WO2022077925A1 - 一种车辆驱动系统及电动汽车 - Google Patents

一种车辆驱动系统及电动汽车 Download PDF

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Publication number
WO2022077925A1
WO2022077925A1 PCT/CN2021/097820 CN2021097820W WO2022077925A1 WO 2022077925 A1 WO2022077925 A1 WO 2022077925A1 CN 2021097820 W CN2021097820 W CN 2021097820W WO 2022077925 A1 WO2022077925 A1 WO 2022077925A1
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WIPO (PCT)
Prior art keywords
drive
vehicle
control unit
drive assembly
motor control
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Application number
PCT/CN2021/097820
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English (en)
French (fr)
Inventor
马文武
殷孝德
Original Assignee
华为数字能源技术有限公司
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Application filed by 华为数字能源技术有限公司 filed Critical 华为数字能源技术有限公司
Priority to EP21878978.2A priority Critical patent/EP4212373A4/en
Priority to JP2023522998A priority patent/JP2023546107A/ja
Publication of WO2022077925A1 publication Critical patent/WO2022077925A1/zh
Priority to US18/300,674 priority patent/US20230249537A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/46—Drive Train control parameters related to wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/28—Four wheel or all wheel drive

Definitions

  • the present application relates to the field of vehicle drive technology, and in particular, to a vehicle drive system and an electric vehicle.
  • Electric vehicles have the advantages of low pollution, low noise, and high energy efficiency, and have become a research hotspot in the automotive industry.
  • the vehicle drive system is the core component of an electric vehicle.
  • vehicle drive systems such as centralized drive and distributed drive.
  • the centralized drive method is to use one centralized drive assembly to provide power to two wheels, or to use two centralized drive assemblies to provide power to four wheels.
  • the operation of electric vehicles with centralized drive mode is mature, safe and reliable.
  • the centralized drive assembly is bulky and heavy, and most cars run in the low-power and low-torque range most of the time. It is only used occasionally for the acceleration performance of high-power and high-torque, while the high-efficiency area of the centralized drive assembly is concentrated in High power and high torque area, so for the actual operation of electric vehicles, the overall efficiency is relatively low.
  • the distributed drive mode is to drive the left and right wheels separately, which is divided into dual drive system independent drive, wheel side drive and wheel hub drive.
  • the wheel hub drive assembly omits a large number of transmission components, and the structure is very simple. It is directly installed in the wheel, and the internal space utilization rate of the body is high, and a variety of complex drive controls can be realized. Therefore, the current development and research on the wheel hub drive assembly has gradually become a Industry hotspots. However, under the same power, the hub drive assembly is larger and heavier than the centralized drive assembly, resulting in larger unsprung mass, poor comfort and higher cost, so it has not been widely used.
  • the present application provides a vehicle drive system and an electric vehicle, which utilize the advantages of a wheel hub drive assembly to maximize strengths and avoid weaknesses, improve the operation efficiency of the vehicle drive system, simplify the structure, and realize electronic differential speed.
  • the present application provides a vehicle drive system, comprising: a first drive module for driving a first side wheel of an automobile, a second drive module for driving a second side wheel of the automobile, and a second drive module for controlling the A vehicle controller of a first drive module and a second drive module; wherein: the first drive module includes a first wheel hub drive assembly and a second wheel hub drive assembly, and the first wheel hub drive assembly and The second wheel hub drive assembly is respectively used to drive the left wheel and the right wheel of the first side wheel of the automobile; the second drive module includes a centralized drive assembly, and the centralized drive assembly is used to drive all the wheels at the same time.
  • the second drive module includes a first independent drive assembly and a second independent drive assembly, and the first independent drive assembly and the second independent drive assembly
  • the drive assemblies are respectively used to drive the left wheel and the right wheel of the second side wheel of the automobile.
  • one side is the front side
  • the other side is the rear side. That is, the first drive module is used to drive the front wheels of the car, and the second drive module is used to drive the rear wheels of the car; or, the first drive module is used to drive the rear wheels of the car, and the second drive module is used to drive the car. front wheel.
  • the vehicle drive system provided by this application adopts the hybrid drive mode of dual hub drive assembly and centralized drive assembly/dual independent drive assembly.
  • the vehicle drive system provided in this application adopts the hybrid drive mode of dual hub drive assembly and centralized drive assembly/dual independent drive assembly, and focuses on utilizing the advantages of the hub drive assembly to maximize strengths and avoid weaknesses, and improve the operation efficiency of the vehicle drive system. , simplify the structure, and realize the electronic differential.
  • each of the wheel hub drive assemblies may include a first motor and a first motor control unit; the centralized drive assembly includes a second motor, a second motor control unit and a second reducer; The vehicle controller is respectively connected with each of the motor control units.
  • the first motor in the wheel hub drive assembly is arranged in the wheel of the vehicle, and the first motor control unit may be arranged on the wheel, or may be arranged at other positions of the vehicle, such as the chassis of the vehicle, which is not limited here.
  • the centralized drive assembly is generally arranged on the chassis of the car, and the centralized drive assembly provides power drive to the left wheel and the right wheel of the car through two half shafts respectively.
  • the first motor control unit in the first wheel hub drive assembly and the second wheel hub drive assembly is the same motor control unit. That is, the two wheel hub drive assemblies share the same motor control unit, which reduces the number of motor control units in the vehicle drive system, thereby saving costs.
  • the first motor control unit may be arranged on the left wheel of the first wheel of the automobile, or may be arranged on the right wheel of the first wheel of the automobile, and of course, may also be arranged on the chassis of the automobile , which is not limited here.
  • the second motor control unit in the centralized drive assembly, the first motor control unit in the first wheel hub drive assembly, and the second wheel hub drive assembly The first motor control unit in the composition is the same motor control unit. That is, the two wheel hub drive assemblies and the centralized drive assembly share the same motor control unit, which further reduces the number of motor control units in the vehicle drive system, thereby saving costs.
  • the motor control unit may be arranged on the left wheel of the first side wheel of the vehicle, or may be arranged on the right wheel of the first side wheel of the vehicle, and of course may also be arranged on the vehicle chassis, here Not limited.
  • the wheel hub drive assembly may include a first motor and a first motor control unit; the independent drive assembly may include a third motor, a third motor control unit and a third reducer; The vehicle controller is respectively connected with each of the motor control units.
  • the electric vehicle can obtain strong power, good acceleration performance, and can be significantly shortened. acceleration time.
  • the first independent drive assembly and the second independent drive assembly are generally arranged on the chassis of the vehicle, and the independent drive assemblies pass through a semi-axial axle of the left wheel and the left wheel of the vehicle, respectively. The right wheel provides power drive.
  • the first motor control unit is the same motor control unit. That is, the two wheel hub drive assemblies share the same motor control unit, thereby reducing the number of motor control units in the vehicle drive system, thereby saving costs.
  • the first motor control unit may be arranged on the left wheel of the first wheel of the automobile, or may be arranged on the right wheel of the first wheel of the automobile, and of course, may also be arranged on the chassis of the automobile , which is not limited here.
  • the third motor control unit in the first independent drive assembly and the third motor control unit in the second independent drive assembly are the same motor control unit. That is, the two independent drive assemblies share the same motor control unit, thereby reducing the number of motor control units in the vehicle drive system, thereby saving costs.
  • the third motor control unit may be disposed on the chassis of the vehicle, which is not limited herein.
  • the first motor control unit in the first wheel hub drive assembly and the second wheel hub drive assembly is the same motor control unit, and in the first independent drive assembly
  • the third motor control unit and the third motor control unit in the second independent drive assembly are the same motor control unit. That is, the two independent drive assemblies share the same motor control unit, and the two wheel hub drive assemblies share the same motor control unit, which reduces the number of motor control units in the vehicle drive system, thereby saving costs.
  • the first motor control unit may be arranged on the left wheel of the first wheel of the automobile, or may be arranged on the right wheel of the first wheel of the automobile, and of course, may also be arranged on the chassis of the automobile , the third motor control unit may be disposed on the chassis of the vehicle, which is not limited herein.
  • the first motor control unit in the drive assembly and the first motor control unit in the second wheel hub drive assembly are the same motor control unit. That is, the two wheel hub drive assemblies and the two independent drive assemblies share the same motor control unit, which further reduces the number of motor control units in the vehicle drive system, thereby saving costs.
  • the motor control unit may be arranged on the left wheel of the first side wheel of the automobile, or may be arranged on the right wheel of the first side wheel of the automobile, and of course also may be arranged on the chassis of the automobile. This is not limited.
  • the wheel hub drive assembly further includes a first speed reducer. That is, a first speed reducer is added to the wheel hub drive assembly, and the first speed reducer is used to reduce the power of the first motor, thereby reducing the weight and cost of the wheel hub drive assembly.
  • the wheel hub drive assembly may further include a steering unit for the vehicle.
  • the vehicle steering unit is used to control the steering of the vehicle under the command of the vehicle controller.
  • the steering unit of the automobile is generally arranged on the outer side of the wheel, thereby increasing the space on the front side of the automobile.
  • the wheel hub drive assembly further includes a body lifting unit.
  • the body lifting unit is used to control the lifting and lowering of the vehicle body under the control of the instructions of the vehicle controller.
  • the body lifting unit is generally arranged on the upper side of the wheel, thereby increasing the space of the vehicle.
  • the wheel hub drive assembly may further include a shock absorber unit, and the shock absorber unit is arranged in the wheel hub drive assembly to further increase the space of the vehicle.
  • the first drive module further includes: a synchronization control unit; the synchronization control unit is configured to control one of the wheel hub drive assemblies according to the other of the wheel hub drive assemblies. That is, the synchronous control unit is used to control the second hub drive assembly according to the first wheel hub drive assembly, or the synchronous control unit is used to control the first wheel hub according to the second wheel hub drive assembly drive assembly.
  • the synchronous control unit is respectively connected with the first motor control units of the first wheel hub drive assembly and the second wheel hub drive assembly, and the synchronous control unit is mainly used for according to one of the wheel hubs.
  • the wheel speed and torque of the wheel controlled by the drive assembly controls the wheel speed and torque of the wheel controlled by the other hub drive assembly.
  • the communication between the synchronization control unit and the first wheel hub drive assembly and the second wheel hub drive assembly may be wireless communication, such as Bluetooth communication, and of course, direct electrical connection.
  • a power supply module is further included; the power supply module is configured to provide power for the first drive module and the second drive module.
  • the power module may include one, two or more battery components, which is not limited herein. The more battery components in the power module, the higher the performance, but the higher the cost, which can be set according to the actual situation.
  • the power module includes a first battery assembly and a second battery assembly; the first battery assembly is used to provide power for the first drive module; the second battery assembly for providing power to the second driving module.
  • the first battery assembly is used to provide power for the first drive module; the second battery assembly for providing power to the second driving module.
  • two battery modules are used to provide power, on the one hand, the battery life of the car can be improved, and on the other hand, when one of the battery modules fails, the other battery module can continue to be used, thereby improving the safety of the car.
  • the motor control unit includes a power control part and an electronic control part; the power control part is used to convert the voltage of the power supply provided by the power supply unit into a target voltage; the electronic control module is used to control the power control unit to provide the target voltage to the motor under the control of the vehicle controller; the electronic control unit and the vehicle controller are integrated together .
  • the motor control unit may be the first motor control unit in the wheel hub drive assembly, the second motor control unit in the centralized drive assembly, and of course the first motor control unit in the independent drive assembly.
  • any of the motors may include a synchronous motor, an asynchronous motor, or an excitation motor, etc., which is not limited herein.
  • any one of the speed reducers may include a single-speed speed reducer, a two-speed speed reducer, or a multi-speed speed reducer, which is not limited herein.
  • a power disconnection module may also be provided in the speed reducer, and the power disconnection module is used to disconnect the control of the motor to the wheel.
  • the present application provides an electric vehicle, including: a body, a chassis, and a vehicle drive system in any of the above-mentioned technical solutions of the present application.
  • vehicle drive system proposed in this application adopts a hybrid drive mode of dual hub drive assemblies and centralized drive assemblies/dual independent drive assemblies
  • the electric vehicle of this application also has both hub drive assemblies and centralized drive assemblies/dual drive assemblies.
  • the advantages of the independent drive assembly focusing on the advantages of the hub drive assembly, realize the advantages of avoiding weaknesses, improve the operating efficiency of the vehicle drive system, simplify the structure, and realize the electronic differential.
  • FIG. 1 is a schematic structural diagram of a vehicle drive system provided by the application.
  • FIG. 2 is a schematic structural diagram of another vehicle drive system provided by the application.
  • FIG. 3 is a schematic structural diagram of another vehicle drive system provided by the application.
  • FIG. 4 is a schematic structural diagram of another vehicle drive system provided by the application.
  • FIG. 5 is a schematic structural diagram of another vehicle drive system provided by the application.
  • FIG. 6 is a schematic structural diagram of another vehicle drive system provided by the application.
  • FIG. 7 is a schematic structural diagram of another vehicle drive system provided by the application.
  • FIG. 8 is a schematic structural diagram of another vehicle drive system provided by the application.
  • FIG. 9 is a schematic structural diagram of another vehicle drive system provided by the application.
  • FIG. 10 is a schematic structural diagram of another vehicle drive system provided by the application.
  • FIG. 11 is a schematic structural diagram of another vehicle drive system provided by the application.
  • FIG. 12 is a schematic structural diagram of yet another vehicle drive system provided by the application.
  • FIG. 13 is a schematic structural diagram of yet another vehicle drive system provided by the application.
  • FIG. 14 is a schematic structural diagram of yet another vehicle drive system provided by the application.
  • 15 is a schematic structural diagram of yet another vehicle drive system provided by the application.
  • 16 is a schematic structural diagram of yet another vehicle drive system provided by the application.
  • 17 is a schematic structural diagram of yet another vehicle drive system provided by the application.
  • 19 is a schematic structural diagram of another vehicle drive system provided by the application.
  • 20 is a schematic structural diagram of another vehicle drive system provided by the application.
  • 21 is a schematic structural diagram of yet another vehicle drive system provided by the application.
  • FIG. 22 is a schematic structural diagram of yet another vehicle drive system provided by the application.
  • FIG. 23 is a schematic structural diagram of yet another vehicle drive system provided by the application.
  • FIG. 24 is a schematic structural diagram of yet another vehicle drive system provided by the application.
  • 25 is a schematic structural diagram of another vehicle drive system provided by the application.
  • 26 is a schematic structural diagram of another vehicle drive system provided by the application.
  • FIG. 27 is a schematic partial structure diagram of the vehicle drive system provided by the application.
  • references in this specification to "one embodiment” or “some embodiments” and the like mean that a particular feature, structure, or characteristic described in connection with the embodiment is included in one or more embodiments of the present application.
  • appearances of the phrases “in one embodiment,” “in some embodiments,” “in other embodiments,” “in other embodiments,” etc. in various places in this specification are not necessarily All refer to the same embodiment, but mean “one or more but not all embodiments” unless specifically emphasized otherwise.
  • the terms “including”, “including”, “having” and their variants mean “including but not limited to” unless specifically emphasized otherwise.
  • the vehicle drive system directly determines the performance of the electric vehicle.
  • FIG. 1 exemplarily shows a schematic structural diagram of a vehicle drive system in an embodiment of the present application.
  • a vehicle drive system provided by an embodiment of the present application includes: a first drive module 1 for driving a wheel on a first side of a vehicle, a second drive module 2 for driving a wheel on a second side of the vehicle, and a control The vehicle controller 3 of the first drive module 1 and the second drive module 2; wherein: the first drive module 1 includes a first wheel hub drive assembly 1_1 and a second wheel hub drive assembly 1_2, and the The first hub drive assembly 1_1 and the second hub drive assembly 1_2 are respectively used to drive the left wheel L1 and the right wheel R1 of the first wheel of the automobile; the second drive module 2 includes a centralized drive assembly 2_0 , and the centralized drive assembly 2_0 is used for simultaneously driving the left wheel L2 and the right wheel R2 of the second wheel of the vehicle.
  • the vehicle drive system provided by this application adopts a hybrid drive mode of dual hub drive assembly and centralized drive assembly.
  • the dual hub drive assembly is used for driving, and when the vehicle is accelerating to start or accelerate overtaking , need large torque, use the centralized drive assembly to drive, or use the centralized drive assembly and the double hub drive assembly to drive together. Therefore, the vehicle drive system provided in the present application can improve the operation efficiency compared with the drive system that only adopts the centralized drive assembly. It is used for driving with low power and low torque, so the volume and weight of the wheel hub drive assembly are relatively small, which can reduce the unsprung mass and improve the comfort of the car. That is, the vehicle drive system provided by the present application can combine the advantages of the hub drive assembly and the centralized drive assembly.
  • FIG. 2 exemplarily shows a schematic structural diagram of another vehicle drive system in an embodiment of the present application.
  • a vehicle drive system provided by an embodiment of the present application includes: a first drive module 1 for driving a wheel on the first side of the vehicle, a second drive module 2 for driving the wheel on the second side of the vehicle, and a control The vehicle controller 3 of the first drive module 1 and the second drive module 2; wherein: the first drive module 1 includes a first wheel hub drive assembly 1_1 and a second wheel hub drive assembly 1_2, and the The first hub drive assembly 1_1 and the second hub drive assembly 1_2 are respectively used to drive the left wheel L1 and the right wheel R1 of the first wheel of the vehicle; the second drive module 2 includes a first independent drive assembly. 2_1 and a second independent drive assembly 2_2, and the first independent drive assembly 2_1 and the second independent drive assembly 2_2 are respectively used to drive the left wheel L2 and the right wheel R2 of the second wheel of the vehicle .
  • the vehicle drive system provided by this application adopts a hybrid drive mode of dual hub drive assemblies and dual independent drive assemblies.
  • the dual hub drive assembly is used to drive, and when the vehicle is accelerating to start or accelerate overtaking
  • the dual independent drive assembly is used for driving, or the dual independent drive assembly and the dual hub drive assembly are used for driving together. Therefore, the vehicle drive system provided in the present application can improve the operation efficiency compared with the way of driving only by using the independent drive assembly. It is mainly used for driving with low power and low torque, so the volume and weight of the wheel hub drive assembly are relatively small, which can reduce the unsprung mass and improve the comfort of the car. That is, the vehicle drive system provided by the present application can combine the advantages of the hub drive assembly and the independent drive assembly.
  • the vehicle drive system adopts the hybrid drive mode of dual hub drive assembly and centralized drive assembly/dual independent drive assembly, and focuses on utilizing the advantages of the hub drive assembly to maximize strengths and avoid weaknesses, and improve the operation of the vehicle drive system. efficiency, simplify the structure, and realize electronic differential.
  • one side is the front side, and the other side is the rear side. That is, the first drive module is used to drive the front wheels of the vehicle, and the second drive module is used to drive the rear wheels of the vehicle; or, the first drive module is used to drive the rear wheels of the vehicle, and the second drive module is used to drive the front wheels of the vehicle .
  • the front-wheel drive of the car is easier to operate than the rear-wheel drive. Therefore, in the present application, preferably, the first drive module is used to drive the front wheels of the vehicle, and the second drive module is used to drive the rear wheels of the vehicle.
  • the front wheel of the car adopts a hub drive assembly, which can make the weight of the front side of the car less than the weight of the rear side of the car, and the safety performance is relatively higher in the event of a collision.
  • the drawings in the description of the present application are all illustrative examples of the front wheels of the automobile adopting the hub drive assembly.
  • the vehicle drive system can use the first drive module to provide power for the vehicle, that is, a front-drive mode; and can also use the second drive module to provide power to the vehicle, that is, a rear-drive mode.
  • a four-wheel drive mode can also be used, that is, the first drive module and the second drive module jointly provide power for the vehicle.
  • the two drive modules can be in the form of asynchronous, electric excitation, synchronous and so on.
  • the vehicle controller can send instructions to the first drive module and the second drive module by detecting the amplitude of the accelerator pedal, so that the vehicle drive system can switch between the front drive mode, the rear drive mode and the four-wheel drive mode.
  • FIG. 3 exemplarily shows a schematic structural diagram of still another vehicle drive system in an embodiment of the present application.
  • the wheel hub drive assemblies 1_1 and 1_2 may include a first motor 11 and a first motor control unit MCU1;
  • the centralized drive assembly 2_0 includes a second motor 21, a second motor The control unit MCU2 and the second reducer 22;
  • the vehicle controller 3 is respectively connected with each of the motor control units MCU1 and MCU2.
  • the first motor 11 in the wheel hub drive assembly is arranged in the wheel of the car, and the first motor control unit MCU1 can be arranged on the wheel, or can be arranged in other positions of the car, such as the chassis of the car, which will not be described here. limited.
  • the centralized drive assembly 2_0 is generally disposed on the chassis of the automobile, and the centralized drive assembly 2_0 provides power to drive the left wheel L2 and the right wheel R2 of the automobile through the two half shafts S1 respectively.
  • FIG. 4 exemplarily shows a schematic structural diagram of another vehicle drive system in an embodiment of the present application.
  • the first motor control unit MCU1 in the first wheel hub drive assembly 1_1 and the second wheel hub drive assembly 1_2 is the same motor control unit MCU1 . That is, on the basis of Example 2, the two wheel hub drive assemblies 1_1 and 1_2 share the same motor control unit MCU1, thereby reducing the number of motor control units in the vehicle drive system, thereby saving costs.
  • the first motor control unit MCU1 can be set on the left wheel L1 of the first wheel of the automobile, or can be set on the right wheel R1 of the first wheel of the automobile, and of course can also be set on the automobile On the chassis of , this is not limited.
  • FIG. 5 exemplarily shows a schematic structural diagram of another vehicle drive system in an embodiment of the present application.
  • the second motor control unit in the centralized drive assembly 2_0, the first motor control unit in the first wheel hub drive assembly 1_1, and the second wheel hub drive assembly 1_2 The first motor control unit is the same motor control unit MCU12. That is, on the basis of Example 3, the two wheel hub drive assemblies 1_1 and 1_2 and the centralized drive assembly 2_0 share the same motor control unit MCU12, which further reduces the number of motor control units in the vehicle drive system, thereby saving costs .
  • the motor control unit MCU12 can be arranged on the left wheel L1 of the first side wheel of the automobile, or can be arranged on the right wheel R1 of the first side wheel of the automobile, and of course can also be arranged on the automobile chassis , which is not limited here.
  • FIG. 6 exemplarily shows a schematic structural diagram of yet another vehicle drive system in an embodiment of the present application.
  • the wheel hub drive assemblies 1_1 and 1_2 may include a first motor 11 and a first motor control unit MCU1;
  • the independent drive assemblies 2_1 and 2_2 may include a third motor 31, a third motor control unit MCU3 and The third reducer 32;
  • the vehicle controller 3 is respectively connected with each of the motor control units MCU1 and MCU3.
  • first independent drive assembly 2_1 and the second independent drive assembly 2_2 are generally disposed on the chassis of the vehicle, and the independent drive assemblies 2_1 and 2_2 pass through an axle shaft S1 respectively. Power is provided to the left wheel L2 and the right wheel R2 of the car.
  • FIG. 7 exemplarily shows a schematic structural diagram of still another vehicle drive system in an embodiment of the present application.
  • the first motor control unit MCU1 in the first wheel hub drive assembly 1_1 and the second wheel hub drive assembly 1_2 is the same motor control unit MCU1 . That is, on the basis of Example 4, the two wheel hub drive assemblies 1_1 and 1_2 share the same motor control unit MCU1, thereby reducing the number of motor control units in the vehicle drive system, thereby saving costs.
  • the first motor control unit MCU1 can be set on the left wheel L1 of the first wheel of the automobile, or can be set on the right wheel R1 of the first wheel of the automobile, and of course can also be set on the automobile On the chassis of , this is not limited.
  • FIG. 8 exemplarily shows a schematic structural diagram of still another vehicle drive system in an embodiment of the present application.
  • the third motor control unit MCU3 in the first independent drive assembly 2_1 and the third motor control unit MCU3 in the second independent drive assembly 2_2 are the same motor control unit MCU3 . That is, on the basis of Example 4, the two independent drive assemblies 2_1 and 2_2 share the same motor control unit MCU3, which reduces the number of motor control units in the vehicle drive system, thereby saving costs.
  • the third motor control unit MCU3 may be disposed on the chassis of the vehicle, which is not limited herein.
  • FIG. 9 exemplarily shows a schematic structural diagram of yet another vehicle drive system in an embodiment of the present application.
  • the first motor control unit MCU1 in the first wheel hub drive assembly 1_1 and the second wheel hub drive assembly 1_2 is the same motor control unit MCU1 .
  • the third motor control unit MCU3 in the first independent drive assembly 2_1 and the third motor control unit MCU3 in the second independent drive assembly 2_2 are the same motor control unit MCU3.
  • the two independent drive assemblies 2_1 and 2_2 share the same motor control unit MCU3, that is, the two wheel hub drive assemblies 1_1 and 1_2 share the same motor control unit MCU1, reducing the number of vehicle drive systems.
  • the number of motor control units which can save costs.
  • the first motor control unit MCU1 can be arranged on the left wheel of the first side wheel of the automobile, or can be arranged on the right wheel of the first side wheel of the automobile, and of course can also be arranged on the chassis of the automobile
  • the third motor control unit MCU3 may be disposed on the chassis of the vehicle, which is not limited herein.
  • FIG. 10 exemplarily shows a schematic structural diagram of another vehicle drive system in an embodiment of the present application.
  • the third motor control unit in the first independent drive assembly 2_1 the third motor control unit in the second independent drive assembly 2_2 , and the first wheel hub drive assembly
  • the first motor control unit in 1_1 and the first motor control unit in the second wheel hub drive assembly 1_2 are the same motor control unit MCU13. That is, on the basis of Example 7, the two wheel hub drive assemblies 1_1 and 1_2 and the two independent drive assemblies 2_1 and 2_2 share the same motor control unit MCU13, which further reduces the number of motor control units in the vehicle drive system. Thereby, costs can be saved.
  • the motor control unit MCU13 can be arranged on the left wheel L1 of the first side wheel of the automobile, or can be arranged on the right wheel R1 of the first side wheel of the automobile, and of course can also be arranged on the chassis of the automobile , which is not limited here.
  • the vehicle controller (Vehicle Control Unit) is mainly responsible for coordinating the coordination of components such as batteries and motors, and undertakes tasks such as data exchange and energy flow management.
  • the Motor Control Unit is used to control the rotation state of the motor according to the instructions of the vehicle controller.
  • the reducer is mechanically connected to the motor to reduce the wheel speed and increase the torque.
  • the wheel hub drive assemblies 1_1 and 1_2 further include a first speed reducer 12 . That is, on the basis of the above examples 1 to 8, a first reducer 12 is added to the hub drive assemblies 1_1 and 1_2, and the first reducer 12 is used to reduce the power of the first motor 11, thereby reducing the hub drive assembly. weight and cost.
  • both the first reducer and the first motor are arranged on the wheel of the vehicle, and the first reducer is mechanically connected to the first motor.
  • the wheel hub drive assemblies 1_1 and 1_2 when the first side is the front side of the vehicle, the wheel hub drive assemblies 1_1 and 1_2 further include a vehicle steering unit 13 .
  • the vehicle steering unit 13 is used to control the steering of the vehicle under the control of the instruction of the vehicle controller 3 .
  • the steering unit 13 of the automobile is generally arranged on the outer side of the wheel, thereby increasing the space on the front side of the automobile.
  • the wheel hub drive assemblies 1_1 and 1_2 further include a body lifting unit 14 .
  • the vehicle body lifting unit 14 is used to control the vehicle body lifting and lowering under the control of the instruction of the vehicle controller 3 .
  • the vehicle body lifting unit 14 is generally arranged on the upper side of the wheel, thereby increasing the space on the front side of the vehicle.
  • the wheel hub drive assembly may further include a shock absorber unit, and the shock absorber unit is arranged in the wheel hub drive assembly to further increase the front side space of the vehicle.
  • the first drive module 1 further includes: a synchronization control unit 1_3; the synchronization control unit 1_3 is configured to A drive assembly controls the other of said hub drive assemblies. That is, the synchronization control unit 1_3 is used to control the second hub drive assembly 1_2 according to the first wheel hub drive assembly 1_1, or the synchronization control unit 1_3 is used to control the second wheel hub drive assembly 1_2 The first wheel hub drive assembly 1_1.
  • the synchronization control unit is respectively connected with the first motor control units of the first wheel hub drive assembly and the second wheel hub drive assembly, and the synchronization control unit is mainly used for according to one of the wheel hubs.
  • the wheel speed and torque of the wheel controlled by the drive assembly controls the wheel speed and torque of the wheel controlled by the other hub drive assembly.
  • the communication between the synchronization control unit and the first wheel hub drive assembly and the second wheel hub drive assembly may be wireless communication, such as Bluetooth communication, and of course, direct electrical connection.
  • a power supply module 4 is further included; the power supply module 4 is used for the first driving module 1 and the second driving module 2 Provide power.
  • the power module may include one, two or more battery components, which is not limited herein.
  • the more battery components in the power module the higher the performance, but the higher the cost, which can be set according to the actual situation.
  • the power module 4 includes a first battery assembly 4_1 and a second battery assembly 4_2; the first battery assembly 4_1 is used for the The first driving module 1 provides power; the second battery assembly 4_2 is used for providing power for the second driving module 2 .
  • the two battery modules 4_2 are used to provide power, on the one hand, the battery life of the car can be improved, and on the other hand, when one of the battery modules fails, the other battery module can continue to be used, thereby improving the safety of the car.
  • the motor control unit includes a power control part and an electronic control part; the power control part is used to convert the voltage of the power supply provided by the power supply unit into a target voltage; the The electronic control module is used for controlling the power control unit to provide the target voltage to the motor under the control of the vehicle controller; the electronic control unit and the vehicle controller are integrated together.
  • the motor control unit may be the first motor control unit in the wheel hub drive assembly, the second motor control unit in the centralized drive assembly, and of course the first motor control unit in the independent drive assembly.
  • Three motor control units Integrating the electronic control part in the motor control unit with the vehicle controller can make the corresponding drive assembly respond in real time, and improve the real-time performance of the vehicle drive system.
  • any of the motors may include a synchronous motor, an asynchronous motor, or an excitation motor, etc., which is not limited herein.
  • any one of the speed reducers may include a single-speed speed reducer, a two-speed speed reducer, or a multi-speed speed reducer, which is not limited herein.
  • a power disconnection module may also be provided in the reducer, and the power disconnection module is used to disconnect the control of the motor to the wheel.
  • the vehicle drive system proposed in the embodiments of the present application can be applied to an electric vehicle.
  • the electric vehicle provided by the present application includes: a body, a chassis, and a vehicle drive system in any of the above-mentioned technical solutions of the present application. Since the principle of solving the problem of the electric vehicle is similar to that of the aforementioned vehicle drive system, the implementation of the electric vehicle may refer to the aforementioned implementation of the vehicle drive system, and the repetition will not be repeated. Since the vehicle drive system proposed in this application adopts a hybrid drive mode of dual hub drive assemblies and centralized drive assemblies/dual independent drive assemblies, the electric vehicle of this application also has both hub drive assemblies and centralized drive assemblies/dual drive assemblies.
  • the advantages of the independent drive assembly focusing on the advantages of the hub drive assembly, realize the advantages of avoiding weaknesses, improve the operating efficiency of the vehicle drive system, simplify the structure, and realize the electronic differential.

Abstract

一种车辆驱动系统及电动汽车，其中车辆驱动系统采用双轮毂驱动总成（1_1、1_2）和集中驱动总成（2_0）/双独立驱动总成（2_1、2_2）的混合驱动方式，当汽车在匀速小扭矩行驶时采用双轮毂驱动总成（1_1、1_2）进行驱动，当汽车在加速启动或者加速超车时，需要大扭矩，采用集中驱动总成（2_0）/双独立驱动总成（2_1、2_2）进行驱动，或者采用集中驱动总成（2_0）/双独立驱动总成（2_1、2_2）和双轮毂驱动总成（1_1、1_2）一起进行驱动。

Description

一种车辆驱动系统及电动汽车
相关申请的交叉引用
本申请要求在2020年10月16日提交中国专利局、申请号为202011110725.8、申请名称为“一种车辆驱动系统及电动汽车”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及汽车驱动技术领域，尤其涉及一种车辆驱动系统及电动汽车。
背景技术
近年内，环境污染和能源短缺加速了绿色可再生能源的开发和利用，电动汽车具有低污染、低噪声、高能效等优点，已成为汽车行业的研究热点。车辆驱动系统是电动汽车的核心零部件，目前车辆驱动系统有多种方式，例如集中式驱动方式、分布式驱动方式等。
集中式驱动方式是采用一个集中驱动总成为两个车轮提供动力，或采用两个集中驱动总成为四个车轮提供动力。采用集中式驱动方式的电动汽车操作实现技术成熟、安全可靠。但是集中驱动总成体积大，重量重，且大多数车在大多数时间都在小功率小扭矩区间运行，对于大功率大扭矩的加速性能偶尔才用，而集中驱动总成的高效区集中在大功率大扭矩区，所以对于电动汽车实际运行来说，总体效率相对较低。
分布式驱动方式是对左右轮分别驱动，分为双驱动系统独立驱动、轮边驱动和轮毂驱动。其中轮毂驱动总成省略了大量的传动部件，结构非常简单，直接安装在车轮内，车身内部空间利用率高，可以实现多种复杂的驱动控制，所以目前对轮毂驱动总成的开发研究逐渐成为行业热点。但是在同等功率下，轮毂驱动总成比集中驱动总成体积更大、重量更重，导致簧下质量更大，舒适性较差，成本更高，因此尚未得到广泛的应用。
发明内容
本申请提供一种车辆驱动系统及电动汽车，利用轮毂驱动总成的优势，实现扬长避短，提高车辆驱动系统运行效率，简化结构，并实现电子差速。
第一方面，本申请提供一种车辆驱动系统，包括：用于驱动汽车的第一侧车轮的第一驱动模块、用于驱动汽车的第二侧车轮的第二驱动模块以及用于控制所述第一驱动模块和所述第二驱动模块的整车控制器；其中：所述第一驱动模块包括第一轮毂驱动总成和第二轮毂驱动总成，且所述第一轮毂驱动总成和所述第二轮毂驱动总成分别用于驱动所述汽车第一侧车轮的左车轮和右车轮；所述第二驱动模块包括集中驱动总成，且所述集中驱动总成用于同时驱动所述汽车第二侧车轮的左车轮和右车轮；或者所述第二驱动模块包括第一独立驱动总成和第二独立驱动总成，且所述第一独立驱动总成和所述第二独立驱动总成分别用于驱动所述汽车第二侧车轮的左车轮和右车轮。需要指出的是，本申请中，所述第一侧和所述第二侧中，其中一侧为前侧，另一侧为后侧。即第一驱动模块用于驱动汽车的前侧车轮，第二驱动模块用于驱动汽车的后侧车轮；或者，第一驱动模块用于驱动汽车的后 侧车轮，第二驱动模块用于驱动汽车的前侧车轮。
本申请提供的车辆驱动系统，采用双轮毂驱动总成和集中驱动总成/双独立驱动总成的混合驱动方式，当汽车在匀速小扭矩行驶时采用双轮毂驱动总成进行驱动，当汽车在加速启动或者加速超车时，需要大扭矩，采用集中驱动总成/双独立驱动总成进行驱动，或者采用集中驱动总成/双独立驱动总成和双轮毂驱动总成一起进行驱动。因此，本申请提供的车辆驱动系统，采用双轮毂驱动总成和集中驱动总成/双独立驱动总成的混合驱动方式，重点利用轮毂驱动总成的优势，实现扬长避短，提高车辆驱动系统运行效率，简化结构，并实现电子差速。
在一种可能的实现方式中，所述轮毂驱动总成均可以包括第一电机和第一电机控制单元；所述集中驱动总成包括第二电机、第二电机控制单元和第二减速器；所述整车控制器分别与各所述电机控制单元连接。具体实施时，轮毂驱动总成中第一电机是设置在汽车车轮中的，而第一电机控制单元可以设置在车轮上，也可以设置在汽车其它位置，例如汽车的底盘，在此不作限定。集中驱动总成一般是设置在汽车的底盘上，集中驱动总成通过两个半轴分别向汽车的左车轮和右车轮提供动力驱动。
在一种可能的实现方式中，当所述第二驱动模块包括集中驱动总成时，所述第一轮毂驱动总成和所述第二轮毂驱动总成中的所述第一电机控制单元为同一电机控制单元。即两个所述轮毂驱动总成共用同一电机控制单元，减少车辆驱动系统中电机控制单元的数量，从而可以节约成本。在具体实施时，所述第一电机控制单元可以设置在所述汽车第一侧车轮的左车轮，也可以设置在所述汽车第一侧车轮的右车轮，当然还可以设置在汽车的底盘上，在此不作限定。
在一种可能的实现方式中，所述集中驱动总成中的所述第二电机控制单元、所述第一轮毂驱动总成中的所述第一电机控制单元以及所述第二轮毂驱动总成中的所述第一电机控制单元为同一电机控制单元。即两个所述轮毂驱动总成以及所述集中驱动总成共用同一电机控制单元，进一步减少车辆驱动系统中电机控制单元的数量，从而可以节约成本。在具体实施时，所述电机控制单元可以设置在所述汽车第一侧车轮的左车轮，也可以设置在所述汽车第一侧车轮的右车轮，当然还可以设置在汽车底盘上，在此不作限定。
在一种可能的实现方式中，所述轮毂驱动总成可以包括第一电机和第一电机控制单元；所述独立驱动总成可以包括第三电机、第三电机控制单元和第三减速器；所述整车控制器分别与各所述电机控制单元连接。利用所述第一独立驱动总成和所述第二独立驱动总成分别驱动所述汽车第二侧车轮的左车轮和右车轮，可以让电动汽车获得强劲的动力，加速性能好，可以显著缩短加速时间。在具体实施时，所述第一独立驱动总成和所述第二独立驱动总成一般是设置在汽车的底盘上的，所述独立驱动总成分别通过一根半轴向汽车的左车轮和右车轮提供动力驱动。
在一种可能的实现方式中，当所述第二驱动模块包括第一独立驱动总成和第二独立驱动总成时，所述第一轮毂驱动总成和所述第二轮毂驱动总成中的所述第一电机控制单元为同一电机控制单元。即两个所述轮毂驱动总成和共用同一电机控制单元，减少车辆驱动系统中电机控制单元的数量，从而可以节约成本。在具体实施时，所述第一电机控制单元可以设置在所述汽车第一侧车轮的左车轮，也可以设置在所述汽车第一侧车轮的右车轮，当然还可以设置在汽车的底盘上，在此不作限定。
在一种可能的实现方式中，所述第一独立驱动总成中的所述第三电机控制单元和所述 第二独立驱动总成中的所述第三电机控制单元为同一电机控制单元。即两个所述独立驱动总成共用同一电机控制单元，减少车辆驱动系统中电机控制单元的数量，从而可以节约成本。在具体实施时，所述第三电机控制单元可以设置在汽车的底盘上，在此不作限定。
在一种可能的实现方式中，所述第一轮毂驱动总成和所述第二轮毂驱动总成中的所述第一电机控制单元为同一电机控制单元，所述第一独立驱动总成中的所述第三电机控制单元和所述第二独立驱动总成中的所述第三电机控制单元为同一电机控制单元。即两个所述独立驱动总成共用同一电机控制单元，两个所述轮毂驱动总成共用同一电机控制单元，减少车辆驱动系统中电机控制单元的数量，从而可以节约成本。在具体实施时，所述第一电机控制单元可以设置在所述汽车第一侧车轮的左车轮，也可以设置在所述汽车第一侧车轮的右车轮，当然还可以设置在汽车的底盘上，所述第三电机控制单元可以设置在汽车的底盘上，在此不作限定。
在一种可能的实现方式中，所述第一独立驱动总成中的所述第三电机控制单元、所述第二独立驱动总成中的所述第三电机控制单元、所述第一轮毂驱动总成中的所述第一电机控制单元以及所述第二轮毂驱动总成中的所述第一电机控制单元为同一电机控制单元。即两个所述轮毂驱动总成以及两个所述独立驱动总成共用同一电机控制单元，进一步减少车辆驱动系统中电机控制单元的数量，从而可以节约成本。在具体实施时，所述电机控制单元可以设置在所述汽车第一侧车轮的左车轮，也可以设置在所述汽车第一侧车轮的右车轮，当然还可以设置在汽车的底盘上，在此不作限定。
示例性的，在本申请中，所述轮毂驱动总成中还包括第一减速器。即在所述轮毂驱动总成中增加第一减速器，利用第一减速器降低第一电机的功率，从而降低轮毂驱动总成的重量及成本。
可选地，当第一侧为汽车前侧时，所述轮毂驱动总成中还可以包括汽车转向单元。汽车转向单元用于在整车控制器的指令的控制下，控制汽车转向。在具体实施时，汽车转向单元一般设置在车轮的外侧，从而增加汽车前侧空间。
可选地，所述轮毂驱动总成中还包括车身升降单元。车身升降单元用于在整车控制器的指令的控制下，控制汽车车身升降。在具体实施时，车身升降单元一般设置在车轮的上侧，从而增加汽车空间。
进一步地，在本申请实施例中，所述轮毂驱动总成中还可以包括减震单元，将减震单元设置在轮毂驱动总成中，进一步增加汽车空间。
示例性的，在本申请中，所述第一驱动模块还包括：同步控制单元；所述同步控制单元用于根据其中一个所述轮毂驱动总成控制另一个所述轮毂驱动总成。即所述同步控制单元用于根据所述第一轮毂驱动总成控制所述第二轮毂驱动总成，或所述同步控制单元用于根据所述第二轮毂驱动总成控制所述第一轮毂驱动总成。
在具体实施时，所述同步控制单元分别与所述第一轮毂驱动总成和所述第二轮毂驱动总成的第一电机控制单元连接，所述同步控制单元主要是用于根据其中一个轮毂驱动总成所控制的车轮的轮速和扭矩控制另一轮毂驱动总成所控制的车轮的轮速和扭矩。所述同步控制单元分别与所述第一轮毂驱动总成和所述第二轮毂驱动总成的通信方式可以是无线通信方式，例如蓝牙通信等，当然也可以是直接电连接。
可选地，在本申请实施例提供的车辆驱动系统中，还包括电源模块；所述电源模块用于为所述第一驱动模块和所述第二驱动模块提供电源。在具体实施时，电源模块中可以包括一个、两个或者多个电池组件，在此不作限定。电源模块中电池组件越多，性能越高，但是成本也越高，具体可以根据实际情况设置。
可选地，在本申请实施例中，所述电源模块包括第一电池组件和第二电池组件；所述第一电池组件用于为所述第一驱动模块提供电源；所述第二电池组件用于为所述第二驱动模块提供电源。这样利用两个电池组件提供电源，一方面可以提高汽车的续航能力，另一方面当其中一个电池组件发生故障时，另一个电池模组还可以继续使用，提供汽车的安全性。
在一种可能的实现方式中，在本申请实施例中，所述电机控制单元包括功率控制部和电子控制部；所述功率控制部用于将所述电源单元提供的电源的电压转换为目标电压；所述电子控制模块用于在所述整车控制器的控制下控制所述功率控制部向所述电机提供所述目标电压；所述电子控制部和所述整车控制器集成于一起。
在具体实施时，所述电机控制单元可以是轮毂驱动总成中的第一电机控制单元，也可以是集中驱动总成中的第二电机控制单元，当然也可以是独立驱动总成中的第三电机控制单元。将所述电机控制单元中的电子控制部和所述整车控制器集成于一起，可以使对应的驱动总成即时相应，提高车辆驱动系统的实时性。
示例性的，本申请提供的车辆驱动系统中，任一所述电机可以包括同步电机、异步电机或励磁电机等，在此不作限定。
可选地，本申请提供的车辆驱动系统中，任一所述减速器可以包括单档减速器、两档减速器或者多档减速器，在此不作限定。进一步地，所述减速器中还可以设置有动力断开模块，所述动力断开模块用于断开电机对车轮的控制。
第二方面，本申请提供一种电动汽车，包括：车身、底盘以及本申请上述任意技术方案中的车辆驱动系统。由于本申请提出的车辆驱动系统采用双轮毂驱动总成和集中驱动总成/双独立驱动总成的混合驱动方式，因此，本申请的电动汽车同样兼备轮毂驱动总成和集中驱动总成/双独立驱动总成的优点，重点利用轮毂驱动总成的优势，实现扬长避短，提高车辆驱动系统运行效率，简化结构，并实现电子差速。
附图说明
图1为本申请提供的一种车辆驱动系统的结构示意图；
图2为本申请提供的另一种车辆驱动系统的结构示意图；
图3为本申请提供的又一种车辆驱动系统的结构示意图；
图4为本申请提供的又一种车辆驱动系统的结构示意图；
图5为本申请提供的又一种车辆驱动系统的结构示意图；
图6为本申请提供的又一种车辆驱动系统的结构示意图；
图7为本申请提供的又一种车辆驱动系统的结构示意图；
图8为本申请提供的又一种车辆驱动系统的结构示意图；
图9为本申请提供的又一种车辆驱动系统的结构示意图；
图10为本申请提供的又一种车辆驱动系统的结构示意图；
图11为本申请提供的又一种车辆驱动系统的结构示意图；
图12为本申请提供的又一种车辆驱动系统的结构示意图；
图13为本申请提供的又一种车辆驱动系统的结构示意图；
图14为本申请提供的又一种车辆驱动系统的结构示意图；
图15为本申请提供的又一种车辆驱动系统的结构示意图；
图16为本申请提供的又一种车辆驱动系统的结构示意图；
图17为本申请提供的又一种车辆驱动系统的结构示意图；
图18为本申请提供的又一种车辆驱动系统的结构示意图；
图19为本申请提供的又一种车辆驱动系统的结构示意图；
图20为本申请提供的又一种车辆驱动系统的结构示意图；
图21为本申请提供的又一种车辆驱动系统的结构示意图；
图22为本申请提供的又一种车辆驱动系统的结构示意图；
图23为本申请提供的又一种车辆驱动系统的结构示意图；
图24为本申请提供的又一种车辆驱动系统的结构示意图；
图25为本申请提供的又一种车辆驱动系统的结构示意图；
图26为本申请提供的又一种车辆驱动系统的结构示意图；
图27为本申请提供的车辆驱动系统的局部结构示意图。
具体实施方式
为了使本申请的目的、技术方案和优点更加清楚，下面将结合附图对本申请作进一步地详细描述。
以下实施例中所使用的术语只是为了描述特定实施例的目的，而并非旨在作为对本申请的限制。如在本申请的说明书和所附权利要求书中所使用的那样，单数表达形式“一个”、“一种”、“所述”、“上述”、“该”和“这一”旨在也包括例如“一个或多个”这种表达形式，除非其上下文中明确地有相反指示。
在本说明书中描述的参考“一个实施例”或“一些实施例”等意味着在本申请的一个或多个实施例中包括结合该实施例描述的特定特征、结构或特点。由此，在本说明书中的不同之处出现的语句“在一个实施例中”、“在一些实施例中”、“在其他一些实施例中”、“在另外一些实施例中”等不是必然都参考相同的实施例，而是意味着“一个或多个但不是所有的实施例”，除非是以其他方式另外特别强调。术语“包括”、“包含”、“具有”及它们的变形都意味着“包括但不限于”，除非是以其他方式另外特别强调。
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述。
车辆驱动系统作为电动汽车的核心零部件，直接决定电动汽车的性能。
图1示例性示出了本申请实施例中车辆驱动系统的一种结构示意图。参见图1，本申请实施例提供的车辆驱动系统，包括：用于驱动汽车第一侧车轮的第一驱动模块1、用于驱动汽车第二侧车轮的第二驱动模块2以及用于控制所述第一驱动模块1和所述第二驱动模块2的整车控制器3；其中：所述第一驱动模块1包括第一轮毂驱动总成1_1和第二轮毂驱动总成1_2，且所述第一轮毂驱动总成1_1和所述第二轮毂驱动总成1_2分别用于驱动所述汽车第一侧车轮的左车轮L1和右车轮R1；所述第二驱动模块2包括集中驱动总成 2_0，且所述集中驱动总成2_0用于同时驱动所述汽车第二侧车轮的左车轮L2和右车轮R2。
本申请提供的车辆驱动系统，采用双轮毂驱动总成和集中驱动总成的混合驱动方式，当汽车在匀速小扭矩行驶时采用双轮毂驱动总成进行驱动，当汽车在加速启动或者加速超车时，需要大扭矩，采用集中驱动总成进行驱动，或者采用集中驱动总成和双轮毂驱动总成一起进行驱动。因此，本申请提供的车辆驱动系统与仅采用集中驱动总成的驱动系统相比，可以提高运行效率，与仅采用轮毂驱动总成的驱动系统相比，由于本申请中的轮毂驱动总成主要用于小功率小扭矩的驱动，因此轮毂驱动总成的体积和重量均比较小，从而可以减轻簧下质量，提高汽车舒适性。即本申请提供的车辆驱动系统，可以兼备轮毂驱动总成和集中驱动总成的优点。
图2示例性示出了本申请实施例中另一种车辆驱动系统的结构示意图。参见图2，本申请实施例提供的车辆驱动系统，包括：用于驱动汽车第一侧车轮的第一驱动模块1、用于驱动汽车第二侧车轮的第二驱动模块2以及用于控制所述第一驱动模块1和所述第二驱动模块2的整车控制器3；其中：所述第一驱动模块1包括第一轮毂驱动总成1_1和第二轮毂驱动总成1_2，且所述第一轮毂驱动总成1_1和所述第二轮毂驱动总成1_2分别用于驱动所述汽车第一侧车轮的左车轮L1和右车轮R1；所述第二驱动模块2包括第一独立驱动总成2_1和第二独立驱动总成2_2，且所述第一独立驱动总成2_1和所述第二独立驱动总成2_2分别用于驱动所述汽车第二侧车轮的左车轮L2和右车轮R2。
本申请提供的车辆驱动系统，采用双轮毂驱动总成和双独立驱动总成的混合驱动方式，当汽车在匀速小扭矩行驶时采用双轮毂驱动总成进行驱动，当汽车在加速启动或者加速超车时，需要大扭矩，采用双独立驱动总成进行驱动，或者采用双独立驱动总成和双轮毂驱动总成一起进行驱动。因此，本申请提供的车辆驱动系统与仅采用独立驱动总成进行驱动的方式相比，可以提高运行效率，与仅采用轮毂驱动总成的驱动系统相比，由于本申请中的轮毂驱动总成主要用于小功率小扭矩的驱动，因此轮毂驱动总成的体积和重量均比较小，从而可以减轻簧下质量，提高汽车舒适性。即本申请提供的车辆驱动系统，可以兼备轮毂驱动总成和独立驱动总成的优点。
综上，本申请提供的车辆驱动系统，采用双轮毂驱动总成和集中驱动总成/双独立驱动总成的混合驱动方式，重点利用轮毂驱动总成的优势，实现扬长避短，提高车辆驱动系统运行效率，简化结构，并实现电子差速。
需要指出的是，本申请中，所述第一侧和所述第二侧中，其中一侧为前侧，另一侧为后侧。即第一驱动模块用于驱动汽车前侧车轮，第二驱动模块用于驱动汽车后侧车轮；或者，第一驱动模块用于驱动汽车后侧车轮，第二驱动模块用于驱动汽车前侧车轮。
具体实施时，由于大部分汽车在大部分时间是在小功率小扭矩区间运行，而汽车前轮驱动比后轮驱动更容易操作。因此，在本申请中，优选第一驱动模块用于驱动汽车前侧车轮，第二驱动模块用于驱动汽车后侧车轮。并且，汽车前侧车轮采用轮毂驱动总成，可以使汽车前侧的重量小于汽车后侧重量，在发生碰撞时，安全性能相对更高一些。本申请说明书附图均是以汽车前侧车轮采用轮毂驱动总成为例进行示意。
本申请提供的车辆驱动系统，可以采用第一驱动模块为汽车提供动力，即前驱模式；也可以采用第二驱动模块为汽车提供动力，即后驱模式。为了增加整车的输出功率，提升加速性能，还可以采用四驱模式，即第一驱动模块和第二驱动模块共同为汽车提供动力。这时，两个驱动模块可以是异步、电励磁、同步等形式。整车控制器可以通过检测油门踏板的幅度，对第一驱动模块和第二驱动模块发送指令，使车辆驱动系统在前驱模式、后驱模式与四驱模式之间相互切换。
下面通过具体实施例对本申请提供的车辆驱动系统作进一步的示例性说明，需要说明的是，本申请实施例是为了更好的解释本发明，但不限制本发明。
示例一、
图3示例性示出了本申请实施例中又一种车辆驱动系统的结构示意图。参见图3，在本申请实施例中，所述轮毂驱动总成1_1和1_2可以包括第一电机11和第一电机控制单元MCU1；所述集中驱动总成2_0包括第二电机21、第二电机控制单元MCU2和第二减速器22；所述整车控制器3分别与各所述电机控制单元MCU1和MCU2连接。
具体实施时，轮毂驱动总成中第一电机11是设置在汽车车轮中的，而第一电机控制单元MCU1可以设置在车轮上，也可以设置在汽车其它位置，例如汽车的底盘，在此不作限定。集中驱动总成2_0一般是设置在汽车的底盘上，集中驱动总成2_0通过两个半轴S1分别向汽车的左车轮L2和右车轮R2提供动力驱动。
示例二、
图4示例性示出了本申请实施例中又一种车辆驱动系统的结构示意图。参见图4，所述第一轮毂驱动总成1_1和所述第二轮毂驱动总成1_2中的所述第一电机控制单元MCU1为同一电机控制单元MCU1。即在示例二的基础上，两个所述轮毂驱动总成1_1和1_2共用同一电机控制单元MCU1，减少车辆驱动系统中电机控制单元的数量，从而可以节约成本。
在具体实施时，所述第一电机控制单元MCU1可以设置在所述汽车第一侧车轮的左车轮L1，也可以设置在所述汽车第一侧车轮的右车轮R1，当然还可以设置在汽车的底盘上，在此不作限定。
示例三、
图5示例性示出了本申请实施例中又一种车辆驱动系统的结构示意图。参见图5，所述集中驱动总成2_0中的所述第二电机控制单元、所述第一轮毂驱动总成1_1中的所述第一电机控制单元以及所述第二轮毂驱动总成1_2中的所述第一电机控制单元为同一电机控制单元MCU12。即在示例三的基础上，两个所述轮毂驱动总成1_1和1_2以及所述集中驱动总成2_0共用同一电机控制单元MCU12，进一步减少车辆驱动系统中电机控制单元的数量，从而可以节约成本。
在具体实施时，所述电机控制单元MCU12可以设置在所述汽车第一侧车轮的左车轮L1，也可以设置在所述汽车第一侧车轮的右车轮R1，当然还可以设置在汽车底盘上，在此不作限定。
示例四、
图6示例性示出了本申请实施例中又一种车辆驱动系统的结构示意图。参见图6，所述轮毂驱动总成1_1和1_2可以包括第一电机11和第一电机控制单元MCU1；所述独立驱动总成2_1和2_2可以包括第三电机31、第三电机控制单元MCU3和第三减速器32；所述整车控制器3分别与各所述电机控制单元MCU1和MCU3连接。利用所述第一独立驱动总成2_1和所述第二独立驱动总成2_2分别驱动所述汽车第二侧车轮的左车轮L2和右车轮R2，可以让电动汽车获得强劲的动力，加速性能好，可以显著缩短加速时间。
在具体实施时，所述第一独立驱动总成2_1和所述第二独立驱动总成2_2一般是设置在汽车的底盘上的，所述独立驱动总成2_1和2_2分别通过一根半轴S1向汽车的左车轮L2和右车轮R2提供动力驱动。
示例五、
图7示例性示出了本申请实施例中又一种车辆驱动系统的结构示意图。参见图7，所述第一轮毂驱动总成1_1和所述第二轮毂驱动总成1_2中的所述第一电机控制单元MCU1为同一电机控制单元MCU1。即在示例四的基础上，两个所述轮毂驱动总成1_1和1_2共用同一电机控制单元MCU1，减少车辆驱动系统中电机控制单元的数量，从而可以节约成本。
在具体实施时，所述第一电机控制单元MCU1可以设置在所述汽车第一侧车轮的左车轮L1，也可以设置在所述汽车第一侧车轮的右车轮R1，当然还可以设置在汽车的底盘上，在此不作限定。
示例六、
图8示例性示出了本申请实施例中又一种车辆驱动系统的结构示意图。参见图8，所述第一独立驱动总成2_1中的所述第三电机控制单元MCU3和所述第二独立驱动总成2_2中的所述第三电机控制单元MCU3为同一电机控制单元MCU3。即在示例四的基础上，两个所述独立驱动总成2_1和2_2共用同一电机控制单元MCU3，减少车辆驱动系统中电机控制单元的数量，从而可以节约成本。
在具体实施时，所述第三电机控制单元MCU3可以设置在汽车的底盘上，在此不作限定。
示例七、
图9示例性示出了本申请实施例中又一种车辆驱动系统的结构示意图。参见图9，所述第一轮毂驱动总成1_1和所述第二轮毂驱动总成1_2中的所述第一电机控制单元MCU1为同一电机控制单元MCU1。所述第一独立驱动总成2_1中的所述第三电机控制单元MCU3和所述第二独立驱动总成2_2中的所述第三电机控制单元MCU3为同一电机控制单元MCU3。即将示例五和示例六结合，两个所述独立驱动总成2_1和2_2共用同一电机控制单元MCU3，即两个所述轮毂驱动总成1_1和1_2共用同一电机控制单元MCU1，减少车辆驱动系统中电机控制单元的数量，从而可以节约成本。
在具体实施时，所述第一电机控制单元MCU1可以设置在所述汽车第一侧车轮的左车轮，也可以设置在所述汽车第一侧车轮的右车轮，当然还可以设置在汽车的底盘上，所述 第三电机控制单元MCU3可以设置在汽车的底盘上，在此不作限定。
示例八、
图10示例性示出了本申请实施例中又一种车辆驱动系统的结构示意图。参见图10，所述第一独立驱动总成2_1中的所述第三电机控制单元、所述第二独立驱动总成2_2中的所述第三电机控制单元、所述第一轮毂驱动总成1_1中的所述第一电机控制单元以及所述第二轮毂驱动总成1_2中的所述第一电机控制单元为同一电机控制单元MCU13。即在示例七的基础上，两个所述轮毂驱动总成1_1和1_2以及两个所述独立驱动总成2_1和2_2共用同一电机控制单元MCU13，进一步减少车辆驱动系统中电机控制单元的数量，从而可以节约成本。
在具体实施时，所述电机控制单元MCU13可以设置在所述汽车第一侧车轮的左车轮L1，也可以设置在所述汽车第一侧车轮的右车轮R1，当然还可以设置在汽车的底盘上，在此不作限定。
在具体实施时，在本申请中，整车控制器(Vehicle Control Unit)主要负责协调电池、电机等部件的协调工作，承担了数据交换，能量流管理等任务。电机控制单元(Motor Control Unit)用于根据整车控制器的指令，控制电机的旋转状态。减速器与电机机械连接，目的是降低车轮转速，增加转矩。
示例九、
在具体实施时，在本申请实施例中，如图11至图18所示，所述轮毂驱动总成1_1和1_2中还包括第一减速器12。即在上述在示例一至示例八的基础上，在所述轮毂驱动总成1_1和1_2中增加第一减速器12，利用第一减速器12降低第一电机11的功率，从而降低轮毂驱动总成的重量及成本。
在具体实施时，第一减速器和第一电机均设置在汽车车轮，且第一减速器与第一电机机械连接。
示例十、
可选地，在本申请实施例中，如图19和图20所示，当第一侧为汽车前侧时，所述轮毂驱动总成1_1和1_2中还包括汽车转向单元13。汽车转向单元13用于在整车控制器3的指令的控制下，控制汽车转向。在具体实施时，如图27所示，汽车转向单元13一般设置在车轮的外侧，从而增加汽车前侧空间。
需要指出的是，该实施例适应于上述示例一至九的任一种情况，在此不作限定。
示例十一、
可选地，在本申请实施例中，如图21和图22所示，所述轮毂驱动总成1_1和1_2中还包括车身升降单元14。车身升降单元14用于在整车控制器3的指令的控制下，控制汽车车身升降。在具体实施时，如图27所示，车身升降单元14一般设置在车轮的上侧，从而增加汽车前侧空间。
进一步地，在本申请实施例中，所述轮毂驱动总成中还可以包括减震单元，将减震单元设置在轮毂驱动总成中，进一步增加汽车前侧空间。
需要指出的是，该实施例适应于上述示例一至十的任一种情况，在此不作限定。
示例十二、
在具体实施时，在本申请实施例中，如图23和图24所示，所述第一驱动模块1还包括：同步控制单元1_3；所述同步控制单元1_3用于根据其中一个所述轮毂驱动总成控制另一个所述轮毂驱动总成。即所述同步控制单元1_3用于根据所述第一轮毂驱动总成1_1控制所述第二轮毂驱动总成1_2，或所述同步控制单元1_3用于根据所述第二轮毂驱动总成1_2控制所述第一轮毂驱动总成1_1。
在具体实施时，所述同步控制单元分别与所述第一轮毂驱动总成和所述第二轮毂驱动总成的第一电机控制单元连接，所述同步控制单元主要是用于根据其中一个轮毂驱动总成所控制的车轮的轮速和扭矩控制另一轮毂驱动总成所控制的车轮的轮速和扭矩。
所述同步控制单元分别与所述第一轮毂驱动总成和所述第二轮毂驱动总成的通信方式可以是无线通信方式，例如蓝牙通信等，当然也可以是直接电连接。
需要指出的是，该实施例适应于上述示例一至十一的任一种情况，在此不作限定。
示例十三、
在具体实施时，在本申请实施例中，如图25和图26所示，还包括电源模块4；所述电源模块4用于为所述第一驱动模块1和所述第二驱动模块2提供电源。
在具体实施时，电源模块中可以包括一个、两个或者多个电池组件，在此不作限定。电源模块中电池组件越多，性能越高，但是成本也越高，具体可以根据实际情况设置。
可选地，在本申请实施例中，如图25和图26所示，所述电源模块4包括第一电池组件4_1和第二电池组件4_2；所述第一电池组件4_1用于为所述第一驱动模块1提供电源；所述第二电池组件4_2用于为所述第二驱动模块2提供电源。这样利用两个电池组件4_2提供电源，一方面可以提高汽车的续航能力，另一方面当其中一个电池组件发生故障时，另一个电池模组还可以继续使用，提供汽车的安全性。
需要指出的是，该实施例适应于上述示例一至十二的任一种情况，在此不作限定。
示例十四、
在具体实施时，在本申请实施例中，所述电机控制单元包括功率控制部和电子控制部；所述功率控制部用于将所述电源单元提供的电源的电压转换为目标电压；所述电子控制模块用于在所述整车控制器的控制下控制所述功率控制部向所述电机提供所述目标电压；所述电子控制部和所述整车控制器集成于一起。
在具体实施时，所述电机控制单元可以是轮毂驱动总成中的第一电机控制单元，也可以是集中驱动总成中的第二电机控制单元，当然也可以是独立驱动总成中的第三电机控制单元。将所述电机控制单元中的电子控制部和所述整车控制器集成于一起，可以使对应的驱动总成即时相应，提高车辆驱动系统的实时性。
需要指出的是，该实施例适应于上述示例一至十三的任一种情况，在此不作限定。
具体地，本申请提供的上述车辆驱动系统中，任一所述电机可以包括同步电机、异步电机或励磁电机等，在此不作限定。
可选地，本申请提供的车辆驱动系统中，任一所述减速器可以包括单档减速器、两档减速器或者多档减速器，在此不作限定。进一步地，所述减速器中还可以设置有动力断开模块，所述动力断开模块用于断开电机对车轮的控制。
本申请实施例提出的车辆驱动系统可以应用于电动汽车中。本申请提供的电动汽车，包括：车身、底盘以及本申请上述任意技术方案中的车辆驱动系统。由于该电动汽车解决问题的原理与前述一种车辆驱动系统相似，因此该电动汽车的实施可以参见前述车辆驱动系统的实施，重复之处不再赘述。由于本申请提出的车辆驱动系统采用双轮毂驱动总成和集中驱动总成/双独立驱动总成的混合驱动方式，因此，本申请的电动汽车同样兼备轮毂驱动总成和集中驱动总成/双独立驱动总成的优点，重点利用轮毂驱动总成的优势，实现扬长避短，提高车辆驱动系统运行效率，简化结构，并实现电子差速。
显然，本领域的技术人员可以对本申请进行各种改动和变型而不脱离本申请的保护范围。这样，倘若本申请的这些修改和变型属于本申请权利要求及其等同技术的范围之内，则本申请也意图包含这些改动和变型在内。

Claims (17)

  1. 一种车辆驱动系统，其特征在于，包括：
    第一驱动模块，所述第一驱动模块用于驱动汽车的第一侧车轮；
    第二驱动模块，所述第二驱动模块用于驱动汽车的第二侧车轮；
    以及整车控制器，所述整车控制器用于控制所述第一驱动模块及所述第二驱动模块；
    其中：
    所述第一侧和所述第二侧中，其中一侧为前侧，另一侧为后侧；
    所述第一驱动模块包括第一轮毂驱动总成和第二轮毂驱动总成，且所述第一轮毂驱动总成和所述第二轮毂驱动总成分别用于驱动所述第一侧车轮的左车轮和右车轮；
    所述第二驱动模块包括集中驱动总成，且所述集中驱动总成用于同时驱动所述第二侧车轮的左车轮和右车轮；或者，所述第二驱动模块包括第一独立驱动总成和第二独立驱动总成，且所述第一独立驱动总成和所述第二独立驱动总成分别用于驱动所述第二侧车轮的左车轮和右车轮。
  2. 如权利要求1所述的车辆驱动系统，其特征在于，所述轮毂驱动总成包括第一电机和第一电机控制单元；
    所述集中驱动总成包括第二电机、第二电机控制单元和第二减速器；
    所述整车控制器分别与各所述电机控制单元连接。
  3. 如权利要求1所述的车辆驱动系统，其特征在于，所述轮毂驱动总成包括第一电机和第一电机控制单元；
    所述独立驱动总成均包括第三电机、第三电机控制单元和第三减速器；
    所述整车控制器分别与各所述电机控制单元连接。
  4. 如权利要求2或3所述的车辆驱动系统，其特征在于，所述第一轮毂驱动总成中的所述第一电机控制单元和所述第二轮毂驱动总成中的所述第一电机控制单元为同一电机控制单元。
  5. 如权利要求2所述的车辆驱动系统，其特征在于，所述集中驱动总成中的所述第二电机控制单元、所述第一轮毂驱动总成中的所述第一电机控制单元以及所述第二轮毂驱动总成中的所述第一电机控制单元为同一电机控制单元。
  6. 如权利要求3所述的车辆驱动系统，其特征在于，所述第一独立驱动总成中的所述第三电机控制单元和所述第二独立驱动总成中的所述第三电机控制单元为同一电机控制单元。
  7. 如权利要求3所述的车辆驱动系统，其特征在于，所述第一轮毂驱动总成中的所述第一电机控制单元、所述第二轮毂驱动总成中的所述第一电机控制单元、所述第一独立驱动总成中的所述第三电机控制单元以及所述第二独立驱动总成中的所述第三电机控制单 元为同一电机控制单元。
  8. 如权利要求2至7任一项所述的车辆驱动系统，其特征在于，所述轮毂驱动总成还包括第一减速器。
  9. 如权利要求8所述的车辆驱动系统，其特征在于，所述轮毂驱动总成还包括汽车转向单元。
  10. 如权利要求8所述的车辆驱动系统，其特征在于，所述轮毂驱动总成还包括车身升降单元。
  11. 如权利要求8所述的车辆驱动系统，其特征在于，任一所述电机包括同步电机、异步电机或励磁电机。
  12. 如权利要求8所述的车辆驱动系统，其特征在于，任一所述减速器包括单档减速器、双档减速器或多档减速器。
  13. 如权利要求1至12任一项所述的车辆驱动系统，其特征在于，所述第一驱动模块还包括：同步控制单元；
    所述同步控制单元用于根据其中一个所述轮毂驱动总成控制另一所述轮毂驱动总成。
  14. 如权利要求1至12任一项所述的车辆驱动系统，其特征在于，还包括电源模块；所述电源模块用于为所述第一驱动模块和所述第二驱动模块提供电源。
  15. 如权利要求14所述的车辆驱动系统，其特征在于，所述电源模块包括第一电池组件和第二电池组件；
    所述第一电池组件用于为所述第一驱动模块提供电源；
    所述第二电池组件用于为所述第二驱动模块提供电源。
  16. 如权利要求14所述的车辆驱动系统，其特征在于，所述电机控制单元包括功率控制部和电子控制部；
    所述功率控制部用于将所述电源单元提供的电源的电压转换为目标电压；
    所述电子控制部用于在所述整车控制器的控制下控制所述功率控制部向所述电机提供所述目标电压；
    所述电子控制部和所述整车控制器集成于一起。
  17. 一种电动汽车，其特征在于，包括：车身、底盘以及如权利要求1-16任一项所述的车辆驱动系统。
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