or the first AC sub-driving motor is connected with the right rear wheel of the driven vehicle to provide power for the right rear wheel of the driven vehicle; the second alternating current branch driving motor is connected with the left rear wheel of the driven vehicle to provide power for the left rear wheel of the driven vehicle; the first direct current driving motor can be connected with any one wheel (such as a front wheel, a left rear wheel or a right rear wheel) to provide power for the wheel; the second direct current branch driving motor can be connected with any one wheel (such as a front wheel, a left rear wheel or a right rear wheel) to provide power for the wheel; at this time, the driving motors (the ac branch driving motor and the dc branch driving motor) that simultaneously drive the two rear wheels may share the same reducer;

or the first AC partial driving motor is connected with the front wheel of the driven vehicle to provide power for the front wheel of the driven vehicle; the second alternating current branch driving motor is connected with the front wheel of the driven vehicle to provide power for the front wheel of the driven vehicle; the first direct current driving motor can be connected with any one wheel (such as a front wheel, a left rear wheel or a right rear wheel) to provide power for the wheel; the second direct current branch driving motor can be connected with any one wheel (such as a front wheel, a left rear wheel or a right rear wheel) to provide power for the wheel; at this time, the driving motors (the ac branch driving motor and the dc branch driving motor) that simultaneously drive the two rear wheels may share the same reducer;

or the first AC partial driving motor is connected with the front wheel of the driven vehicle to provide power for the front wheel of the driven vehicle; the second alternating current branch driving motor is connected with the left rear wheel/the right rear wheel of the driven vehicle to provide power for the left rear wheel/the right rear wheel of the driven vehicle; the first direct current driving motor can be connected with any one wheel (such as a front wheel, a left rear wheel or a right rear wheel) to provide power for the wheel; the second direct current branch driving motor can be connected with any one wheel (such as a front wheel, a left rear wheel or a right rear wheel) to provide power for the wheel; at this time, the driving motors (the ac sub-driving motor and the dc sub-driving motor) that simultaneously drive the two rear wheels may share the same speed reducer.

In the third case, the four-wheel vehicle is driven.

When the driving system provided by the present application is applied to a four-wheel vehicle, the driving method of the four-wheel vehicle will be described below in several cases. In a top view, the four-wheel vehicle includes four wheels (the structure of the four-wheel vehicle is the same as the wheel arrangement mode of the common vehicles such as a family car, a train and the like on the market at present, and the top view structure of the wheels of the four-wheel vehicle can be shown in fig. 12), namely a left front wheel, a right front wheel, a left rear wheel and a right rear wheel, wherein the left front wheel and the right front wheel are arranged in parallel. There are various driving methods for driving the four-wheeled vehicle, and the following description will be made separately.

In the first mode, the driving system only has one driving circuit, and the driving circuit comprises an alternating current driving motor, a rectifier and a direct current driving motor; an AC branch driving motor, a rectifier and a DC branch driving motor are sequentially connected;

the AC component driving motor drives any one wheel (left front wheel, right front wheel, left rear wheel or right rear wheel) of the vehicle, and the DC component driving motor drives any one wheel (left front wheel, right front wheel, left rear wheel or right rear wheel) of the vehicle.

Or the alternating current sub-driving motor drives the left front wheel and the right front wheel of the vehicle simultaneously; the direct current branch driving motor drives the left front wheel and the right front wheel of the vehicle at the same time (the alternating current branch driving motor and the direct current branch driving motor can drive the left front wheel and the right front wheel of the vehicle at the same time through the same speed reducer);

or the alternating current sub-driving motor drives the left rear wheel and the right rear wheel of the vehicle simultaneously; the direct current branch driving motor simultaneously drives a left rear wheel and a right rear wheel of the vehicle (the alternating current branch driving motor and the direct current branch driving motor can simultaneously drive the left rear wheel and the right rear wheel of the vehicle through the same speed reducer);

or the alternating current sub-driving motor drives the left front wheel and the right front wheel of the vehicle simultaneously; the direct current branch driving motor simultaneously drives the left rear wheel and the right rear wheel of the vehicle (the alternating current branch driving motor can simultaneously drive the left front wheel and the right front wheel of the vehicle through a speed reducer;

or the alternating current sub-driving motor drives the left rear wheel and the right rear wheel of the vehicle simultaneously; the direct current branch driving motor simultaneously drives the left front wheel and the right front wheel of the vehicle (the alternating current branch driving motor can simultaneously drive the left rear wheel and the right rear wheel of the vehicle through a speed reducer; and the direct current branch driving motor simultaneously drives the left front wheel and the right front wheel of the vehicle through a speed reducer);

or the alternating current branch driving motor simultaneously drives two parallel wheels (such as a left rear wheel and a right rear wheel; or a left front wheel and a right front wheel) of the vehicle; the direct current driving motor drives any wheel of the vehicle;

or the direct current branch driving motor drives two parallel wheels (such as a left rear wheel and a right rear wheel; or a left front wheel and a right front wheel) of the vehicle at the same time; the alternating current driving motor drives any one wheel of the vehicle.

the first alternating current branch driving motor drives any one wheel (a left front wheel, a right front wheel, a left rear wheel or a right rear wheel) of the vehicle; the second AC sub-driving motor drives any one wheel (a left front wheel, a right front wheel, a left rear wheel or a right rear wheel) of the vehicle; the direct current branch driving motor drives any one wheel (left front wheel, right front wheel, left rear wheel or right rear wheel) of the vehicle, or the direct current branch driving motor drives two front wheels simultaneously, or drives two rear wheels simultaneously. Preferably, the first AC partial driving motor drives the left front wheel of the vehicle, the second AC partial driving motor drives the right front wheel of the vehicle, and the DC partial driving motor drives the two rear wheels; or the first AC sub-driving motor drives the left rear wheel of the vehicle, the second AC sub-driving motor drives the right rear wheel of the vehicle, and the DC sub-driving motor drives the two front wheels. When the first ac sub-drive motor, the second ac sub-drive motor, and the dc sub-drive motor respectively drive different wheels, the three motors are preferably in-wheel motors.

Or the first AC sub-driving motor is connected with a rear axle of the driven vehicle through a speed reducer (the first AC sub-driving motor is connected with two rear wheels of the driven vehicle through the speed reducer) so as to simultaneously provide power for the two rear wheels of the driven vehicle; the second AC sub-driving motor is connected with a rear axle of the driven vehicle through a speed reducer so as to provide power for two rear wheels of the driven vehicle at the same time (the first AC sub-driving motor and the second AC sub-driving motor can share the same speed reducer); the direct current branch driving motor can be connected with two front wheels/two rear wheels of the driven vehicle through a speed reducer so as to provide power for the two front wheels/the two rear wheels of the driven vehicle at the same time; at this time, the driving motors (ac branch driving motor and dc branch driving motor) that simultaneously drive the two front wheels/the two rear wheels may share the same reducer;

or the first AC sub-driving motor is connected with a front axle of the driven vehicle through a speed reducer (the first AC sub-driving motor is connected with two front wheels of the driven vehicle through the speed reducer) so as to simultaneously provide power for the two front wheels of the driven vehicle; the second AC sub-driving motor is connected with a front axle of the driven vehicle through a speed reducer so as to provide power for two front wheels of the driven vehicle at the same time (the first AC sub-driving motor and the second AC sub-driving motor can share the same speed reducer); the direct current branch driving motor can be connected with two front wheels/two rear wheels of the driven vehicle through a speed reducer so as to provide power for the two front wheels/the two rear wheels of the driven vehicle at the same time; at this time, the driving motors (ac branch driving motor and dc branch driving motor) that simultaneously drive the two front wheels/the two rear wheels may share the same reducer;

or the first AC sub-driving motor is connected with a front axle of the driven vehicle through a speed reducer (the first AC sub-driving motor is connected with two front wheels of the driven vehicle through the speed reducer) so as to simultaneously provide power for the two front wheels of the driven vehicle; the second AC sub-driving motor is connected with a rear axle of the driven vehicle through a speed reducer so as to provide power for two rear wheels of the driven vehicle at the same time (the first AC sub-driving motor and the second AC sub-driving motor can share the same speed reducer); the direct current branch driving motor can be connected with two front wheels/two rear wheels of the driven vehicle through a speed reducer so as to provide power for the two front wheels/the two rear wheels of the driven vehicle at the same time; at this time, the driving motors (ac branch driving motor and dc branch driving motor) that simultaneously drive the two front wheels/the two rear wheels may share the same reducer;

or the first AC sub-driving motor is connected with a rear axle of the driven vehicle through a speed reducer (the first AC sub-driving motor is connected with two rear wheels of the driven vehicle through the speed reducer) so as to simultaneously provide power for the two rear wheels of the driven vehicle; the second alternating current branch driving motor is connected with one of two front wheels of the driven vehicle to provide power for the front wheel; the direct current driven motor is connected with one of two front wheels of the driven vehicle to provide power for the front wheel;

or the first AC sub-driving motor is connected with a front axle of the driven vehicle through a speed reducer (the first AC sub-driving motor is connected with two front wheels of the driven vehicle through the speed reducer) so as to simultaneously provide power for the two front wheels of the driven vehicle; and the second AC partial driving motor is connected with one of two rear wheels of the driven vehicle to provide power for the rear wheel; the direct current driven motor is connected with one of two rear wheels of the driven vehicle to provide power for the rear wheel;

the first AC sub-driving motor drives any one wheel (a left front wheel, a right front wheel, a left rear wheel or a right rear wheel) of the vehicle, or the first AC sub-driving motor drives two front wheels simultaneously, or drives two rear wheels simultaneously; the second AC sub-driving motor drives any one wheel (a left front wheel, a right front wheel, a left rear wheel or a right rear wheel) of the vehicle, or the second AC sub-driving motor drives two front wheels simultaneously, or drives two rear wheels simultaneously; the first direct current branch driving motor drives any one wheel (a left front wheel, a right front wheel, a left rear wheel or a right rear wheel) of the vehicle or the direct current branch driving motor drives two front wheels simultaneously or drives two rear wheels simultaneously; the second direct current branch driving motor drives any one wheel (left front wheel, right front wheel, left rear wheel or right rear wheel) of the vehicle, or the direct current branch driving motor drives two front wheels simultaneously, or drives two rear wheels simultaneously.

Or the first AC sub-driving motor is connected with a rear axle of the driven vehicle through a speed reducer (the first AC sub-driving motor is connected with two rear wheels of the driven vehicle through the speed reducer) so as to simultaneously provide power for the two rear wheels of the driven vehicle; the second AC sub-driving motor is connected with a rear axle of the driven vehicle through a speed reducer so as to provide power for two rear wheels of the driven vehicle at the same time (the first AC sub-driving motor and the second AC sub-driving motor can share the same speed reducer); the first direct-current driving motor can be connected with two front wheels/two rear wheels of the driven vehicle through a speed reducer so as to simultaneously provide power for the two front wheels/the two rear wheels of the driven vehicle; the second direct current branch driving motor can be connected with two front wheels/two rear wheels of the driven vehicle through a speed reducer so as to simultaneously provide power for the two front wheels/the two rear wheels of the driven vehicle; at this time, the driving motors (ac branch driving motor and dc branch driving motor) that simultaneously drive the two front wheels/the two rear wheels may share the same reducer;

or the first AC sub-driving motor is connected with a front axle of the driven vehicle through a speed reducer (the first AC sub-driving motor is connected with two front wheels of the driven vehicle through the speed reducer) so as to simultaneously provide power for the two front wheels of the driven vehicle; the second AC sub-driving motor is connected with a front axle of the driven vehicle through a speed reducer so as to provide power for two front wheels of the driven vehicle at the same time (the first AC sub-driving motor and the second AC sub-driving motor can share the same speed reducer); the first direct-current driving motor can be connected with two front wheels/two rear wheels of the driven vehicle through a speed reducer so as to simultaneously provide power for the two front wheels/the two rear wheels of the driven vehicle; the second direct current branch driving motor can be connected with two front wheels/two rear wheels of the driven vehicle through a speed reducer so as to simultaneously provide power for the two front wheels/the two rear wheels of the driven vehicle; at this time, the driving motors (ac branch driving motor and dc branch driving motor) that simultaneously drive the two front wheels/the two rear wheels may share the same reducer;

or the first AC sub-driving motor is connected with a front axle of the driven vehicle through a speed reducer (the first AC sub-driving motor is connected with two front wheels of the driven vehicle through the speed reducer) so as to simultaneously provide power for the two front wheels of the driven vehicle; the second AC sub-driving motor is connected with a rear axle of the driven vehicle through a speed reducer so as to provide power for two rear wheels of the driven vehicle at the same time (the first AC sub-driving motor and the second AC sub-driving motor can share the same speed reducer); the first direct-current driving motor can be connected with two front wheels/two rear wheels of the driven vehicle through a speed reducer so as to simultaneously provide power for the two front wheels/the two rear wheels of the driven vehicle; the second direct current branch driving motor can be connected with two front wheels/two rear wheels of the driven vehicle through a speed reducer so as to simultaneously provide power for the two front wheels/the two rear wheels of the driven vehicle; at this time, the driving motors (ac branch driving motor and dc branch driving motor) that simultaneously drive the two front wheels/the two rear wheels may share the same reducer;

or, the first ac partial driving motor is connected to the front axle of the driven vehicle through the speed reducer (for example, the first ac partial driving motor is connected to the two front wheels of the driven vehicle through the speed reducer) to simultaneously provide power to the two front wheels of the driven vehicle; the second ac partial drive motor may be connected to one or both of the two rear wheels of the driven vehicle to power the rear/front wheel; the first direct current drive motor may be connected to one or both of the two rear wheels of the driven vehicle to power the rear/front wheel; the second dc partial drive motor may be connected to one or both of the two rear wheels of the driven vehicle to power the rear wheel/front wheels;

or, the first ac sub-driving motor is connected to the rear axle of the driven vehicle through the speed reducer (for example, the first ac sub-driving motor is connected to the two rear wheels of the driven vehicle through the speed reducer) to simultaneously provide power to the two rear wheels of the driven vehicle; the second ac partial drive motor may be connected to one or both of the two front wheels of the driven vehicle to power the front/rear wheel; the first dc drive motor may be connected to one or both of the two front wheels of the driven vehicle to power the front/rear wheel; the second dc partial drive motor may be connected to one or both of the two front wheels of the driven vehicle to power the front/rear wheel.

It should be noted that, the applicant of the present application recommends to provide the first ac branch driving motor, the second ac branch driving motor, the first dc branch driving motor and the second dc branch driving motor in the following manner;

specifically, a first AC partial drive motor is connected with a left front wheel of a driven vehicle to provide power for the left front wheel, a second AC partial drive motor is connected with a right front wheel of the driven vehicle to provide power for the right front wheel, a first DC partial drive motor is connected with a right rear wheel of the driven vehicle to provide power for the right rear wheel, and a second AC partial drive motor is connected with a left rear wheel of the driven vehicle to provide power for the left rear wheel; preferably, the four motors are all wheel hub motors;

or the first AC partial driving motor is connected with the left rear wheel of the driven vehicle to provide power for the left rear wheel, the second AC partial driving motor is connected with the right rear wheel of the driven vehicle to provide power for the right rear wheel, the first DC partial driving motor is connected with the right front wheel of the driven vehicle to provide power for the right front wheel, and the second AC partial driving motor is connected with the left front wheel of the driven vehicle to provide power for the left front wheel; preferably, the four motors are all in-wheel motors.

The two ways of arranging the motor can omit a differential mechanism in the vehicle so as to save the inner space of the vehicle.

It should be noted that, in the above implementation, the number of the ac sub-driving motors is generally set as disclosed in the above implementation; the number of the dc branch driving motors may also be increased on the basis of the disclosure of the above scheme, for example, the number of the dc branch driving motors may be multiple (e.g., 2, 3, 4, 5 or more), and when the number of the dc branch driving motors is multiple, each dc branch driving motor may be set according to the driving manner of the dc branch driving motor disclosed in the above scheme (for example, any one dc branch driving motor may drive any one wheel, and may also drive two front wheels or two rear wheels).

Based on the foregoing solution, in order to verify the correctness of the foregoing solution, the applicant of the present application has conducted a lot of experiments and analytical studies, and below, experimental data under different conditions are listed for verification, in the following experimental examples, the driving systems all drive four-wheel vehicles (including a front left wheel, a front right wheel, a rear left wheel and a rear right wheel), when the rated rotation speed is lower than 1000, the motor is usually an in-wheel motor, and when the rated rotation speed is higher than 1000, the motor is usually a non-in-wheel motor:

experimental example 1:

as shown in Table 1 and FIG. 37, the running test data in a state of constant speed of 40km/h and the data of the comparative example are shown. The drive system is applied to a vehicle with a weight of 1.2 t.

TABLE 1 one-AC three-DC three-motor series connection

TABLE 1 one-AC three-DC three-motor series connection

The drive system includes: the sequentially connected batteries, 1 alternating current branch driving motor, 1 rectifier and 3 direct current branch driving motors are sequentially connected, and the three direct current branch driving motors are connected between the direct current input end and the direct current output end of the rectifier in series; the alternating current branch driving motor and one direct current branch driving motor simultaneously drive the front two wheels through the same speed reducer, and the other two direct current branch driving motors drive the left rear wheel together. In fig. 37 to 39, a string indicates that the motors are connected in series, a tail line indicates that the tail ends of each phase of winding in the three-phase winding are separated from each other, the tail ends of each phase of winding in the three-phase winding of the ac component driving motor are respectively connected to the three-phase input port of the rectifier, and the dc output port of the rectifier is electrically connected to the dc component driving motor. That is, the dc drive motor is connected by way of a rectifier by way of an ac drive motor tail section. In fig. 37 to 39, the dc drive motor is equivalent to the dc sub drive motor, and the ac drive motor is equivalent to the ac sub drive motor.

The drive system is applied to a vehicle with the weight of 1.2 t;

the reduction ratio of the alternating current driving motor is 1: 3.8; the reduction ratios of the 3 direct current branch driving motors are respectively 1:1, 1:1 and 1:3.8 (first row data), or respectively 1:1, 1:3.8 and 1:1 (second row data);

the rated power of the AC branch driving motor is 20 KW; the rated power of the 3 direct current branch driving motors is 4 KW;

the rated rotating speed of the alternating current branch driving motor is 3500 r/min; the rated rotating speeds of the 3 direct current branch driving motors are 2800 r/min.

Comparative example: the raw vehicle data relative to table 1 are: the original vehicle is only provided with an AC branch driving motor, the rated power of the AC branch driving motor is 20KW, the rated rotating speed is 3500r/min, and the reduction ratio is 1: 6.4.

The electricity consumption in hundred kilometers is: the energy consumption is 9.76 Kwh/hundred kilometers.

Through the first two tests (the first two rows of data in table 1), it can be obviously seen that under the conditions that the vehicle speed is 40 yards and other parameters are inconvenient, the average mileage can be increased by 28.8% and 19.2% respectively by using the scheme provided by the application.

Experimental example 2:

as shown in Table 2, the running test data at a constant speed of 40km/h and the data of the comparative example are shown. The drive system is applied to a vehicle weighing 1.6 t.

TABLE 2

The drive system includes: the sequentially connected batteries, 1 alternating current branch driving motor, 1 rectifier and 2 direct current branch driving motors (a first direct current branch driving motor and a second direct current branch driving motor) are sequentially connected, and the 2 direct current branch driving motors are connected between a direct current input end and a direct current output end of the rectifier in series; the alternating current branch driving motor drives the front two wheels simultaneously through the speed reducer, and the output shafts of the other two direct current branch driving motors are coaxially connected to drive the right rear wheel jointly.

The driving system is applied to a vehicle with the weight of 1.6 t; the rated power of the AC branch driving motor is 42KW, the rated rotating speed is 4500r/min, and the reduction ratio is 1: 8.

Comparative example: the original vehicle only uses the alternating current component driving motor to drive the front two wheels, and the power consumption of one hundred kilometers is as follows: 8.55 kwh/hundred kilometers.

Experimental example 3:

as shown in Table 3, the running test data at a constant speed of 40km/h and the data of the comparative example are shown. The drive system is applied to a vehicle weighing 1.6 t.

TABLE 3

The drive system includes: the sequentially connected batteries, 1 alternating current branch driving motor, 1 rectifier and 3 direct current branch driving motors are sequentially connected, and the 3 direct current branch driving motors are connected between the direct current input end and the direct current output end of the rectifier in series; the alternating current branch driving motor drives the front two wheels simultaneously through the speed reducer, and the output shafts of the 3 direct current branch driving motors are coaxially connected to drive the right rear wheel jointly. The reduction ratio of the three direct current branch driving motors is 1:1, the rated power is 4KW, and the rotating speed is 2800 r/min. The rated electric power of the AC branch driving motor is 42KW, the rated rotating speed is 4500r/min, and the reduction ratio is 1: 8. The three direct current drive motors are series excited motors.

Comparative example: the original vehicle only uses the alternating current component driving motor to drive the wheels, and the power consumption per hundred kilometers is as follows: 8.55 kwh/hundred kilometers.

Experimental example 4:

as shown in Table 4, the running test data at a constant speed of 40km/h and the data of the comparative example are shown. The drive system is applied to a vehicle with a weight of 1.8 t.

The drive system includes: the sequentially connected batteries, 1 alternating current branch driving motor, 1 rectifier and 1 direct current branch driving motor are sequentially connected, and the 1 direct current branch driving motor is connected between the direct current input end and the direct current output end of the rectifier in series; the alternating current branch driving motor drives the front two wheels through the speed reducer, and the 1 direct current branch driving motor drives the rear two wheels through the speed reducer. The rated electric power of the AC branch driving motor is 45KW, the rated rotating speed is 4500r/min, and the reduction ratio is 1: 6.4.

Comparative example: the original vehicle only uses the alternating current component driving motor to drive the wheels, and the power consumption per hundred kilometers is as follows: 13.5 Kwh/hundred kilometers.

Experimental example 5:

as shown in Table 5, the running test data at a constant speed of 40km/h and the data of the comparative example are shown. The drive system is applied to a vehicle with a weight of 1.8 t.

The drive system includes: the sequentially connected batteries, 1 alternating current branch driving motor, 1 rectifier and 2 direct current branch driving motors (a first direct current branch driving motor and a second direct current branch driving motor) are sequentially connected, and the 2 direct current branch driving motors are connected between a direct current input end and a direct current output end of the rectifier in series; the alternating current branch driving motor drives the front two wheels through the speed reducer, and the 2 direct current branch driving motors drive the rear two wheels through the speed reducer. The rated electric power of the AC branch driving motor is 45KW, the rated rotating speed is 4500r/min, and the reduction ratio is 1: 8.

Comparative example: the original vehicle only uses the alternating current component driving motor to drive the wheels, and the power consumption per hundred kilometers is as follows: 9.5 Kwh/hundred kilometers.

Experimental example 6:

as shown in Table 6, the running test data at a constant speed of 60km/h and the data of the comparative example are shown. The drive system is applied to a vehicle with a weight of 1.4 t.

Comparative example: the original vehicle only uses the alternating current component driving motor (rated power 75KW, rated rotating speed 6000r/min, reduction ratio 1:9.5) to drive wheels, and the electricity consumption per hundred kilometers is as follows: 9.5 Kwh/hundred kilometers.

Experimental example 7:

as shown in Table 7, the running test data at a constant speed of 60km/h and the data of the comparative example are shown. The drive system is applied to a vehicle with a weight of 1.4 t.

The driving system comprises two driving lines (a first driving line and a second driving line) and a battery; the first drive line includes: the system comprises 1 alternating current branch driving motor (a first alternating current branch driving motor), 1 rectifier (a first rectifier) and 1 direct current branch driving motor (a first alternating current branch driving motor) which are sequentially connected in series; the second drive line includes: the system comprises 1 alternating current branch driving motor (a second alternating current branch driving motor), 1 rectifier (a second rectifier) and 1 direct current branch driving motor (a second alternating current branch driving motor) which are sequentially connected in series; the first direct current driving motor is connected between the direct current input end and the direct current output end of the first rectifier in series; the second direct current branch driving motor is connected in series between the direct current input end and the direct current output end of the second rectifier; the first alternating current branch driving motor drives the left front wheel; the second alternating current branch driving motor drives the right front wheel; the first direct current driving motor drives the right rear wheel; the second direct current branch driving motor drives the left rear wheel.

Comparative example: the original vehicle only uses the first AC component driving motor to drive the wheels, and the power consumption of one hundred kilometers is as follows: 9.5 Kwh/hundred kilometers.

Experimental example 8:

as shown in Table 8, the running test data at a constant speed of 60km/h and the data of the comparative example are shown. The drive system is applied to a vehicle with a weight of 1.4 t.

The drive system includes: the sequentially connected batteries, 1 alternating current branch driving motor, 1 rectifier and 2 direct current branch driving motors (a first direct current branch driving motor and a second direct current branch driving motor) are sequentially connected, and the 2 direct current branch driving motors are connected between a direct current input end and a direct current output end of the rectifier in parallel; the alternating current branch driving motor is coaxially connected with the first direct current branch driving motor and drives two front wheels together, and the second direct current branch driving motor drives two rear wheels simultaneously through the speed reducer.

Comparative example: the original vehicle only uses an alternating current driving motor (rated power is 20KW, rated rotating speed is 3500r/min, reduction ratio is 1:6.4) to drive wheels, and the electricity consumption in hundred kilometers is as follows: 11.73 Kwh/hundred kilometers.

Experimental example 9:

as shown in Table 9, the running test data at a constant speed of 60km/h and the data of the comparative example are shown. The drive system is applied to a vehicle with a weight of 1.2 t.

The drive system includes: the sequentially connected batteries, 1 alternating current branch driving motor, 1 rectifier and 2 direct current branch driving motors (a first direct current branch driving motor and a second direct current branch driving motor) are sequentially connected, and the 2 direct current branch driving motors are connected between a direct current input end and a direct current output end of the rectifier in series; the alternating current branch driving motor simultaneously drives the front axle through the speed reducer to be connected, and the two direct current branch driving motors simultaneously drive the two rear wheels through the speed reducer.

Experimental example 10:

as shown in Table 10, the running test data at a constant speed of 60km/h and the data of the comparative example are shown. The drive system is applied to a vehicle weighing 1.6 t.

The drive system includes: the sequentially connected batteries, 1 alternating current branch driving motor, 1 rectifier and 2 direct current branch driving motors (a first direct current branch driving motor and a second direct current branch driving motor) are sequentially connected, and the 2 direct current branch driving motors are connected between a direct current input end and a direct current output end of the rectifier in series; the alternating current branch driving motor drives the front two wheels simultaneously through the speed reducer, and the output shafts of the other two direct current branch driving motors are coaxially connected to drive the right rear wheel jointly. The rated power of the AC branch driving motor is 42KW, the rated rotating speed is 4500r/min, and the reduction ratio is 1: 8.

Comparative example: the original vehicle only uses the alternating current component driving motor to drive two front wheels, and the power consumption of one hundred kilometers is as follows: 10.2 Kwh/hundred kilometers.

In the first group of data, the first direct current branch driving motor and the second direct current branch driving motor are respectively a permanent magnet carbon brush motor and a series excitation motor;

in the second and third groups of data, the first direct current branch driving motor and the second direct current branch driving motor are respectively a permanent magnet motor and a series excitation motor; the first direct current branch driving motor and the second direct current branch driving motor are jointly driven by a chain wheel;

in the fourth group of data, the first direct current component driving motor and the second direct current component driving motor are respectively a series excitation motor and a permanent magnet motor;

in the fifth group of data, the first direct current branch driving motor and the second direct current branch driving motor are respectively a permanent magnet motor and a series excitation motor;

in the sixth group of data, the first direct current branch driving motor and the second direct current branch driving motor are respectively a permanent magnet motor and a permanent magnet motor;

in the seventh and eighth groups of data, the first direct current branch driving motor and the second direct current branch driving motor are respectively a series excitation motor and a permanent magnet motor;

in the ninth group of data, the first direct current branch driving motor and the second direct current branch driving motor are respectively a series excitation motor and a series excitation motor;

in the tenth group of data, the first direct current branch driving motor and the second direct current branch driving motor are respectively a permanent magnet motor and a series excitation motor.

Experimental example 11:

as shown in Table 11, the running test data at a constant speed of 60km/h and the data of the comparative example are shown. The drive system is applied to a vehicle with a weight of 1.8 t.

The drive system includes: the sequentially connected batteries, 1 alternating current branch driving motor, 1 rectifier and 2 direct current branch driving motors (a first direct current branch driving motor and a second direct current branch driving motor) are sequentially connected, and the 2 direct current branch driving motors are connected between a direct current input end and a direct current output end of the rectifier in series; the alternating current driving motor drives the front two wheels through the speed reducer, and the two direct current driving motors drive the two rear wheels through the speed reducer. The rated power of the AC branch driving motor is 45KW, the rated rotating speed is 4500r/min, and the reduction ratio is 1: 6.4.

Comparative example: the original vehicle only uses the alternating current component driving motor to drive two front wheels, and the power consumption of one hundred kilometers is as follows: 15.6 Kwh/hundred kilometers.

Experimental example 12:

as shown in Table 12, the running test data at a constant speed of 80km/h and the data of the comparative example are shown. The drive system is applied to a vehicle with a weight of 1.4 t.

The driving system comprises two driving lines (a first driving line and a second driving line) and a battery; the first drive line includes: the system comprises 1 alternating current branch driving motor (a first alternating current branch driving motor), 1 rectifier (a first rectifier) and 1 direct current branch driving motor (a first alternating current branch driving motor) which are sequentially connected in series; the second drive line includes: the system comprises 1 alternating current branch driving motor (a second alternating current branch driving motor), 1 rectifier (a second rectifier) and 1 direct current branch driving motor (a second alternating current branch driving motor) which are sequentially connected in series; the first direct current driving motor is connected between the direct current input end and the direct current output end of the first rectifier in series; the second direct current branch driving motor is connected in series between the direct current input end and the direct current output end of the second rectifier; the first alternating current branch driving motor drives the left front wheel; the second alternating current branch driving motor drives the right front wheel; the first direct current driving motor drives the right rear wheel; the second direct current branch driving motor drives the left rear wheel. In this experimental example, the parameters of the two dc partial driving motors are the same.

Comparative example: the original vehicle only uses the first AC sub-driving motor to simultaneously drive two front wheels, and the power consumption per hundred kilometers is as follows: 9.98 kwh/hundred kilometers.

Experimental example 13:

as shown in Table 13 and FIG. 38, the running test data at a constant speed of 80km/h and the data of the comparative example are shown. The drive system is applied to a vehicle with a weight of 1.2 t.

The drive system includes: the system comprises a battery, 2 alternating current branch driving motors (a first alternating current branch driving motor and a second alternating current branch driving motor), 2 rectifiers (a first rectifier and a second rectifier) and 1 direct current branch driving motor; the first AC branch driving motor, the first rectifier and the DC branch driving motor are sequentially connected; the second AC branch driving motor, the second rectifier and the DC branch driving motor are sequentially connected; the first AC sub-driving motor and the second AC sub-driving motor respectively drive the left rear wheel and the right rear wheel (both motors are hub motors); the direct current driving motor drives two front wheels simultaneously; the direct current branch driving motor is connected between the direct current input end and the direct current output end of the rectifier in parallel;

comparative example: the original vehicle only uses an alternating current driving motor (rated power 20KW, rated rotating speed 3500r/min, reduction ratio 1:6.4) to drive two front wheels, and the electricity consumption in hundred kilometers is as follows: 10.4 Kwh/hundred kilometers.

Experimental example 14:

as shown in Table 14 and FIGS. 40 to 43, the running test data at a constant speed of 80km/h and the data of the comparative example are shown. The drive system is applied to a vehicle with a weight of 1.2 t.

The driving system comprises two driving lines (a first driving line and a second driving line) and a battery; the first drive line includes: the system comprises 1 alternating current branch driving motor (a first alternating current branch driving motor), 1 rectifier (a first rectifier) and 1 direct current branch driving motor (a first alternating current branch driving motor) which are sequentially connected in series; the second drive line includes: the system comprises 1 alternating current branch driving motor (a second alternating current branch driving motor), 1 rectifier (a second rectifier) and 1 direct current branch driving motor (a second alternating current branch driving motor) which are sequentially connected in series; the first direct current driving motor is connected between the direct current input end and the direct current output end of the first rectifier in series; the second direct current branch driving motor is connected in series between the direct current input end and the direct current output end of the second rectifier; the first alternating current branch driving motor drives the left front wheel; the second alternating current branch driving motor drives the right front wheel; the first direct current driving motor drives the right rear wheel; the second direct current branch driving motor drives the left rear wheel. In this experimental example, the parameters of the two dc partial driving motors are the same. The two AC branch driving motors are both external rotor motors.

Experimental example 15:

as shown in Table 15 and FIG. 39, the running test data at a constant speed of 80km/h and the data of the comparative example are shown. The drive system is applied to a vehicle with a weight of 1.2 t.

The drive system includes: the system comprises a battery, 2 alternating current branch driving motors (a first alternating current branch driving motor and a second alternating current branch driving motor), 2 rectifiers (a first rectifier and a second rectifier) and 2 direct current branch driving motors (a first direct current branch driving motor and a second direct current branch driving motor); the first alternating current branch driving motor, the first rectifier, the first direct current branch driving motor and the first direct current branch driving motor are sequentially connected; the second AC branch driving motor, the second rectifier, the first DC branch driving motor and the first DC branch driving motor are sequentially connected in sequence (namely, the first DC branch driving motor and the second DC branch driving motor are connected in series between the DC input end and the DC output end of the first rectifier, and the first DC branch driving motor and the second DC branch driving motor are connected in series between the DC input end and the DC output end of the second rectifier); the first AC sub-driving motor and the second AC sub-driving motor respectively drive the left rear wheel and the right rear wheel (both the two AC sub-driving motors are outer rotor motors); the first direct current branch driving motor and the second direct current branch driving motor respectively drive the left front wheel and the right front wheel; in this experimental example, the parameters of the two dc partial driving motors are the same.

Experimental example 16:

as shown in Table 16 and FIGS. 40 to 43, the running test data at a constant speed of 80km/h and the data of the comparative example are shown. The drive system is applied to a vehicle with a weight of 1.2 t.

The driving system comprises two driving lines (a first driving line and a second driving line) and a battery; the first drive line includes: the system comprises 1 alternating current branch driving motor (a first alternating current branch driving motor), 1 rectifier (a first rectifier) and 1 direct current branch driving motor (a first alternating current branch driving motor) which are sequentially connected in series; the second drive line includes: the system comprises 1 alternating current branch driving motor (a second alternating current branch driving motor), 1 rectifier (a second rectifier) and 1 direct current branch driving motor (a second alternating current branch driving motor) which are sequentially connected in series; the first direct current driving motor is connected between the direct current input end and the direct current output end of the first rectifier in series; the second direct current branch driving motor is connected in series between the direct current input end and the direct current output end of the second rectifier; the first alternating current branch driving motor drives the left rear wheel; the second alternating current branch driving motor drives the right rear wheel; the first direct current driving motor drives the right front wheel; the second direct current branch driving motor drives the left front wheel. In this experimental example, the parameters of the two dc partial driving motors are the same. The first alternating current branch driving motor is an inner rotor flat motor; the second AC sub-driving motor is an outer rotor hub motor.

Experimental example 17:

as shown in Table 17, the running test data at a constant speed of 80km/h and the data of the comparative example are shown. The drive system is applied to a vehicle weighing 1.6 t.

The drive system includes: the sequentially connected batteries, 1 alternating current branch driving motor, 1 rectifier and 2 direct current branch driving motors (a first direct current branch driving motor and a second direct current branch driving motor which are respectively a series excitation motor and a permanent magnet motor) are sequentially connected, and the 2 direct current branch driving motors are connected between a direct current input end and a direct current output end of the rectifier in series; the alternating current driving motor drives the front two wheels through the speed reducer, and the two direct current driving motors drive the two rear wheels through the speed reducer. The rated power of the AC branch driving motor is 42KW, the rated rotating speed is 4500r/min, and the reduction ratio is 1: 8.

Comparative example: the original vehicle only uses the alternating current component driving motor to drive two front wheels, and the power consumption of one hundred kilometers is as follows: 11.25 kwh/hundred kilometers.

Experimental example 18:

as shown in Table 18, the running test data at a constant speed of 80km/h and the data of the comparative example are shown. The drive system is applied to a vehicle weighing 1.6 t.

The drive system includes: the sequentially connected batteries, 1 alternating current branch driving motor, 1 rectifier and 2 direct current branch driving motors (a first direct current branch driving motor and a second direct current branch driving motor which are respectively a series excitation motor and a permanent magnet motor) are sequentially connected, and the 2 direct current branch driving motors are connected between a direct current input end and a direct current output end of the rectifier in parallel; the alternating current driving motor drives the front two wheels through the speed reducer, and the two direct current driving motors drive the two rear wheels through the speed reducer. The rated power of the AC branch driving motor is 42KW, the rated rotating speed is 4500r/min, and the reduction ratio is 1: 8.

Experimental example 19:

as shown in Table 19, the running test data at a constant speed of 80km/h and the data of the comparative example are shown. The drive system is applied to a vehicle weighing 1.6 t.

The drive system includes: the sequentially connected batteries, 1 alternating current branch driving motor, 1 rectifier and 3 direct current branch driving motors (a first direct current branch driving motor, a second direct current branch driving motor and a third direct current branch driving motor) are sequentially connected, and the 3 direct current branch driving motors are connected between a direct current input end and a direct current output end of the rectifier in series; the alternating current driving motor drives the front two wheels through the speed reducer, and the two direct current driving motors drive the two rear wheels through the speed reducer. The rated power of the AC branch driving motor is 42KW, the rated rotating speed is 4500r/min, and the reduction ratio is 1: 8. The parameters of the 3 direct current branch driving motors are the same, the reduction ratio is 1:1, the rated power is 4kw, and the rated rotating speed is 2800 r/min.

Experimental example 20:

as shown in Table 20, the running test data at a constant speed of 80km/h and the data of the comparative example are shown. The drive system is applied to a vehicle with a weight of 1.8 t.

The drive system includes: the sequentially connected batteries, 1 alternating current branch driving motor, 1 rectifier and 1 direct current branch driving motor are sequentially connected, and the 1 direct current branch driving motor is connected between the direct current input end and the direct current output end of the rectifier in series; the AC branch driving motor drives the left front wheel, and the DC branch driving motor drives the right rear wheel. The rated electric power of the AC branch driving motor is 45KW, the rated rotating speed is 4500r/min, and the reduction ratio is 1: 6.4.

Comparative example: the original vehicle only uses the alternating current component driving motor (rated power 45KW, rated rotating speed 4500r/min, reduction ratio 1:6.4) to drive wheels, and the electricity consumption per hundred kilometers is as follows: 15.75 Kwh/hundred kilometers.

Experimental example 21:

as shown in Table 21, the running test data at a constant speed of 80km/h and the data of the comparative example are shown. The drive system is applied to a vehicle with a weight of 1.8 t.

The drive system includes: the sequentially connected batteries, 1 alternating current branch driving motor, 1 rectifier and 2 direct current branch driving motors (a first direct current branch driving motor and a second direct current branch driving motor which are respectively a series excitation motor and a permanent magnet motor) are sequentially connected, and the 2 direct current branch driving motors are connected between a direct current input end and a direct current output end of the rectifier in series; the alternating current driving motor drives the front two wheels through the speed reducer, and the two direct current driving motors drive the two rear wheels through the speed reducer. The rated power of the AC branch driving motor is 45KW, the rated rotating speed is 4500r/min, and the reduction ratio is 1: 6.4.

Comparative example: the original vehicle only uses the alternating current component driving motor to drive the left front wheel, and the power consumption of one hundred kilometers is as follows: 15.75 Kwh/hundred kilometers.

Experimental example 22:

as shown in Table 22, the running test data at a constant speed of 80km/h and the data of the comparative example are shown. The drive system is applied to a vehicle with a weight of 1.8 t.

The drive system includes: the sequentially connected batteries, 1 alternating current branch driving motor, 1 rectifier and 2 direct current branch driving motors (a first direct current branch driving motor and a second direct current branch driving motor which are respectively a series excitation motor and a permanent magnet motor) are sequentially connected, and the 2 direct current branch driving motors are connected between a direct current input end and a direct current output end of the rectifier in parallel; the alternating current driving motor drives the front two wheels through the speed reducer, and the two direct current driving motors drive the two rear wheels through the speed reducer. The rated power of the AC branch driving motor is 45KW, the rated rotating speed is 4500r/min, and the reduction ratio is 1: 6.4.

Comparative example: the original vehicle only uses the alternating current component driving motor to drive two front wheels, and the power consumption of one hundred kilometers is as follows: 15.75 Kwh/hundred kilometers.

Through comparison, the experimental examples 14 and 16 have the most ideal effect, the automatic differential can be realized when the vehicle runs, a differential is not needed to be arranged in the vehicle, the mechanical loss is reduced, the space in the vehicle is saved, and the safety is improved. Similarly, the mode that the alternating current branch driving motor and the direct current branch driving motor in the same driving line respectively drive the left front wheel and the right rear wheel can also play a good role, and the two similar electrodes respectively drive the right front wheel and the left rear wheel, or respectively drive the right rear wheel and the left front wheel, or respectively drive the left rear wheel and the right front wheel, and can play a good role.

According to the technical scheme, the series excited motor is adopted, the rotor winding and the stator winding of the series excited motor are connected in series, and the position switching problem does not exist, so that synchronous and same-speed driving can be effectively carried out, and the phenomenon of disordered driving can not be caused.

The above description introduces the structure of the driving system and the vehicle provided by the present application, and the present application further provides a processing method of the driving system based on the above structure, wherein the processing method mainly includes two steps, respectively:

step 1, enabling the tail end of each phase winding in the first winding to be electrically connected with a three-phase input end of a rectifier respectively; the first winding is positioned in the alternating current branch driving motor, and the phase number of the first winding is at least three phases;

and 2, connecting a direct current branch driving motor between the direct current output end and the direct current input end of the rectifier.

It should be noted that, it is not always necessary to distinguish the context between the two steps, and step 1 may be performed first, and then step 2 may be performed, or step 2 may be performed first, and then step 1 may be performed.

Preferably, the following steps can be added on the basis of the two steps: and respectively configuring a first speed reducer and a second speed reducer for the AC branch driving motor and the DC branch driving motor, wherein the speed reduction ratios of the first speed reducer and the second speed reducer are respectively 2.2-2.45:1 and 2.05: 1.

The first speed reducer and the second speed reducer can be the same speed reducer, and can also be a front axle speed reducer and a rear axle speed reducer of a vehicle respectively. Because the method is based on the above-described structure, nothing disclosed in the method can be referred to in its entirety as to the system, and vehicle described herein.

Similarly, the present application also provides a vehicle housing comprising a main body frame, wherein the main body frame is provided with a receiving cavity therein, and the receiving cavity is configured to receive the drive system disclosed in the foregoing. The body frame refers to an upper object of the vehicle, and in some cases, may further include a chassis of the vehicle.

In the present application, the motor used for the ac sub-drive motor is an ac permanent magnet synchronous motor, and of course, an ac asynchronous motor may also be used.

The above embodiments are merely examples, which are not intended to limit the scope of the present disclosure, and all modifications and equivalents of the structures and equivalent processes that are obvious from the description of the present disclosure, or that may be directly or indirectly applied to other related arts, are intended to be included within the scope of the present disclosure.

Claims

A motor drive system for an electric vehicle, characterized by:

the system comprises a battery, a controller, at least one alternating current branch driving motor, at least one rectifier and at least one direct current branch driving motor;

the controller is connected with the battery to output alternating current;

the alternating current branch driving motor is internally provided with at least three-phase windings, the head end of each phase of winding in the three-phase windings is connected with the controller, and the tail ends of each phase of winding in the three-phase windings are mutually separated;

the rectifier comprises a three-phase input port and a direct current output port; the tail end of each phase of winding in the three-phase windings of the AC branch driving motor is respectively connected with the three-phase input port of the rectifier, and the DC output port of the rectifier is electrically connected with the DC branch driving motor.
The motor driving system according to claim 1, wherein the ac branch driving motor and the dc branch driving motor are respectively manufactured to have different rated rotational speeds, and the electric power output from the controller is freely proportioned according to the load on the ac branch driving motor and the dc branch driving motor.
The motor driving system according to claim 1, wherein the ac branch driving motor and the dc branch driving motor are respectively connected to speed reducers with different speed ratios, and the electric energy output by the controller is freely proportioned according to the load on the ac branch driving motor and the dc branch driving motor.
A motor drive system according to any one of claims 1 to 3, wherein the dc-drive motor is a brushed permanent magnet dc motor.
The motor drive system according to any one of claims 1 to 3, wherein the direct-current drive motor is a series motor.
A motor drive system according to any one of claims 1 to 3, wherein the ac-split drive motor is an ac asynchronous motor or an ac synchronous motor.
The motor drive system according to any one of claims 1 to 3, wherein the ac-side split drive motor and the dc-side split drive motor are coaxially connected to drive a front axle or a rear axle of the vehicle.
The motor drive system according to any one of claims 1 to 3, wherein the ac and dc component drive motors are connected to drive a front axle and a rear axle of the vehicle, respectively.
The motor driving system according to any one of claims 1 to 8, further comprising an electric vehicle with a maximum driving speed greater than 100km/h, wherein the electric vehicle comprises a front axle and a rear axle, a reduction gearbox and a differential gear which are connected and driven with each other are arranged on the front axle and/or the rear axle, the alternating current sub-driving motor and/or the direct current sub-driving motor are connected and driven with the reduction gearbox, and the reduction ratio of the reduction gearbox is 2.2-4.5.
The motor driving system according to any one of claims 1 to 8, further comprising an electric vehicle with a maximum driving speed greater than 100km/h, wherein the electric vehicle comprises a front axle and a rear axle, a reduction gearbox and a differential gear which are connected and driven with each other are arranged on the front axle and/or the rear axle, the alternating current sub-driving motor and/or the direct current sub-driving motor are connected and driven with the reduction gearbox, and the reduction ratio of the reduction gearbox is 2.5-3.7.
The motor driving system according to claim 1, wherein a three-phase diode rectifier bridge is provided in the rectifier, the three-phase diode rectifier bridge includes three single-phase diode rectifier circuits electrically connected in parallel, the tail end of each phase winding in the three-phase winding is electrically connected to the single-phase diode rectifier circuit, two ends of each single-phase diode rectifier circuit are simultaneously connected to two dc output ports of the rectifier, and after the dc driving motor or/and the electric energy storage device is connected to the two dc output ports, two ends of each single-phase diode rectifier circuit are connected and conducted to form a loop, so that the dc output port becomes a neutral point required for star connection of the three-phase winding.
The motor drive system according to any one of claims 1 to 11, wherein the dc link drive motors are 2 in number, and include a first dc link drive motor and a second dc link drive motor electrically connected in series or in parallel with each other.
The motor driving system according to claim 12, wherein the ac-side dividing driving motor, the first dc-side dividing driving motor, and the second dc-side dividing driving motor are respectively manufactured to have different rated rotational speeds, and the electric power output by the controller is freely proportioned according to the load on the ac-side dividing driving motor, the first dc-side dividing driving motor, and the second dc-side dividing driving motor.
The motor driving system according to claim 12, wherein the ac-dc-.
The motor drive system according to claim 12, wherein the first dc component drive motor and the second dc component drive motor are brush permanent magnet dc motors or series machines.
The motor drive system of claim 12, wherein the ac split drive motor is an ac asynchronous motor or an ac synchronous motor.
The motor drive system according to any one of claims 1 to 11, wherein the dc partial drive motors are 3 in number, and include a first dc partial drive motor, a second dc partial drive motor, and a third dc partial drive motor that are electrically connected in series or in parallel with each other.
The motor driving system according to claim 17, wherein the ac-dc.
The motor driving system according to claim 17, wherein the ac-dc-.
The motor drive system according to claim 17, wherein the first dc component drive motor, the second dc component drive motor, and the third dc component drive motor are brush permanent magnet dc motors or series excited motors.
The motor drive system of claim 17, wherein the ac split drive motor is an ac asynchronous motor or an ac synchronous motor.
The motor drive system according to any one of claims 1 to 11, wherein the number of the dc partial drive motors is 4, and includes a first dc partial drive motor, a second dc partial drive motor, a third dc partial drive motor, and a fourth dc partial drive motor, which are electrically connected in series with each other.
The motor driving system according to claim 22, further comprising an electric vehicle having a maximum driving speed greater than 100km/h, wherein the electric vehicle comprises a front axle and a rear axle, a reduction gearbox and a differential gear which are connected with each other for transmission are arranged on the front axle and/or the rear axle, the ac sub-driving motor and the first dc sub-driving motor are coaxially connected for transmission of the reduction gearbox, and the reduction gearbox has a reduction ratio of 2.2-4.5.
The motor driving system according to claim 22, further comprising an electric vehicle having a maximum driving speed greater than 100km/h, wherein the electric vehicle comprises a front axle and a rear axle, a reduction gearbox and a differential gear which are connected with each other for transmission are arranged on the front axle and/or the rear axle, the ac sub-driving motor and the first dc sub-driving motor are coaxially connected for transmission of the reduction gearbox, and the reduction gearbox has a reduction ratio of 2.5-3.7.
An electric motor drive system according to claim 1 or 2 or 3 or 12 or 17 or 22, wherein said ac split drive motors are provided in 2, including a first ac split drive motor and a second ac split drive motor electrically connected in series with each other, the tail end of each phase winding in said first ac split drive motor being directly connected to the head end of each phase winding in said second ac split drive motor, the tail end of each phase winding in said second ac split drive motor being connected to the three phase input port of said rectifier.
The motor drive system of claim 25, wherein the first ac sub-drive motor and the second ac sub-drive motor are coaxially connected in series.
The motor drive system of claim 25, wherein the first ac sub-drive motor and the second ac sub-drive motor are ac asynchronous motors or ac synchronous motors.
The motor drive system according to any one of claims 1 to 27, wherein a drive voltage at which the dc split drive motor operates is not less than 5V.
The motor drive system according to any one of claims 1 to 27, wherein a drive voltage at which the dc split drive motor operates is 5 to 96V.
The motor drive system of claim 1, wherein the at least one ac sub-drive motor, the at least one rectifier, and the at least one dc sub-drive motor are sequentially connected to form a drive line.
The motor drive system of claim 30, wherein the motor parameters of the target ac-split drive motor and the motor parameters of the target dc-split drive motor are set according to preset values such that the power of the target dc-split drive motor is about 1.5% to 40% of the total power; the total power is the sum of the power of the target direct current branch driving motor and the power of the target alternating current branch driving motor; the motor parameters of the target ac component drive motor include at least one or more of: rated speed and reduction ratio; the motor parameters of the target dc-driven motor include one or more of: rated speed and reduction ratio.
The motor drive system according to claim 30, wherein the power proportion of the target dc-split driving motor when the vehicle is in the acceleration state is larger than the power proportion of the target dc-split driving motor when the vehicle is in the constant speed state; the power ratio is the percentage of the power of the target direct current driving motor in the total power; the total power is the sum of the power of the target direct current branch driving motor and the power of the target alternating current branch driving motor; the motor parameters of the target alternating current driving motor at least comprise one or more of rated rotating speed and reduction ratio; the motor parameters of the target direct current driven motor comprise one or more of rated rotating speed and reduction ratio; the target alternating current driving motor, the target rectifier and the target direct current driving motor all belong to the same driving line.
The motor drive system according to claim 30, wherein the motor parameter of the target ac branch driving motor and the motor parameter of the target dc branch driving motor are set according to preset values so that the power usage rate of the target dc branch driving motor and the power usage rate of the target ac branch driving motor can be automatically adjusted under different load conditions; the motor parameters of the target alternating current driving motor at least comprise one or more of rated rotating speed and reduction ratio; the motor parameters of the target direct current driven motor comprise one or more of rated rotating speed and reduction ratio; the target alternating current component driving motor, the target rectifier and the target direct current component driving motor all belong to the same driving line;

or the like, or, alternatively,

setting motor parameters of the target alternating current branch driving motor and motor parameters of the target direct current branch driving motor according to preset values, so that at least part of electric energy provided by the electric energy input end moves between the target direct current branch driving motor and the target alternating current branch driving motor under different load conditions; the motor parameters of the target alternating current driving motor at least comprise one or more of rated rotating speed and reduction ratio; the motor parameters of the target direct current driven motor comprise one or more of rated rotating speed and reduction ratio; the target alternating current driving motor, the target rectifier and the target direct current driving motor all belong to the same driving line.
The motor drive system according to claim 30, wherein the motor parameter of the target ac-side fractional drive motor and the motor parameter of the target dc-side fractional drive motor are set according to preset values such that the apparent power of the target dc-side fractional drive motor is about 70w to 800 w; so that the apparent power of the target AC partial drive motor is about 3000w-4500 w; the motor parameters comprise one or more of rated rotating speed and reduction ratio; the target alternating current driving motor, the target rectifier and the target direct current driving motor all belong to the same driving line.
The motor drive system of claim 30, wherein the reduction ratio/rated rotational speed of the at least one dc-split drive motor and the at least one ac-split drive motor in the same drive line are different;

and/or the actual output rotating speed of at least one direct current branch driving motor in the same driving circuit is greater than the actual output rotating speed of at least one alternating current branch driving motor;

and/or the peak value of the actual output rotating speed of at least one direct current branch driving motor in the same driving line is larger than the peak value of the actual output rotating speed of at least one alternating current branch driving motor.
The motor drive system of any one of claims 30-35 wherein there are 1 ac partial drive motors.
The motor drive system of claim 36,

the target alternating current driving motor is connected with a front axle/rear axle of the driven vehicle through a speed reducer so as to provide power for two front wheels or two rear wheels of the driven vehicle at the same time; the target alternating current driving motor, the target rectifier and the target direct current driving motor all belong to the same driving line.
The motor drive system according to claim 36, wherein the number of the dc partial drive motors is 1;

the dc drive motor is connected to a front axle/rear axle of the driven vehicle through a speed reducer to simultaneously power two front wheels or two rear wheels of the driven vehicle.
The motor drive system of claim 36,

an output shaft of the ac sub-drive motor is configured to be connected to a specified one of the wheels to supply power to the specified one of the wheels.
The electric motor drive system of claim 36, wherein at least one ac-split drive motor is an in-wheel motor.
The motor drive system according to any one of claims 30 to 35, wherein the ac partial drive motors are 2, respectively a first ac partial drive motor and a second ac partial drive motor, and the rectifiers are 2, respectively a first rectifier and a second rectifier;

the head end of each phase of winding in the multi-phase windings in the first alternating current sub-driving motor is configured to be connected with an electric energy input end; the tail end of each phase of winding in the multi-phase windings of the first alternating current branch driving motor is respectively connected with the multi-phase input port of the first rectifier;

the head end of each phase of winding in the multi-phase windings in the second alternating current sub-driving motor is configured to be connected with the electric energy input end; the tail end of each phase of winding in the multi-phase windings of the second alternating current branch driving motor is respectively connected with the multi-phase input port of the second rectifier;

the direct current branch driving motor is electrically connected between the direct current output end and the direct current input end of the first rectifier, and the direct current branch driving motor is electrically connected between the direct current output end and the direct current input end of the second rectifier.
The motor drive system of claim 41,

the first AC sub-driving motor is connected with a front axle/rear axle of the driven vehicle through a speed reducer so as to simultaneously provide power for two front wheels or two rear wheels of the driven vehicle;

the second AC partial drive motor is connected with the rear axle/front axle of the driven vehicle through a speed reducer so as to simultaneously provide power for two rear wheels or two front wheels of the driven vehicle.
The motor drive system of claim 41,

an output shaft of the first AC partial drive motor is configured to be connected with a first wheel to provide power for the first wheel;

an output shaft of the second AC partial drive motor is configured to be coupled to a second wheel to provide power to the second wheel.
The motor drive system of claim 43, wherein the first wheel and the second wheel are different wheels.
The motor drive system of claim 43,

the first wheel is a wheel on the left side, and the second wheel is a wheel on the right side.
The motor drive system of claim 45,

the first wheel is a left front wheel, and the second wheel is a right front wheel;

or, the first wheel is a left rear wheel, and the second wheel is a right rear wheel.
The motor drive system of claim 45,

the first wheel and the second wheel are both left wheels or both right wheels.
The electric motor drive system of claim 41, wherein at least one of the first AC sub-drive motor and the second AC sub-drive motor is an in-wheel motor.
The motor drive system according to any one of claims 30 to 35,

the number of the alternating current branch driving motors is 2, the alternating current branch driving motors are respectively a third alternating current branch driving motor and a fourth alternating current branch driving motor, and the number of the rectifiers is two, namely a third rectifier and a fourth rectifier; the number of the direct current branch driving motors is 2, and the direct current branch driving motors are respectively a third direct current branch driving motor and a fourth direct current branch driving motor; the third alternating current branch driving motor, the third rectifier and the third direct current branch driving motor are sequentially connected to form a first driving circuit; the fourth alternating current branch driving motor, the fourth rectifier and the fourth direct current branch driving motor are sequentially connected to form a second driving circuit;

the head end of each phase of winding in the multi-phase windings in the third alternating current sub-driving motor is configured to be connected with the electric energy input end; the tail end of each phase of winding in the multi-phase windings of the third alternating current branch driving motor is respectively connected with the multi-phase input port of the third rectifier;

the head end of each phase of winding in the multi-phase windings in the fourth alternating current sub-driving motor is configured to be connected with the electric energy input end; the tail end of each phase of winding in the multi-phase windings of the fourth alternating current branch driving motor is respectively connected with the multi-phase input port of the fourth rectifier;

a third dc sub-drive motor is electrically connected between the dc output and the dc input of the third rectifier, and a fourth dc sub-drive motor is electrically connected between the dc output and the dc input of the fourth rectifier.
The motor drive system of claim 49,

the third AC sub-driving motor is connected with a front axle/rear axle of the driven vehicle through a speed reducer so as to simultaneously provide power for two front wheels or two rear wheels of the driven vehicle;

the fourth AC sub-drive motor is connected with the rear axle/front axle of the driven vehicle through a speed reducer to simultaneously provide power for two rear wheels or two front wheels of the driven vehicle.
The motor drive system of claim 49,

an output shaft of the third AC partial drive motor is configured to be connected with the first wheel to provide power for the first wheel;

an output shaft of the fourth AC partial drive motor is configured to be coupled to the second wheel to provide power to the second wheel.
The motor drive system of claim 51, wherein the first wheel and the second wheel are different wheels.
The motor drive system of claim 49,

an output shaft of the third AC partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power for driving a right rear wheel of the driven vehicle; an output shaft of the fourth ac partial drive motor is configured to power a right front wheel of the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power to a left rear wheel that drives the driven vehicle;

or the like, or, alternatively,

an output shaft of the third ac partial drive motor is configured to power a right front wheel of the driven vehicle; an output shaft of the third direct current sub-drive motor is configured to provide power to a left rear wheel that drives the driven vehicle; an output shaft of the fourth AC partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power for driving a right rear wheel of the driven vehicle;

or the like, or, alternatively,

an output shaft of the third AC partial drive motor is configured to provide power to a left rear wheel that drives the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power to a right front wheel driving the driven vehicle; an output shaft of the fourth AC partial drive motor is configured to provide power to a right rear wheel for driving the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power to a left front wheel for driving the driven vehicle;

or the like, or, alternatively,

an output shaft of the third AC partial drive motor is configured to provide power to a right rear wheel for driving the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the fourth ac partial drive motor is configured to power a left rear wheel that drives the driven vehicle; an output shaft of the fourth dc partial drive motor is configured to provide power to a right front wheel that drives the driven vehicle.
The motor drive system of claim 49,

an output shaft of the third AC partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the third direct current sub-drive motor is configured to provide power to a left rear wheel that drives the driven vehicle; an output shaft of the fourth ac partial drive motor is configured to power a right front wheel of the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power for driving a right rear wheel of the driven vehicle;

or the like, or, alternatively,

an output shaft of the third ac partial drive motor is configured to power a right front wheel of the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power for driving a right rear wheel of the driven vehicle; an output shaft of the fourth AC partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power to a left rear wheel that drives the driven vehicle;

or the like, or, alternatively,

an output shaft of the third AC partial drive motor is configured to provide power to a left rear wheel that drives the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the fourth AC partial drive motor is configured to provide power to a right rear wheel for driving the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power to a right front wheel that drives the driven vehicle;

or the like, or, alternatively,

an output shaft of the third AC partial drive motor is configured to provide power to a right rear wheel for driving the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power to a right front wheel driving the driven vehicle; an output shaft of the fourth ac partial drive motor is configured to power a left rear wheel that drives the driven vehicle; an output shaft of the fourth dc partial drive motor is configured to provide power to a left front wheel that drives the driven vehicle.
The motor drive system of any one of claims 49-52,

an output shaft of the third AC partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power to a right front wheel driving the driven vehicle; an output shaft of the fourth AC partial drive motor is configured to provide power to a right rear wheel for driving the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power to a left rear wheel that drives the driven vehicle;

or the like, or, alternatively,

an output shaft of the third ac partial drive motor is configured to power a right front wheel of the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the fourth ac partial drive motor is configured to power a left rear wheel that drives the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power for driving a right rear wheel of the driven vehicle;

or the like, or, alternatively,

an output shaft of the third AC partial drive motor is configured to provide power to a left rear wheel that drives the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power for driving a right rear wheel of the driven vehicle; an output shaft of the fourth ac partial drive motor is configured to power a right front wheel of the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power to a left front wheel for driving the driven vehicle;

or the like, or, alternatively,

an output shaft of the third AC partial drive motor is configured to provide power to a right rear wheel for driving the driven vehicle; an output shaft of the third direct current sub-drive motor is configured to provide power to a left rear wheel that drives the driven vehicle; an output shaft of the fourth AC partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the fourth dc partial drive motor is configured to provide power to a right front wheel that drives the driven vehicle.
The motor drive system of claim 49, wherein at least one of the third AC sub-drive motor and the fourth AC sub-drive motor is a hub motor.
The motor drive system according to any one of claims 36 to 40,

the reduction ratio of the alternating current branch driving motor is about 1:1-12: 1; the reduction ratio of the direct current branch driving motor is about 1:1-8: 1;

if the AC sub-driving motor is a hub motor, the rated rotating speed of the AC sub-driving motor is about 500-1000 r/min; if the AC sub-driving motor is a permanent magnet motor, the rated rotating speed of the AC sub-driving motor is about 3000r/min-7000 r/min; if the direct current branch driving motor is a hub motor, the rated rotating speed of the direct current branch driving motor is about 500-1000r/min, and if the direct current branch driving motor is a permanent magnet motor, the rated rotating speed of the direct current branch driving motor is about 1000-3000 r/min.
The motor drive system of any one of claims 36-40,

the ratio of the reduction ratios of the AC branch driving motor and the DC branch driving motor is about 0.8: 1-1.2: 1;

the rated speed ratio of the AC branch driving motor to the DC branch driving motor is about 1: 1-3: 1.
the motor drive system of claim 57,

the reduction ratio of the alternating current branch driving motor is about 1:1-6.4: 1; the reduction ratio of the direct current branch driving motor is about 1:1-7: 1;

the rated rotating speed of the AC sub-driving motor is about 4000r/min-6500 r/min; the rated rotating speed of the direct current branch driving motor is about 2500r/min-3000 r/min.
The motor drive system of any one of claims 41-48,

the reduction ratio of the first alternating current branch driving motor is about 1:1-12: 1; the reduction ratio of the second AC branch driving motor is about 1:1-12: 1; the reduction ratio of the direct current branch driving motor is about 1:1-8: 1;

if the first AC sub-driving motor is a hub motor, the rated rotation speed of the first AC sub-driving motor is about 500-; if the second AC sub-driving motor is a hub motor, the rated rotation speed of the second AC sub-driving motor is about 500-;

if the first AC sub-driving motor is a permanent magnet motor, the rated rotating speed of the first AC sub-driving motor is about 3000r/min-7000 r/min; if the second AC sub-driving motor is a permanent magnet motor, the rated rotating speed of the second AC sub-driving motor is about 3000r/min-7000 r/min;

if the direct current branch driving motor is a hub motor, the rated rotating speed of the direct current branch driving motor is about 500-1000r/min, and if the direct current branch driving motor is a permanent magnet motor, the rated rotating speed of the direct current branch driving motor is about 1000-3000 r/min.
The motor drive system of any one of claims 49-56,

the reduction ratio of the third AC branch driving motor is about 1:1-12: 1; the reduction ratio of the fourth AC branch driving motor is about 1:1-12: 1; the reduction ratio of the third direct current branch driving motor is about 1:1-8: 1; the reduction ratio of the fourth direct current branch driving motor is about 1:1-8: 1;

if the third AC sub-driving motor is a hub motor, the rated rotation speed of the third AC sub-driving motor is about 500-; if the fourth AC sub-driving motor is a hub motor, the rated rotation speed of the fourth AC sub-driving motor is about 500-;

if the third AC sub-driving motor is a permanent magnet motor, the rated rotating speed of the third AC sub-driving motor is about 3000r/min-7000 r/min; if the fourth AC sub-driving motor is a permanent magnet motor, the rated rotating speed of the fourth AC sub-driving motor is about 3000r/min-7000 r/min;

if the third direct current branch driving motor is a hub motor, the rated rotating speed of the third direct current branch driving motor is about 500-1000r/min, and if the third direct current branch driving motor is a permanent magnet motor, the rated rotating speed of the third direct current branch driving motor is about 1000-3000 r/min;

if the fourth dc branch driving motor is a hub motor, the rated rotation speed of the fourth dc branch driving motor is about 500-1000r/min, and if the fourth dc branch driving motor is a permanent magnet motor, the rated rotation speed of the fourth dc branch driving motor is about 1000-3000 r/min.
The motor driving system according to claim 30, wherein a multiphase diode rectifier bridge is provided in the rectifier, the multiphase diode rectifier bridge includes three single-phase diode rectifier circuits electrically connected in parallel, each of the multiphase windings has a tail end electrically connected to the single-phase diode rectifier circuit, two ends of each of the three single-phase diode rectifier circuits are simultaneously connected to two dc output ports of the rectifier, and after the dc driving motor turns on the two dc output ports, the two ends of each of the three single-phase diode rectifier circuits are connected and conducted to form a loop, so that the dc output port becomes a neutral point required for star connection of the multiphase windings.
The motor drive system of any one of claims 30-61, wherein the DC-capable drive motor is any one of:

series excited motor, brush permanent magnet dc motor;

and/or the presence of a gas in the gas,

the alternating current component driving motor is any one of the following two types:

alternating current permanent magnet motors, alternating current asynchronous motors and alternating current synchronous motors.
A multi-wheeled electric vehicle comprising at least three wheels, further comprising the electric motor drive system of claims 1-63, at least one AC split drive motor configured to drive, directly or indirectly, at least one wheel; the at least one dc powered drive motor is configured to drive directly or indirectly to the at least one wheel.
A two-wheeled electric vehicle comprising two wheels, further comprising a motor drive system according to any one of claims 1-48, wherein at least one AC-split drive motor is configured to drive at least one wheel directly or indirectly;

the at least one dc powered drive motor is configured to drive directly or indirectly to the at least one wheel.
A two-wheeled electric vehicle according to claim 65, wherein the two wheels are disposed one behind the other, or one to the other.
A method of manufacturing a motor drive system, comprising:

the tail end of each phase winding in the first winding is electrically connected with the multiphase input end of the corresponding rectifier; the first winding is positioned in the alternating current branch driving motor, and the phase number of the first winding is at least multiple phases;

and a direct current branch driving motor is connected between the direct current output end and the direct current input end of the rectifier.
A vehicle enclosure comprising a body frame having a receiving cavity disposed therein, the receiving cavity configured to receive the electric motor drive system of any of claims 1-63.
A drive system for an electric vehicle, characterized by:

the device comprises a battery, a controller, an alternating current motor set, a rectifying assembly and a direct current motor set;

the alternating current electric machine set comprises at least one alternating current dividing driving motor; the direct current motor unit comprises at least one direct current driving motor; the rectifying assembly comprises at least one rectifier; at least one AC sub-driving motor, at least one rectifier and at least one DC sub-driving motor are sequentially connected to form a driving line;

the rectifier comprises a multi-phase input end, a direct current output end and a direct current input end, at least multi-phase windings are arranged in the alternating current branch driving motor, and the head end of each phase of winding in the multi-phase windings is configured to be connected with the electric energy input end; the target direct-current sub-drive motor is electrically connected between the direct-current output end and the direct-current input end of the target rectifier; the tail end of each phase winding in the multi-phase windings of the target alternating current component driving motor is respectively connected with a multi-phase input port of the target rectifier; the target alternating current driving motor, the target rectifier and the target direct current driving motor all belong to the same driving line.
A drive system according to claim 69, wherein the motor parameters of the target AC partial drive motor and the motor parameters of the target DC partial drive motor are set to predetermined values such that the power of the target DC partial drive motor is about 1.5% to about 40% of the total power; the total power is the sum of the power of the target direct current branch driving motor and the power of the target alternating current branch driving motor; the motor parameters of the target alternating current driving motor at least comprise one or more of rated rotating speed and reduction ratio; the motor parameters of the target dc-driven motor include one or more of a rated rotation speed and a reduction ratio.
A drive system according to claim 69, wherein the power proportion of the target DC-capable driving motor is greater when the vehicle is in an accelerating state than when the vehicle is in a constant speed state; the power ratio is the percentage of the power of the target direct current driving motor in the total power; the total power is the sum of the power of the target direct current branch driving motor and the power of the target alternating current branch driving motor; the motor parameters of the target alternating current driving motor at least comprise one or more of rated rotating speed and reduction ratio; the motor parameters of the target dc-driven motor include one or more of a rated rotation speed and a reduction ratio.
A drive system as claimed in claim 69, wherein the motor parameters of the target AC branch drive motor and the motor parameters of the target DC branch drive motor are set according to preset values, so that the power utilization rate of the target DC branch drive motor and the power utilization rate of the target AC branch drive motor can be automatically adjusted under different load conditions; the motor parameters of the target alternating current driving motor at least comprise one or more of rated rotating speed and reduction ratio; the motor parameters of the target direct current driven motor comprise one or more of rated rotating speed and reduction ratio;

or the like, or, alternatively,

setting motor parameters of the target alternating current branch driving motor and motor parameters of the target direct current branch driving motor according to preset values, so that at least part of electric energy provided by the electric energy input end moves between the target direct current branch driving motor and the target alternating current branch driving motor under different load conditions; the motor parameters of the target alternating current driving motor at least comprise one or more of rated rotating speed and reduction ratio; the motor parameters of the target dc-driven motor include one or more of a rated rotation speed and a reduction ratio.
A drive system according to claim 69, wherein the motor parameter of the target AC partial drive motor and the motor parameter of the target DC partial drive motor are set to predetermined values such that the apparent power of the target DC partial drive motor is from about 70w to about 800 w; so that the apparent power of the target AC partial drive motor is about 3000w-4500 w; the motor parameters include one or more of a rated speed and a reduction ratio.
A drive system according to claim 69, wherein the reduction ratio/rated speed of at least one DC-split drive motor and at least one AC-split drive motor in the same drive line are different;

and/or the actual output rotating speed of at least one direct current branch driving motor in the same driving circuit is greater than the actual output rotating speed of at least one alternating current branch driving motor;

and/or the peak value of the actual output rotating speed of at least one direct current branch driving motor in the same driving line is larger than the peak value of the actual output rotating speed of at least one alternating current branch driving motor.
A drive system according to any of claims 69 to 74, characterised in that the AC unit comprises 1 AC sub-drive motor.
The drive system of claim 75,

the target alternating current driving motor is connected with a front axle/rear axle of the driven vehicle through a speed reducer so as to simultaneously provide power for two front wheels or two rear wheels of the driven vehicle.
A drive system according to claim 75 wherein the DC power unit comprises 1 DC sub-drive motor;

the dc drive motor is connected to a front axle/rear axle of the driven vehicle through a speed reducer to simultaneously power two front wheels or two rear wheels of the driven vehicle.
The drive system of claim 75,

an output shaft of the target ac-flow drive motor is configured to be connected to a designated one of the wheels to provide power to the designated one of the wheels.
A drive system according to claim 75, wherein the target AC current drive motor is a hub motor.
A drive system according to any of claims 69 to 74 wherein the AC unit comprises a first AC partial drive motor and a second AC partial drive motor, and the rectifying assembly comprises a first rectifier and a second rectifier;

the head end of each phase of winding in the multi-phase windings in the first alternating current sub-driving motor is configured to be connected with an electric energy input end; the tail end of each phase of winding in the multi-phase windings of the first alternating current branch driving motor is respectively connected with the multi-phase input port of the first rectifier;

the head end of each phase of winding in the multi-phase windings in the second alternating current sub-driving motor is configured to be connected with the electric energy input end; the tail end of each phase of winding in the multi-phase windings of the second alternating current branch driving motor is respectively connected with the multi-phase input port of the second rectifier;

the direct current motor set is electrically connected between the direct current output end and the direct current input end of the first rectifier, and the direct current motor set is electrically connected between the direct current output end and the direct current input end of the second rectifier.
The drive system of claim 80,

the first AC sub-driving motor is connected with a front axle/rear axle of the driven vehicle through a speed reducer so as to simultaneously provide power for two front wheels or two rear wheels of the driven vehicle;

the second AC partial drive motor is connected with the rear axle/front axle of the driven vehicle through a speed reducer so as to simultaneously provide power for two rear wheels or two front wheels of the driven vehicle.
The drive system of claim 80,

an output shaft of the first AC partial drive motor is configured to be connected with a first wheel to provide power for the first wheel;

an output shaft of the second AC partial drive motor is configured to be coupled to a second wheel to provide power to the second wheel.
The drive system of claim 82, wherein the first wheel and the second wheel are different wheels.
The drive system of claim 82,

the first wheel is a wheel on the left side, and the second wheel is a wheel on the right side.
The drive system of claim 84,

the first wheel is a left front wheel, and the second wheel is a right front wheel;

or, the first wheel is a left rear wheel, and the second wheel is a right rear wheel.
The drive system of claim 84,

the first wheel and the second wheel are both left wheels or both right wheels.
The drive system of claim 80, wherein at least one of the first AC sub-drive motor and the second AC sub-drive motor is an in-wheel motor.
A drive system according to any of claims 69 to 74,

the alternating current unit comprises a third alternating current branch driving motor and a fourth alternating current branch driving motor, and the rectifying assembly comprises a third rectifier and a fourth rectifier; the direct current motor set comprises a third direct current motor set and a fourth direct current motor set; the third alternating current branch driving motor, the third rectifier and the third direct current motor set are sequentially connected to form a first driving circuit; the fourth alternating current branch driving motor, the fourth rectifier and the fourth direct current motor set are sequentially connected to form a second driving circuit;

the head end of each phase of winding in the multi-phase windings in the third alternating current sub-driving motor is configured to be connected with the electric energy input end; the tail end of each phase of winding in the multi-phase windings of the third alternating current branch driving motor is respectively connected with the multi-phase input port of the third rectifier;

the head end of each phase of winding in the multi-phase windings in the fourth alternating current sub-driving motor is configured to be connected with the electric energy input end; the tail end of each phase of winding in the multi-phase windings of the fourth alternating current branch driving motor is respectively connected with the multi-phase input port of the fourth rectifier;

a third dc motor set is electrically connected between the dc output and the dc input of the third rectifier, and a fourth dc motor set is electrically connected between the dc output and the dc input of the fourth rectifier.
The drive system of claim 88,

the third AC sub-driving motor is connected with a front axle/rear axle of the driven vehicle through a speed reducer so as to simultaneously provide power for two front wheels or two rear wheels of the driven vehicle;

the fourth AC sub-drive motor is connected with the rear axle/front axle of the driven vehicle through a speed reducer to simultaneously provide power for two rear wheels or two front wheels of the driven vehicle.
A drive system according to claim 89,

an output shaft of the third AC partial drive motor is configured to be connected with the first wheel to provide power for the first wheel;

an output shaft of the fourth AC partial drive motor is configured to be coupled to the second wheel to provide power to the second wheel.
The drive system of claim 90, wherein the first wheel and the second wheel are different wheels.
The drive system of claim 88,

an output shaft of the third AC partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power for driving a right rear wheel of the driven vehicle; an output shaft of the fourth ac partial drive motor is configured to power a right front wheel of the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power to a left rear wheel that drives the driven vehicle;

or the like, or, alternatively,

an output shaft of the third ac partial drive motor is configured to power a right front wheel of the driven vehicle; an output shaft of the third direct current sub-drive motor is configured to provide power to a left rear wheel that drives the driven vehicle; an output shaft of the fourth AC partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power for driving a right rear wheel of the driven vehicle;

or the like, or, alternatively,

an output shaft of the third AC partial drive motor is configured to provide power to a left rear wheel that drives the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power to a right front wheel driving the driven vehicle; an output shaft of the fourth AC partial drive motor is configured to provide power to a right rear wheel for driving the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power to a left front wheel for driving the driven vehicle;

or the like, or, alternatively,

an output shaft of the third AC partial drive motor is configured to provide power to a right rear wheel for driving the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the fourth ac partial drive motor is configured to power a left rear wheel that drives the driven vehicle; an output shaft of the fourth dc partial drive motor is configured to provide power to a right front wheel that drives the driven vehicle.
The drive system of claim 88,

an output shaft of the third AC partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the third direct current sub-drive motor is configured to provide power to a left rear wheel that drives the driven vehicle; an output shaft of the fourth ac partial drive motor is configured to power a right front wheel of the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power for driving a right rear wheel of the driven vehicle;

or the like, or, alternatively,

an output shaft of the third ac partial drive motor is configured to power a right front wheel of the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power for driving a right rear wheel of the driven vehicle; an output shaft of the fourth AC partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power to a left rear wheel that drives the driven vehicle;

or the like, or, alternatively,

an output shaft of the third AC partial drive motor is configured to provide power to a left rear wheel that drives the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the fourth AC partial drive motor is configured to provide power to a right rear wheel for driving the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power to a right front wheel that drives the driven vehicle;

or the like, or, alternatively,

an output shaft of the third AC partial drive motor is configured to provide power to a right rear wheel for driving the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power to a right front wheel driving the driven vehicle; an output shaft of the fourth ac partial drive motor is configured to power a left rear wheel that drives the driven vehicle; an output shaft of the fourth dc partial drive motor is configured to provide power to a left front wheel that drives the driven vehicle.
The drive system of claim 88,

an output shaft of the third AC partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power to a right front wheel driving the driven vehicle; an output shaft of the fourth AC partial drive motor is configured to provide power to a right rear wheel for driving the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power to a left rear wheel that drives the driven vehicle;

or the like, or, alternatively,

an output shaft of the third ac partial drive motor is configured to power a right front wheel of the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the fourth ac partial drive motor is configured to power a left rear wheel that drives the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power for driving a right rear wheel of the driven vehicle;

or the like, or, alternatively,

an output shaft of the third AC partial drive motor is configured to provide power to a left rear wheel that drives the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power for driving a right rear wheel of the driven vehicle; an output shaft of the fourth ac partial drive motor is configured to power a right front wheel of the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power to a left front wheel for driving the driven vehicle;

or the like, or, alternatively,

an output shaft of the third AC partial drive motor is configured to provide power to a right rear wheel for driving the driven vehicle; an output shaft of the third direct current sub-drive motor is configured to provide power to a left rear wheel that drives the driven vehicle; an output shaft of the fourth AC partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the fourth dc partial drive motor is configured to provide power to a right front wheel that drives the driven vehicle.
The drive system of claim 88, wherein at least one of the third AC sub-drive motor and the fourth AC sub-drive motor is an in-wheel motor.
A drive system according to any of claims 75-79,

the reduction ratio of the alternating current branch driving motor is about 1:1-12: 1; the reduction ratio of the direct current branch driving motor is about 1:1-8: 1;

if the AC sub-driving motor is a hub motor, the rated rotating speed of the AC sub-driving motor is about 500-1000 r/min; if the AC sub-driving motor is a permanent magnet motor, the rated rotating speed of the AC sub-driving motor is about 3000r/min-7000 r/min; if the direct current branch driving motor is a hub motor, the rated rotating speed of the direct current branch driving motor is about 500-1000r/min, and if the direct current branch driving motor is a permanent magnet motor, the rated rotating speed of the direct current branch driving motor is about 1000-3000 r/min.
A drive system according to any of claims 75-79,

the ratio of the reduction ratios of the AC branch driving motor and the DC branch driving motor is about 0.8: 1-1.2: 1;

the rated speed ratio of the AC branch driving motor to the DC branch driving motor is about 1: 1-3: 1.
the drive system of claim 86,

the reduction ratio of the alternating current branch driving motor is about 1:1-6.4: 1; the reduction ratio of the direct current branch driving motor is about 1:1-7: 1;

the rated rotating speed of the AC sub-driving motor is about 4000r/min-6500 r/min; the rated rotating speed of the direct current branch driving motor is about 2500r/min-3000 r/min.
The drive system of any one of claims 80-87,

the reduction ratio of the first alternating current branch driving motor is about 1:1-12: 1; the reduction ratio of the second AC branch driving motor is about 1:1-12: 1; the reduction ratio of the direct current branch driving motor is about 1:1-8: 1;

if the first AC sub-driving motor is a hub motor, the rated rotation speed of the first AC sub-driving motor is about 500-; if the second AC sub-driving motor is a hub motor, the rated rotation speed of the second AC sub-driving motor is about 500-;

if the first AC sub-driving motor is a permanent magnet motor, the rated rotating speed of the first AC sub-driving motor is about 3000r/min-7000 r/min; if the second AC sub-driving motor is a permanent magnet motor, the rated rotating speed of the second AC sub-driving motor is about 3000r/min-7000 r/min;

if the direct current branch driving motor is a hub motor, the rated rotating speed of the direct current branch driving motor is about 500-1000r/min, and if the direct current branch driving motor is a permanent magnet motor, the rated rotating speed of the direct current branch driving motor is about 1000-3000 r/min.
A drive system according to any one of claims 88-95,

the reduction ratio of the third AC branch driving motor is about 1:1-12: 1; the reduction ratio of the fourth AC branch driving motor is about 1:1-12: 1; the reduction ratio of the third direct current branch driving motor is about 1:1-8: 1; the reduction ratio of the fourth direct current branch driving motor is about 1:1-8: 1;

if the third AC sub-driving motor is a hub motor, the rated rotation speed of the third AC sub-driving motor is about 500-; if the fourth AC sub-driving motor is a hub motor, the rated rotation speed of the fourth AC sub-driving motor is about 500-;

if the third AC sub-driving motor is a permanent magnet motor, the rated rotating speed of the third AC sub-driving motor is about 3000r/min-7000 r/min; if the fourth AC sub-driving motor is a permanent magnet motor, the rated rotating speed of the fourth AC sub-driving motor is about 3000r/min-7000 r/min;

if the third direct current branch driving motor is a hub motor, the rated rotating speed of the third direct current branch driving motor is about 500-1000r/min, and if the third direct current branch driving motor is a permanent magnet motor, the rated rotating speed of the third direct current branch driving motor is about 1000-3000 r/min;

if the fourth dc branch driving motor is a hub motor, the rated rotation speed of the fourth dc branch driving motor is about 500-1000r/min, and if the fourth dc branch driving motor is a permanent magnet motor, the rated rotation speed of the fourth dc branch driving motor is about 1000-3000 r/min.
A drive system according to claim 69, wherein a multiphase diode rectifier bridge is arranged in the rectifier, the multiphase diode rectifier bridge comprises three single-phase diode rectifier circuits which are electrically connected in parallel, the tail end of each phase of winding in the multiphase winding is respectively and electrically connected with the single-phase diode rectifier circuit, two ends of each single-phase diode rectifier circuit are respectively and simultaneously connected with two DC output ports of the rectifier, and after the DC drive motor is connected with the two DC output ports, two ends of each single-phase diode rectifier circuit are connected and conducted to form a loop, so that the DC output end becomes a neutral point required by the star connection of the multiphase windings.
The drive system of any one of claims 69 to 100, wherein the dc powered electric drive motor is any one of:

a series excited motor and a brushed permanent magnet direct current motor;

and/or the presence of a gas in the gas,

the alternating current component driving motor is any one of the following three types:

alternating current permanent magnet motors, alternating current asynchronous motors and alternating current synchronous motors.
A multi-wheeled electric vehicle comprising at least three wheels, further comprising a drive system as claimed in any one of claims 69 to 102, at least one ac-split drive motor being configured to drive at least one wheel directly or indirectly; the at least one dc powered drive motor is configured to drive directly or indirectly to the at least one wheel.
A two-wheeled electric vehicle comprising two wheels, further comprising a drive system as claimed in any one of claims 69 to 87, at least one ac-split drive motor being configured to drive at least one wheel directly or indirectly; the at least one dc powered drive motor is configured to drive directly or indirectly to the at least one wheel.
A two-wheeled electric vehicle according to claim 104, wherein the two wheels are arranged one behind the other or one to the other.
A method of manufacturing a drive system, comprising:

the tail end of each phase winding in the first winding is electrically connected with the multiphase input end of the corresponding rectifier; the first winding is positioned in the alternating current branch driving motor, and the phase number of the first winding is at least multiple phases;

and a direct current branch driving motor is connected between the direct current output end and the direct current input end of the rectifier.
A vehicle skin comprising a body frame having a receiving cavity disposed therein, the receiving cavity configured to receive the drive system of any of claims 69-102.
A drive system, comprising:

the device comprises an alternating current motor set, a rectifying assembly and a direct current motor set;

the alternating current electric machine set comprises at least one alternating current dividing driving motor; the direct current motor unit comprises at least one direct current driving motor; the rectifying assembly comprises at least one rectifier; at least one AC sub-driving motor, at least one rectifier and at least one DC sub-driving motor are sequentially connected to form a driving line;

the rectifier comprises a multi-phase input end, a direct current output end and a direct current input end, at least multi-phase windings are arranged in the alternating current branch driving motor, and the head end of each phase of winding in the multi-phase windings is configured to be connected with the electric energy input end; the target direct-current sub-drive motor is electrically connected between the direct-current output end and the direct-current input end of the target rectifier; the tail end of each phase winding in the multi-phase windings of the target alternating current component driving motor is respectively connected with a multi-phase input port of the target rectifier; the target alternating current driving motor, the target rectifier and the target direct current driving motor all belong to the same driving line.
A drive system as claimed in claim 108 wherein the motor parameters of the target ac fractional drive motor and the motor parameters of the target dc fractional drive motor are set to predetermined values such that the power of the target dc fractional drive motor is from about 1.5% to about 40% of the total power; the total power is the sum of the power of the target direct current branch driving motor and the power of the target alternating current branch driving motor; the motor parameters of the target ac component drive motor include at least one or more of: rated speed and reduction ratio; the motor parameters of the target dc-driven motor include one or more of: rated speed and reduction ratio.
A drive system according to claim 108 wherein the power proportion of the target dc-capable drive motor is greater when the vehicle is in an accelerating condition than when the vehicle is in a constant speed condition; the power ratio is the percentage of the power of the target direct current driving motor in the total power; the total power is the sum of the power of the target direct current branch driving motor and the power of the target alternating current branch driving motor; the motor parameters of the target ac component drive motor include at least one or more of: rated speed and reduction ratio; the motor parameters of the target dc-driven motor include one or more of: rated speed and reduction ratio.
A drive system as claimed in claim 108, wherein the motor parameter of the target ac branch driving motor and the motor parameter of the target dc branch driving motor are set according to preset values so that the power usage rate of the target dc branch driving motor and the power usage rate of the target ac branch driving motor can be automatically adjusted under different load conditions; the motor parameters of the target alternating current driving motor at least comprise one or more of rated rotating speed and reduction ratio; the motor parameters of the target direct current driven motor comprise one or more of rated rotating speed and reduction ratio;

or the like, or, alternatively,

setting motor parameters of the target alternating current branch driving motor and motor parameters of the target direct current branch driving motor according to preset values, so that at least part of electric energy provided by the electric energy input end moves between the target direct current branch driving motor and the target alternating current branch driving motor under different load conditions; the motor parameters of the target alternating current driving motor at least comprise one or more of rated rotating speed and reduction ratio; the motor parameters of the target dc-driven motor include one or more of a rated rotation speed and a reduction ratio.
A drive system as claimed in claim 108, wherein the motor parameter of the target ac partial drive motor and the motor parameter of the target dc partial drive motor are set to predetermined values such that the apparent power of the target dc partial drive motor is about 70w to 800 w; so that the apparent power of the target AC partial drive motor is about 3000w-4500 w; the motor parameters include one or more of a rated speed and a reduction ratio.
A drive system as claimed in claim 108 wherein the reduction ratio/rated speed of at least one dc-split drive motor and at least one ac-split drive motor in the same drive line are different;

and/or the actual output rotating speed of at least one direct current branch driving motor in the same driving circuit is greater than the actual output rotating speed of at least one alternating current branch driving motor;

and/or the peak value of the actual output rotating speed of at least one direct current branch driving motor in the same driving line is larger than the peak value of the actual output rotating speed of at least one alternating current branch driving motor.
The drive system as claimed in any one of claims 108-113, wherein the ac power unit comprises 1 ac sub-drive motor.
The drive system of claim 114,

the target alternating current driving motor is connected with a front axle/rear axle of the driven vehicle through a speed reducer so as to simultaneously provide power for two front wheels or two rear wheels of the driven vehicle.
A drive system as claimed in claim 114 wherein the dc power unit comprises 1 dc sub-drive motor;

the dc drive motor is connected to a front axle/rear axle of the driven vehicle through a speed reducer to simultaneously power two front wheels or two rear wheels of the driven vehicle.
The drive system of claim 114,

an output shaft of the target ac-flow drive motor is configured to be connected to a designated one of the wheels to provide power to the designated one of the wheels.
A drive system according to claim 114 wherein the target ac current drive motor is a hub motor.
The drive system as claimed in any one of claims 108-113, wherein the ac power unit comprises a first ac sub-drive motor and a second ac sub-drive motor, and the rectifier assembly comprises a first rectifier and a second rectifier;

the head end of each phase of winding in the multi-phase windings in the first alternating current sub-driving motor is configured to be connected with an electric energy input end; the tail end of each phase of winding in the multi-phase windings of the first alternating current branch driving motor is respectively connected with the multi-phase input port of the first rectifier;

the head end of each phase of winding in the multi-phase windings in the second alternating current sub-driving motor is configured to be connected with the electric energy input end; the tail end of each phase of winding in the multi-phase windings of the second alternating current branch driving motor is respectively connected with the multi-phase input port of the second rectifier;

the direct current motor set is electrically connected between the direct current output end and the direct current input end of the first rectifier, and the direct current motor set is electrically connected between the direct current output end and the direct current input end of the second rectifier.
The drive system of claim 119, wherein,

the first AC sub-driving motor is connected with a front axle/rear axle of the driven vehicle through a speed reducer so as to simultaneously provide power for two front wheels or two rear wheels of the driven vehicle;

the second AC partial drive motor is connected with the rear axle/front axle of the driven vehicle through a speed reducer so as to simultaneously provide power for two rear wheels or two front wheels of the driven vehicle.
The drive system of claim 119, wherein,

an output shaft of the first AC partial drive motor is configured to be connected with a first wheel to provide power for the first wheel;

an output shaft of the second AC partial drive motor is configured to be coupled to a second wheel to provide power to the second wheel.
The drive system of claim 121, wherein the first wheel and the second wheel are different wheels.
A drive system as in claim 121 wherein,

the first wheel is a wheel on the left side, and the second wheel is a wheel on the right side.
The drive system of claim 123,

the first wheel is a left front wheel, and the second wheel is a right front wheel;

or, the first wheel is a left rear wheel, and the second wheel is a right rear wheel.
The drive system of claim 123,

the first wheel and the second wheel are both left wheels or both right wheels.
The drive system of claim 119, wherein at least one of the first ac sub-drive motor and the second ac sub-drive motor is an in-wheel motor.
The drive system as recited in any one of claims 108-113, wherein,

the alternating current unit comprises a third alternating current branch driving motor and a fourth alternating current branch driving motor, and the rectifying assembly comprises a third rectifier and a fourth rectifier; the direct current motor set comprises a third direct current motor set and a fourth direct current motor set; the third alternating current branch driving motor, the third rectifier and the third direct current motor set are sequentially connected to form a first driving circuit; the fourth alternating current branch driving motor, the fourth rectifier and the fourth direct current motor set are sequentially connected to form a second driving circuit;

the head end of each phase of winding in the multi-phase windings in the third alternating current sub-driving motor is configured to be connected with the electric energy input end; the tail end of each phase of winding in the multi-phase windings of the third alternating current branch driving motor is respectively connected with the multi-phase input port of the third rectifier;

the head end of each phase of winding in the multi-phase windings in the fourth alternating current sub-driving motor is configured to be connected with the electric energy input end; the tail end of each phase of winding in the multi-phase windings of the fourth alternating current branch driving motor is respectively connected with the multi-phase input port of the fourth rectifier;

a third dc motor set is electrically connected between the dc output and the dc input of the third rectifier, and a fourth dc motor set is electrically connected between the dc output and the dc input of the fourth rectifier.
The drive system of claim 127,

the third AC sub-driving motor is connected with a front axle/rear axle of the driven vehicle through a speed reducer so as to simultaneously provide power for two front wheels or two rear wheels of the driven vehicle;

the fourth AC sub-drive motor is connected with the rear axle/front axle of the driven vehicle through a speed reducer to simultaneously provide power for two rear wheels or two front wheels of the driven vehicle.
The drive system of claim 127,

an output shaft of the third AC partial drive motor is configured to be connected with the first wheel to provide power for the first wheel;

an output shaft of the fourth AC partial drive motor is configured to be coupled to the second wheel to provide power to the second wheel.
The drive system of claim 129, wherein the first wheel and the second wheel are different wheels.
The drive system of claim 127,

an output shaft of the third AC partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power for driving a right rear wheel of the driven vehicle; an output shaft of the fourth ac partial drive motor is configured to power a right front wheel of the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power to a left rear wheel that drives the driven vehicle;

or the like, or, alternatively,

an output shaft of the third ac partial drive motor is configured to power a right front wheel of the driven vehicle; an output shaft of the third direct current sub-drive motor is configured to provide power to a left rear wheel that drives the driven vehicle; an output shaft of the fourth AC partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power for driving a right rear wheel of the driven vehicle;

or the like, or, alternatively,

an output shaft of the third AC partial drive motor is configured to provide power to a left rear wheel that drives the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power to a right front wheel driving the driven vehicle; an output shaft of the fourth AC partial drive motor is configured to provide power to a right rear wheel for driving the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power to a left front wheel for driving the driven vehicle;

or the like, or, alternatively,

an output shaft of the third AC partial drive motor is configured to provide power to a right rear wheel for driving the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the fourth ac partial drive motor is configured to power a left rear wheel that drives the driven vehicle; an output shaft of the fourth dc partial drive motor is configured to provide power to a right front wheel that drives the driven vehicle.
The drive system of claim 127,

an output shaft of the third AC partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the third direct current sub-drive motor is configured to provide power to a left rear wheel that drives the driven vehicle; an output shaft of the fourth ac partial drive motor is configured to power a right front wheel of the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power for driving a right rear wheel of the driven vehicle;

or the like, or, alternatively,

an output shaft of the third ac partial drive motor is configured to power a right front wheel of the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power for driving a right rear wheel of the driven vehicle; an output shaft of the fourth AC partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power to a left rear wheel that drives the driven vehicle;

or the like, or, alternatively,

an output shaft of the third AC partial drive motor is configured to provide power to a left rear wheel that drives the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the fourth AC partial drive motor is configured to provide power to a right rear wheel for driving the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power to a right front wheel that drives the driven vehicle;

or the like, or, alternatively,

an output shaft of the third AC partial drive motor is configured to provide power to a right rear wheel for driving the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power to a right front wheel driving the driven vehicle; an output shaft of the fourth ac partial drive motor is configured to power a left rear wheel that drives the driven vehicle; an output shaft of the fourth dc partial drive motor is configured to provide power to a left front wheel that drives the driven vehicle.
The drive system of claim 127,

an output shaft of the third AC partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power to a right front wheel driving the driven vehicle; an output shaft of the fourth AC partial drive motor is configured to provide power to a right rear wheel for driving the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power to a left rear wheel that drives the driven vehicle;

or the like, or, alternatively,

an output shaft of the third ac partial drive motor is configured to power a right front wheel of the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the fourth ac partial drive motor is configured to power a left rear wheel that drives the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power for driving a right rear wheel of the driven vehicle;

or the like, or, alternatively,

an output shaft of the third AC partial drive motor is configured to provide power to a left rear wheel that drives the driven vehicle; an output shaft of the third direct current partial drive motor is configured to provide power for driving a right rear wheel of the driven vehicle; an output shaft of the fourth ac partial drive motor is configured to power a right front wheel of the driven vehicle; an output shaft of the fourth direct current partial drive motor is configured to provide power to a left front wheel for driving the driven vehicle;

or the like, or, alternatively,

an output shaft of the third AC partial drive motor is configured to provide power to a right rear wheel for driving the driven vehicle; an output shaft of the third direct current sub-drive motor is configured to provide power to a left rear wheel that drives the driven vehicle; an output shaft of the fourth AC partial drive motor is configured to provide power to a left front wheel of the driven vehicle; an output shaft of the fourth dc partial drive motor is configured to provide power to a right front wheel that drives the driven vehicle.
The drive system of claim 127, wherein at least one of the third ac sub-drive motor and the fourth ac sub-drive motor is an in-wheel motor.
The drive system as recited in any one of claims 114-126, wherein,

the reduction ratio of the alternating current branch driving motor is about 1:1-12: 1; the reduction ratio of the direct current branch driving motor is about 1:1-8: 1;

if the AC sub-driving motor is a hub motor, the rated rotating speed of the AC sub-driving motor is about 500-1000 r/min; if the AC sub-driving motor is a permanent magnet motor, the rated rotating speed of the AC sub-driving motor is about 3000r/min-7000 r/min; if the direct current branch driving motor is a hub motor, the rated rotating speed of the direct current branch driving motor is about 500-1000r/min, and if the direct current branch driving motor is a permanent magnet motor, the rated rotating speed of the direct current branch driving motor is about 1000-3000 r/min.
The drive system as recited in any one of claims 114-126, wherein,

the ratio of the reduction ratios of the alternating current branch driving motor and the direct current branch driving motor is about 0.8: 1-1.2: 1;

the rated rotation speed ratio of the AC branch driving motor to the DC branch driving motor is about 1:1 to 3: 1.
The drive system of claim 135, wherein,

the reduction ratio of the alternating current branch driving motor is about 1:1-6.4: 1; the reduction ratio of the direct current branch driving motor is about 1:1-7: 1;

the rated rotating speed of the AC sub-driving motor is about 4000r/min-6500 r/min; the rated rotating speed of the direct current branch driving motor is about 2500r/min-3000 r/min.
The drive system as recited in any one of claims 119-126, wherein,

the reduction ratio of the first alternating current branch driving motor is about 1:1-12: 1; the reduction ratio of the second AC branch driving motor is about 1:1-12: 1; the reduction ratio of the direct current branch driving motor is about 1:1-8: 1;

if the first AC sub-driving motor is a hub motor, the rated rotation speed of the first AC sub-driving motor is about 500-; if the second AC sub-driving motor is a hub motor, the rated rotation speed of the second AC sub-driving motor is about 500-;

if the first AC sub-driving motor is a permanent magnet motor, the rated rotating speed of the first AC sub-driving motor is about 3000r/min-7000 r/min; if the second AC sub-driving motor is a permanent magnet motor, the rated rotating speed of the second AC sub-driving motor is about 3000r/min-7000 r/min;

if the direct current branch driving motor is a hub motor, the rated rotating speed of the direct current branch driving motor is about 500-1000r/min, and if the direct current branch driving motor is a permanent magnet motor, the rated rotating speed of the direct current branch driving motor is about 1000-3000 r/min.
The drive system as recited in any one of claims 127-134, wherein,

the reduction ratio of the third AC branch driving motor is about 1:1-12: 1; the reduction ratio of the fourth AC branch driving motor is about 1:1-12: 1; the reduction ratio of the third direct current branch driving motor is about 1:1-8: 1; the reduction ratio of the fourth direct current branch driving motor is about 1:1-8: 1;

if the third AC sub-driving motor is a hub motor, the rated rotation speed of the third AC sub-driving motor is about 500-; if the fourth AC sub-driving motor is a hub motor, the rated rotation speed of the fourth AC sub-driving motor is about 500-;

if the third AC sub-driving motor is a permanent magnet motor, the rated rotating speed of the third AC sub-driving motor is about 3000r/min-7000 r/min; if the fourth AC sub-driving motor is a permanent magnet motor, the rated rotating speed of the fourth AC sub-driving motor is about 3000r/min-7000 r/min;

if the third direct current branch driving motor is a hub motor, the rated rotating speed of the third direct current branch driving motor is about 500-1000r/min, and if the third direct current branch driving motor is a permanent magnet motor, the rated rotating speed of the third direct current branch driving motor is about 1000-3000 r/min;

if the fourth dc branch driving motor is a hub motor, the rated rotation speed of the fourth dc branch driving motor is about 500-1000r/min, and if the fourth dc branch driving motor is a permanent magnet motor, the rated rotation speed of the fourth dc branch driving motor is about 1000-3000 r/min.
A driving system according to claim 108, wherein a multiphase diode rectifier bridge is provided in the rectifier, the multiphase diode rectifier bridge includes three single-phase diode rectifier circuits electrically connected in parallel, the tail end of each phase of winding in the multiphase winding is electrically connected to the single-phase diode rectifier circuit, two ends of each single-phase diode rectifier circuit are simultaneously connected to two dc output ports of the rectifier, and after the dc driving motor turns on the two dc output ports, the two ends of each single-phase diode rectifier circuit are connected and conducted to form a loop, so that the dc output port becomes a neutral point required for star connection of the multiphase winding.
The drive system as claimed in any one of claims 108-139, wherein the dc-driven motor is any one of the following two types:

series excited motor, brush permanent magnet dc motor;

and/or the presence of a gas in the gas,

the alternating current component driving motor is any one of the following two types:

alternating current permanent magnet motors, alternating current asynchronous motors and alternating current synchronous motors.
A multi-wheeled electric vehicle comprising at least three wheels, and further comprising the drive system as claimed in claim 108 and 141, wherein at least one ac-split drive motor is configured to drive at least one wheel directly or indirectly; the at least one dc powered drive motor is configured to drive directly or indirectly to the at least one wheel.
A two-wheeled electric vehicle comprising two wheels, further comprising the drive system of any of claims 1-126, wherein at least one ac-split drive motor is configured to drive at least one wheel directly or indirectly; the at least one dc powered drive motor is configured to drive directly or indirectly to the at least one wheel.
A two-wheeled electric vehicle as claimed in claim 143, wherein the two wheels are disposed one behind the other, or one to the other.
A method of manufacturing a drive system, comprising: the tail end of each phase winding in the first winding is electrically connected with the multiphase input end of the corresponding rectifier; the first winding is positioned in the alternating current branch driving motor, and the phase number of the first winding is at least multiple phases; and a direct current branch driving motor is connected between the direct current output end and the direct current input end of the rectifier.
A vehicle casing comprising a main body skeleton having a receiving cavity disposed therein, the receiving cavity configured to receive a drive system as defined in any one of claims 108-141.