CN219236782U - Electric vehicle - Google Patents

Abstract

The utility model provides an electric vehicle. The electric vehicle comprises a frame, a motor driving system and a wheel system, wherein the wheel system is rotationally connected with the frame; the motor driving system comprises a first motor, a second motor, a first gear shifting assembly, a second gear shifting assembly and a first output shaft, wherein the first gear shifting assembly is connected with a driving shaft of the first motor and is connected with the first output shaft, the first motor drives the first output shaft to rotate through the first gear shifting assembly, the second gear shifting assembly is connected with a driving shaft of the second motor and is connected with the first output shaft, the second motor drives the first output shaft to rotate through the second gear shifting assembly, the first output shaft is connected with the wheel system, and the axial direction of the first output shaft is perpendicular to the axial direction of the wheel system. The electric vehicle provided by the utility model is not easy to break power in the gear shifting process.

Description

Electric vehicle

Technical Field

The utility model relates to the technical field of vehicles, in particular to an electric vehicle.

Background

The fuel consumption regulation and the emission regulation of the commercial diesel vehicle are stricter, the technical performance of the traditional diesel vehicle is limited in lifting space, and the research and development input-output ratio is reduced. Traditional diesel vehicle technology is difficult to adapt to future regulation requirements, is unfavorable for energy conservation and environmental protection, and needs to research and develop new technical routes and power train systems. Electric vehicles increasingly exhibit their advantages.

In the related art, an electric vehicle employs an electric drive system composed of a single motor and a multi-speed transmission.

However, the above electric vehicle is prone to a problem of power interruption during gear shifting.

Disclosure of Invention

The utility model provides an electric vehicle, which aims to solve the problem that power interruption is easy to occur in a gear shifting process of the electric vehicle.

The utility model provides an electric vehicle, which comprises a frame, a motor driving system and a wheel system, wherein the wheel system is rotationally connected with the frame;

the motor driving system comprises a first motor, a second motor, a first gear shifting assembly, a second gear shifting assembly and a first output shaft, wherein the first gear shifting assembly is connected with a driving shaft of the first motor and is connected with the first output shaft, the first motor drives the first output shaft to rotate through the first gear shifting assembly, the second gear shifting assembly is connected with a driving shaft of the second motor and is connected with the first output shaft, the second motor drives the first output shaft to rotate through the second gear shifting assembly, the first output shaft is connected with the wheel system, and the axial direction of the first output shaft is perpendicular to the axial direction of the wheel system.

In one possible implementation manner, the electric vehicle provided by the utility model is characterized in that the first gear shifting assembly comprises a first input shaft, a first gear shifter and at least two first input wheels, wherein the first input shaft is connected with an output shaft of the first motor, the first gear shifter is connected with the first input shaft, the at least two first input wheels are positioned on two opposite sides of the first gear shifter along the axial direction of the first input shaft, and the first gear shifter is used for connecting one of the at least two first input wheels with the first input shaft;

at least two second input wheels are arranged on the first output shaft at intervals, the at least two second input wheels are connected with the at least two first input wheels in a one-to-one correspondence mode, and the axial direction of the first input shaft is consistent with the axial direction of the first output shaft.

In one possible implementation manner, the second gear shifting assembly of the electric vehicle provided by the utility model comprises a second input shaft, a second gear shifter and at least two third input wheels, wherein the second input shaft is connected with an output shaft of a second motor, the second gear shifter is connected with the second input shaft, the at least two third input wheels are positioned on two opposite sides of the second gear shifter along the axial direction of the second input shaft, the second gear shifter is used for connecting one of the at least two third input wheels with the second input shaft, the plurality of third input wheels are connected with the plurality of second input wheels in a one-to-one correspondence manner, and the axial direction of the second input shaft is consistent with that of the first output shaft.

In one possible implementation manner, the motor driving system of the electric vehicle further comprises a first speed reduction assembly, the first speed reduction assembly comprises a first driving wheel and a first driven wheel, the first driving wheel is connected with an output shaft of the first motor, the first driven wheel is connected with the first driving wheel, the first driven wheel is connected with the first input shaft, and the diameter of the first driving wheel is smaller than that of the first driven wheel.

In a possible implementation manner, the motor driving system of the electric vehicle further comprises a second speed reduction assembly, the second speed reduction assembly comprises a second driving wheel and a second driven wheel, the second driving wheel is connected with an output shaft of the second motor, the second driven wheel is connected with the second driving wheel, the second driven wheel is connected with a second input shaft, and the diameter of the second driving wheel is smaller than that of the second driven wheel.

In one possible implementation manner, the motor driving system of the electric vehicle further comprises a third speed reducing assembly, wherein the third speed reducing assembly comprises a first speed reducing wheel, a second speed reducing wheel, a speed reducing shaft, a third speed reducing wheel, a fourth speed reducing wheel and a second output shaft, the first speed reducing wheel is connected with the first output shaft, the second speed reducing wheel is connected with the first speed reducing wheel, the speed reducing shaft is connected with the second speed reducing wheel, the third speed reducing wheel is connected with the speed reducing shaft, the fourth speed reducing wheel is connected with the third speed reducing wheel, the second output shaft is connected with the fourth speed reducing wheel, the second output shaft is connected with the wheel system, and the axial direction of the speed reducing shaft, the axial direction of the first output shaft and the axial direction of the second output shaft are consistent;

the diameter of the first speed reduction wheel is smaller than that of the second speed reduction wheel, and the diameter of the third speed reduction wheel is smaller than that of the fourth speed reduction wheel.

In one possible implementation manner, the number of the second reduction wheels, the reduction shafts and the third reduction wheels is two, the two second reduction wheels are symmetrically arranged about the first reduction wheels, the two reduction shafts are in one-to-one correspondence connection with the two second reduction wheels and are symmetrically arranged about the first reduction wheels, and the two third reduction wheels are in one-to-one correspondence connection with the two reduction shafts and are symmetrically arranged about the fourth reduction wheels;

the first reduction gear and the fourth reduction gear are axially collinear.

In one possible implementation manner, the electric vehicle provided by the utility model is provided, wherein the first reduction gear, the second reduction gear, the third reduction gear and the fourth reduction gear are all cylindrical gears.

In one possible implementation manner, the electric vehicle further comprises a transmission shaft, one end of the transmission shaft is connected with the second output shaft, the other end of the transmission shaft is connected with the wheel system, and the direction of the transmission shaft is consistent with the extending direction of the frame.

In one possible implementation, the utility model provides an electric vehicle, the wheel system comprising a wheel, a differential and a wheel axle, the wheel being connected to the wheel axle, the differential being connected to the wheel axle, and the differential being connected to an end of the drive shaft facing away from the motor drive system.

According to the electric vehicle provided by the utility model, the frame, the motor driving system and the wheel system are arranged, and the wheel system is rotationally connected with the frame. Wherein, motor drive system includes first motor, second motor, first subassembly, second subassembly and the first output shaft of shifting, first subassembly and the drive shaft connection of first motor of shifting, and first subassembly and first output shaft that shift, first motor passes through first subassembly drive first output shaft rotation of shifting, second subassembly and the drive shaft connection of second motor of shifting, and second subassembly and first output shaft connection of shifting, second motor passes through second subassembly drive first output shaft rotation of shifting, first output shaft and wheel system connection. Like this, motor drive system sets up two motors and two gearshift assemblies for one of them gearshift assembly is shifting the time, and another gearshift assembly can last output power, thereby avoids appearing the problem of power interruption, is convenient for promote the security of vehicle, and has improved user's driving impression. Wherein the axial direction of the first output shaft is perpendicular to the axial direction of the wheel system. That is, the motor drive system is arranged non-coaxially with the axle, such that the motor drive system has low assembly manufacturability and sealability requirements, low after-market maintenance complexity, and low cost.

Drawings

In order to more clearly illustrate the embodiments of the present utility model or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the present utility model, and other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic structural diagram of an electric vehicle according to an embodiment of the present utility model;

fig. 2 is a schematic structural diagram of a motor driving system in an electric vehicle according to an embodiment of the present utility model.

Reference numerals illustrate:

100-frame;

200-motor drive system;

210-a first motor;

220-a second motor;

230-a first shift assembly;

231-a first input shaft;

232-first shifter;

233-a first input wheel;

240-a second shift assembly;

241-a second input shaft;

242-second shifter;

243-a third input wheel;

250-a first output shaft;

260-a second input wheel;

270-a first reduction assembly;

271-a first drive wheel;

272-a first driven wheel;

280-a second reduction assembly;

281-a second drive wheel;

282-second driven wheel;

290-a third reduction assembly;

291-first reduction gear;

292-a second reduction gear;

293-a reduction shaft;

294-third reduction gear;

295-fourth reduction wheels;

296-a second output shaft;

300-wheel system;

310-wheels;

320-differential;

330-wheel axle;

400-drive shaft.

Detailed Description

In the description of the present utility model, unless explicitly stated and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, indirectly connected via an intermediate medium, in communication with each other, or in an interaction relationship between two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.

In the description of the present utility model, the directions or positional relationships indicated by the terms "upper", "lower", "front", "rear", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., are based on the directions or positional relationships shown in the drawings, are merely for convenience of description and to simplify the description, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present utility model.

The terms first, second, third and the like in the description and in the claims and in the above-described figures, if any, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the utility model described herein may be implemented, for example, in sequences other than those illustrated or otherwise described herein.

Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or maintenance tool that comprises a list of steps or elements is not necessarily limited to those steps or elements that are expressly listed or inherent to such process, method, article, or maintenance tool.

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present utility model more apparent, the technical solutions of the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model, and it is apparent that the described embodiments are some embodiments of the present utility model, but not all embodiments of the present utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.

In the related art, an electric vehicle employs an electric drive system composed of a single motor and a multi-speed transmission. Because a single motor is adopted, the problem of power interruption easily occurs in the gear shifting process.

In order to solve the technical problems, the motor driving system of the electric vehicle is provided with two motors and two gear shifting components, so that one gear shifting component can continuously output power when shifting gears, the problem of power interruption is avoided, the safety of the vehicle is facilitated to be improved, and the driving experience of a user is improved.

Fig. 1 is a schematic structural diagram of an electric vehicle according to an embodiment of the present utility model, and fig. 2 is a schematic structural diagram of a motor driving system in an electric vehicle according to an embodiment of the present utility model.

Referring to fig. 1 and 2, the electric vehicle provided by the present utility model includes a frame 100, a motor driving system 200, and a wheel system 300, wherein the wheel system 300 is rotatably connected with the frame 100.

The motor driving system 200 includes a first motor 210, a second motor 220, a first gear shifting assembly 230, a second gear shifting assembly 240 and a first output shaft 250, wherein the first gear shifting assembly 230 is connected with a driving shaft of the first motor 210, the first gear shifting assembly 230 is connected with the first output shaft 250, the first motor 210 drives the first output shaft 250 to rotate through the first gear shifting assembly 230, the second gear shifting assembly 240 is connected with a driving shaft of the second motor 220, the second gear shifting assembly 240 is connected with the first output shaft 250, the second motor 220 drives the first output shaft 250 to rotate through the second gear shifting assembly 240, and the first output shaft 250 is connected with the wheel system 300. Like this, motor drive system 200 sets up two motors and two gearshift assemblies for one of them gearshift assembly is shifting, and another gearshift assembly can last output power, thereby avoids appearing the problem of power interruption, is convenient for promote the security of vehicle, and has improved user's driving impression.

Wherein the axial direction of the first output shaft 250 is perpendicular to the axial direction of the wheel system 300. That is, the motor driving system 200 is arranged non-coaxially with the axle, so that compared to the motor driving system 200 arranged coaxially with the axle, the motor driving system 200 provided in the present embodiment has lower requirements on assembly manufacturability and sealability, lower after-sales maintenance complexity and lower cost.

The motor drive system 200 is configured as a separate assembly from the wheel system 300, and is individually assembled and sealed by simply removing the motor drive system 200 for after-market maintenance, and the sealing is performed using conventional assembly techniques. And the motor drive system 200 and the axle are coaxially arranged, the whole axle is required to be disassembled during after-sale maintenance, the axle tube, the half axle and the like are removed, the motor drive system 200 is maintained, the half axle passes through the sealing oil seal in the axle tube during assembly, and the sealing oil seal is easy to damage.

The first motor 210 and the second motor 220 are both high-speed motors, and the rotational speeds of the first motor 210 and the second motor 220 are larger than 7000r/min. The high-speed motor has smaller volume and weight, which is beneficial to reducing the whole volume and weight of the motor driving system 200 and facilitating the arrangement and installation of the motor driving system 200.

The motor driving system 200 provided in this embodiment is coupled to the first output shaft 250 after the two driving motors respectively provide power, and the two gear shifting components are respectively arranged on the driving shafts of the two driving motors for transmitting power, so that the two gear shifting components do not interfere with each other and act independently. Single motor driving or double motor driving can be carried out through the combination of gears, and the system is in a high-efficiency operation interval. In particular, in the gear shifting process, the power is not interrupted in the gear shifting process through the alternate gear shifting of the two gear shifting components.

In some embodiments, to facilitate protection of the motor drive system 200, the motor drive system 200 is located at a mid-position of the frame 100. That is, the centerline of the motor drive system 200 in the extending direction is collinear with the centerline of the vehicle frame 100 in the extending direction.

In one possible implementation, the first gear shift assembly 230 includes a first input shaft 231, a first shifter 232, and at least two first input wheels 233, the first input shaft 231 being connected to the output shaft of the first motor 210, the first shifter 232 being connected to the first input shaft 231, the at least two first input wheels 233 being located on opposite sides of the first shifter 232 in an axial direction of the first input shaft 231, the first shifter 232 being configured to connect one of the at least two first input wheels 233 to the first input shaft 231. At least two second input wheels 260 are arranged on the first output shaft 250 at intervals, the at least two second input wheels 260 are connected with the at least two first input wheels 233 in a one-to-one correspondence mode, and the axial direction of the first input shaft 231 is consistent with the axial direction of the first output shaft 250.

In use, the first motor 210 drives the first input shaft 231 to rotate, the first shifter 232 connects one of the first input wheels 233 with the first input shaft 231, the first input shaft 231 drives the first input wheel 233 to rotate, the first input wheel 233 drives the corresponding second input wheel 260 to rotate, and the second input wheel 260 drives the first output shaft 250 to rotate.

Specifically, referring to fig. 2, the number of the first input wheels 233 and the second input wheels 260 is two.

Illustratively, the first input wheel 233 and the second input wheel 260 may be gears. The first shifter 232 may be a shifter commonly used in the related art.

In one possible implementation, the second gear shifting assembly 240 includes a second input shaft 241, a second shifter 242, and at least two third input wheels 243, the second input shaft 241 is connected to the output shaft of the second motor 220, the second shifter 242 is connected to the second input shaft 241, the at least two third input wheels 243 are located at opposite sides of the second shifter 242 along the axial direction of the second input shaft 241, the second shifter 242 is used to connect one of the at least two third input wheels 243 to the second input shaft 241, the plurality of third input wheels 243 are connected to the plurality of second input wheels 260 in a one-to-one correspondence, and the axial direction of the second input shaft 241 is consistent with the axial direction of the first output shaft 250.

It should be noted that the structure of the second shifting assembly 240 is the same as that of the first shifting assembly 230, and the description of this embodiment is omitted herein.

In one possible implementation, to increase the output torque of the motor drive system 200 and increase the power performance of the whole vehicle, the motor drive system 200 further includes a first reduction assembly 270, the first reduction assembly 270 includes a first driving wheel 271 and a first driven wheel 272, the first driving wheel 271 is connected to the output shaft of the first motor 210, the first driven wheel 272 is connected to the first driving wheel 271, and the first driven wheel 272 is connected to the first input shaft 231, and the diameter of the first driving wheel 271 is smaller than the diameter of the first driven wheel 272.

In use, the first motor 210 drives the first driving wheel 271 to rotate, the first driving wheel 271 drives the first driven wheel 272 to rotate, and the first driven wheel 272 drives the first input shaft 231 to rotate.

Wherein the first driving wheel 271 and the first driven wheel 272 may be gears.

Similarly, to increase the output torque of the motor drive system 200 and increase the power performance of the whole vehicle, the motor drive system 200 further includes a second reduction assembly 280, the second reduction assembly 280 includes a second driving wheel 281 and a second driven wheel 282, the second driving wheel 281 is connected to the output shaft of the second motor 220, the second driven wheel 282 is connected to the second driving wheel 281, and the second driven wheel 282 is connected to the second input shaft 241, the diameter of the second driving wheel 281 is smaller than that of the second driven wheel 282.

It should be noted that the structure of the second deceleration assembly 280 is the same as that of the first deceleration assembly 270, and the description of this embodiment is omitted herein.

In one possible implementation, to increase the output torque of the motor drive system 200 and improve the power performance of the whole vehicle, the motor drive system 200 further includes a third reduction assembly 290, the third reduction assembly 290 includes a first reduction wheel 291, a second reduction wheel 292, a reduction shaft 293, a third reduction wheel 294, a fourth reduction wheel 295, and a second output shaft 296, the first reduction wheel 291 and the first output shaft 250 are connected, the second reduction wheel 292 is connected to the first reduction wheel 291, the reduction shaft 293 is connected to the second reduction wheel 292, the third reduction wheel 294 is connected to the reduction shaft 293, the fourth reduction wheel 295 is connected to the third reduction wheel 294, the second output shaft 296 is connected to the fourth reduction wheel 295, and the second output shaft 296 is connected to the wheel system 300, and the axial direction of the reduction shaft 293, the axial direction of the first output shaft 250, and the axial direction of the second output shaft 296 are all consistent.

Wherein the diameter of the first reduction wheel 291 is smaller than the diameter of the second reduction wheel 292 and the diameter of the third reduction wheel 294 is smaller than the diameter of the fourth reduction wheel 295.

In use, the first output shaft 250 drives the first reduction wheel 291 to rotate, the first reduction wheel 291 drives the second reduction wheel 292 to rotate, the second reduction wheel 292 drives the reduction shaft 293 to rotate, the reduction shaft 293 drives the third reduction wheel 294 to rotate, the third reduction wheel 294 drives the fourth reduction wheel 295 to rotate, and the fourth rotation wheel drives the second output shaft 296 to rotate.

Specifically, the first reduction gear 291, the second reduction gear 292, the third reduction gear 294, and the fourth reduction gear 295 are all cylindrical gears. It can be appreciated that the processing cost of the cylindrical gear is low, and the assembly and the installation are convenient.

In one possible implementation manner, in order to improve the stress stability of the motor driving system 200, the number of the second reduction wheels 292, the reduction shafts 293 and the third reduction wheels 294 is two, the two second reduction wheels 292 are symmetrically disposed about the first reduction wheels 291, the two reduction shafts 293 are connected with the two second reduction wheels 292 in a one-to-one correspondence, and are symmetrically disposed about the first reduction wheels 291, and the two third reduction wheels 294 are connected with the two reduction shafts 293 in a one-to-one correspondence, and are symmetrically disposed about the fourth reduction wheels 295. The axial directions of the first reduction wheel 291 and the fourth reduction wheel 295 are collinear. In this way, the third reduction assembly 290 may form a symmetrical structure.

It should be noted that, compared with the planetary gear set speed reducing structure in the related art, the third speed reducing assembly 290 provided in this embodiment has a simpler structure, a higher technical and process maturity, a smaller processing difficulty, a higher maintainability and a higher disassembly and assembly operability, and is convenient for after-sales maintenance, and lower cost and lighter weight under the condition of bearing the same torque. The planet row speed reducing structure is high in processing difficulty, high in cost and high in overall weight.

In one possible implementation, to facilitate power transfer, the electric vehicle further includes a drive shaft 400, one end of the drive shaft 400 being connected to the second output shaft 296 and the other end being connected to the wheel system 300, the drive shaft 400 being oriented in line with the extension of the frame 100.

In this embodiment, the wheel system 300 includes a wheel 310, a differential 320, and a wheel axle 330, the wheel 310 is connected to the wheel axle 330, the differential 320 is connected to the wheel axle 330, and the differential 320 is connected to an end of the drive shaft 400 facing away from the motor drive system 200.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present utility model, and not for limiting the same; although the utility model has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the utility model.

Claims (10)

1. An electric vehicle is characterized by comprising a frame, a motor driving system and a wheel system, wherein the wheel system is rotationally connected with the frame;

the motor driving system comprises a first motor, a second motor, a first gear shifting assembly, a second gear shifting assembly and a first output shaft, wherein the first gear shifting assembly is connected with a driving shaft of the first motor, the first gear shifting assembly is connected with the first output shaft, the first motor drives the first output shaft to rotate through the first gear shifting assembly, the second gear shifting assembly is connected with a driving shaft of the second motor, the second gear shifting assembly is connected with the first output shaft, the second motor drives the first output shaft to rotate through the second gear shifting assembly, the first output shaft is connected with the wheel system, and the axial direction of the first output shaft is perpendicular to the axial direction of the wheel system.

2. The electric vehicle of claim 1, characterized in that the first shift assembly includes a first input shaft connected to an output shaft of the first motor, a first shifter connected to the first input shaft, and at least two first input wheels located on opposite sides of the first shifter in an axial direction of the first input shaft, the first shifter for connecting one of the at least two first input wheels to the first input shaft;

at least two second input wheels are arranged on the first output shaft at intervals, the at least two second input wheels are connected with the at least two first input wheels in one-to-one correspondence, and the axial direction of the first input shaft is consistent with the axial direction of the first output shaft.

3. The electric vehicle according to claim 2, characterized in that the second shift assembly includes a second input shaft connected to an output shaft of the second motor, a second shifter connected to the second input shaft, and at least two third input wheels located on opposite sides of the second shifter in an axial direction of the second input shaft, the second shift being configured to connect one of the at least two third input wheels to the second input shaft, a plurality of the third input wheels being connected to the plurality of the second input wheels in one-to-one correspondence, an axial direction of the second input shaft being coincident with an axial direction of the first output shaft.

4. The electric vehicle of claim 2, characterized in that the motor drive system further comprises a first reduction assembly comprising a first drive wheel and a first driven wheel, the first drive wheel being connected to the output shaft of the first motor, the first driven wheel being connected to the first drive wheel and the first driven wheel being connected to the first input shaft, the first drive wheel having a diameter smaller than the first driven wheel.

5. The electric vehicle of claim 3, characterized in that the motor drive system further comprises a second reduction assembly comprising a second drive wheel and a second driven wheel, the second drive wheel being connected to the output shaft of the second motor, the second driven wheel being connected to the second drive wheel and the second driven wheel being connected to the second input shaft, the second drive wheel having a diameter that is smaller than the diameter of the second driven wheel.

6. The electric vehicle of any of claims 1-5, characterized in that the motor drive system further comprises a third reduction assembly comprising a first reduction gear, a second reduction gear, a reduction shaft, a third reduction gear, a fourth reduction gear, and a second output shaft, the first reduction gear and the first output shaft being connected, the second reduction gear being connected to the first reduction gear, the reduction shaft being connected to the second reduction gear, the third reduction gear being connected to the reduction shaft, the fourth reduction gear being connected to the third reduction gear, the second output shaft being connected to the fourth reduction gear, and the second output shaft being connected to the wheel system, the axial direction of the reduction shaft, the axial direction of the first output shaft, and the axial direction of the second output shaft all being identical;

the diameter of the first speed reduction wheel is smaller than that of the second speed reduction wheel, and the diameter of the third speed reduction wheel is smaller than that of the fourth speed reduction wheel.

7. The electric vehicle according to claim 6, characterized in that the number of the second reduction wheels, the reduction shafts, and the third reduction wheels is two, the two second reduction wheels are symmetrically arranged with respect to the first reduction wheels, the two reduction shafts are connected in one-to-one correspondence with the two second reduction wheels, and are symmetrically arranged with respect to the first reduction wheels, the two third reduction wheels are connected in one-to-one correspondence with the two reduction shafts, and are symmetrically arranged with respect to the fourth reduction wheels;

the first reduction gear and the fourth reduction gear are axially collinear.

8. The electric vehicle of claim 6, characterized in that the first reduction gear, the second reduction gear, the third reduction gear, and the fourth reduction gear are all spur gears.

9. The electric vehicle of claim 6, further comprising a drive shaft having one end connected to the second output shaft and another end connected to the wheel system, the drive shaft oriented in a direction coincident with the direction of extension of the frame.

10. The electric vehicle of claim 9, characterized in that the wheel system comprises a wheel, a differential and a wheel axle, the wheel being connected to the wheel axle, the differential being connected to the wheel axle, and the differential being connected to an end of the drive shaft facing away from the motor drive system.

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