WO2023044901A1

WO2023044901A1 - Electric vehicle driving system and electric vehicle

Info

Publication number: WO2023044901A1
Application number: PCT/CN2021/120940
Authority: WO
Inventors: 石洪广; 姜利文; 刘耀; 何建岳
Original assignee: 宁德时代新能源科技股份有限公司
Priority date: 2021-09-27
Filing date: 2021-09-27
Publication date: 2023-03-30
Also published as: CN116529100A

Abstract

The embodiments of the present application relate to the technical field of new energy. Provided are an electric vehicle driving system and an electric vehicle. The electric vehicle driving system comprises an electric motor, a refrigeration system, a walking mechanism, a first clutch, and a second clutch. The refrigeration system comprises a compressor, wherein the compressor is connected to the electric motor. The walking mechanism is connected to the electric motor. The first clutch is arranged between the electric motor and the compressor, and the first clutch is configured to make the electric motor and the compressor switch between a drive connection and a non-drive connection. The second clutch is arranged between the electric motor and the walking mechanism, and the second clutch is configured to make the electric motor and the walking mechanism switch between a drive connection and a non-drive connection. The technical solution reduces the electric motor selection power, improves the utilization rate of the electric motor, reduces the cost, and increases the driving mileage of an electric automobile.

Description

Electric vehicle drive system and electric vehicle

technical field

The present application relates to the field of new energy technologies, in particular to an electric vehicle drive system and an electric vehicle.

Background technique

With the vigorous development of the new energy field, electric vehicles have emerged as the times require. Electric vehicles include integrated electric drive systems. The integrated electric drive system includes a drive motor, an air conditioner compressor, and a reducer. The driving motor has two power output shafts, one of which is drivingly connected to the air-conditioning compressor, and the other is drivingly connected to the reducer. The drive motor works, and the two power output shafts both rotate, driving the air conditioner compressor and the reducer to work.

The inventors found that there are at least the following problems in the related art: In the integrated electric drive system in the related art, as long as the driving motor works, both the air conditioner compressor and the speed reducer work. With the development of fast charging technology for electric vehicles, the charging time of vehicles is shortened, and the heat generated during charging needs to be dissipated quickly, which puts forward higher requirements for the cooling capacity of air conditioners. In order to meet the increasing demand for air-conditioning and cooling, the power of the drive motor needs to be increased accordingly, which makes it necessary for the entire vehicle to use a high-power drive motor. However, there is no need to use the air conditioner when the vehicle is running or in other working conditions. This in turn results in low utilization and high cost of high-power motors.

Contents of the invention

The electric vehicle driving system and the electric vehicle provided in the embodiments of the present application are used to reduce the power of the driving motor of the whole vehicle and reduce energy consumption.

An embodiment of the present application provides an electric vehicle drive system, including:

motor;

a refrigeration system including a compressor connected to the motor;

The traveling mechanism is connected with the motor;

a first clutch disposed between the electric motor and the compressor; the first clutch configured to switch the electric motor and the compressor between a driving connection and a non-driving connection; and a second clutch, It is arranged between the motor and the running gear; the second clutch is configured to switch between the motor and the running gear between a driving connection and a non-driving connection.

In some embodiments, the electric vehicle drive system also includes:

a first drive shaft in driving connection with the first clutch; and

a second drive shaft, drivingly connected to the second clutch;

Wherein, one of the first transmission shaft and the second delivery shaft is hollow, and the other is nested therein.

In some embodiments, wherein, the second transmission shaft includes a through hole extending axially through itself, and the first transmission shaft passes through the through hole.

In some embodiments, wherein, the first active part of the first clutch is fixedly connected to the second active part of the second clutch, and is drivingly connected to the motor through the same drive shaft; the first clutch The first driven part of the second clutch is drivingly connected with the compressor, and the second driven part of the second clutch is drivingly connected with the traveling mechanism.

In some embodiments, the compressor and the first transmission shaft are drivingly connected to the compressor through a transmission mechanism.

In some embodiments, wherein, the transmission mechanism includes:

a first pulley fixedly connected to the first transmission shaft;

a second pulley fixedly connected to the compressor shaft; and

A belt is wound around the outside of the first pulley and the second pulley, so that the first pulley and the second pulley are drivingly connected.

In some embodiments, wherein, the walking mechanism includes:

a reducer in driving connection with said second drive shaft; and

The differential is drivingly connected with the speed reducer.

In some embodiments, the reducer includes:

a first gear installed on the second transmission shaft;

a second gear meshing with the first gear;

a third transmission shaft, one end of which is connected to the second gear;

a third gear mounted on the other end of the third transmission shaft; and

The fourth gear meshes with the third gear.

The embodiment of the present application also provides an electric vehicle, including the driving system of the electric vehicle described in any technical solution of the present application.

An embodiment of the present application provides an electric vehicle drive system, including a motor, a refrigeration system, a running mechanism, a first clutch, and a second clutch. Its motor is connected with the compressor through the first clutch, and the motor is also connected with the running mechanism through the second clutch. The working states of the first clutch and the second clutch are independent. The first clutch is used to control whether the motor and the compressor are driven or non-driven. The second clutch is used to control whether the motor and the traveling mechanism are driven or non-driven. Driver connection. From the perspective of the technical solution of the present application, the motor can independently drive the compressor of the refrigeration mechanism, can also drive the traveling mechanism alone, and can also drive the compressor and the traveling mechanism of the refrigeration mechanism at the same time. However, from the perspective of actual use requirements, one of the motors to drive the compressor and the traveling mechanism of the refrigeration mechanism can meet the use requirements. The specific analysis is as follows.

When the electric vehicle is in the charging mode, it is in a stopped state, that is, the running mechanism does not work. Only the refrigeration system is in working condition, and the refrigeration system is used to cool down and cool the components related to charging, such as the rechargeable battery. Therefore, when the electric vehicle is in the charging mode, only the refrigeration system is in working condition, the motor and the compressor are kept in driving connection, the motor and the running mechanism are disconnected, and the motor only drives the compressor of the refrigeration system to work without driving the running mechanism. , the power of the motor can meet the usage requirements of the compressor. When the electric vehicle is in the walking mode, the rechargeable battery has no cooling requirement at this time. Therefore, the motor and the compressor are in a non-driving connection state, and the motor and the running mechanism are kept in a driving connection. The power of the motor can meet the use requirements of the running mechanism.

Considering the above situation comprehensively, it can be seen that in the electric vehicle driving system provided by the embodiment of the present application, one of the motor, the compressor and the traveling mechanism is in a driving state, so the power of the motor can meet the power requirements of the compressor and the traveling mechanism. The larger one is enough, and it does not need to be equal to or greater than the sum of the power required by the compressor and the traveling mechanism. This undoubtedly reduces the power demand of the electric vehicle drive system for the motor, so that the selection of a smaller type of motor can meet the needs of the two major components of the refrigeration system and the running mechanism. Moreover, due to the small selection of the motor, there is not much idle margin for its power. Judging from the power used by the motor in each mode, the utilization rate of the motor is relatively high. Further, by selecting a small-sized motor, the cost of the motor can be reduced. Furthermore, compared with the situation that the motor always needs to drive the refrigeration system and the running mechanism at the same time, the motor driving the refrigeration system and the running mechanism by one of them obviously consumes less energy, which is conducive to increasing the cruising range of electric vehicles.

Description of drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the accompanying drawings that need to be used in the embodiments of the present application. Obviously, the accompanying drawings described below are only some embodiments of the present application. Those of ordinary skill in the art can also obtain other drawings based on the accompanying drawings on the premise of not paying creative efforts.

Fig. 1 is a schematic diagram of the principle of an electric vehicle drive system disclosed in some embodiments of the present application.

Fig. 2 is a schematic diagram of the power transmission route of the drive connection between the motor and the compressor of the electric vehicle drive system disclosed in some embodiments of the present application.

Fig. 3 is a schematic diagram of the power transmission route of the drive connection between the motor and the running mechanism of the electric vehicle drive system disclosed in some embodiments of the present application.

Fig. 4 is a schematic diagram of a power transmission route in which a motor, a compressor, and a running gear are all drivingly connected in an electric vehicle drive system disclosed in some embodiments of the present application.

Fig. 5 is a schematic diagram of the principle of an electric vehicle drive system disclosed in other embodiments of the present application.

In the drawings, the drawings are not drawn to scale.

Mark description: 1. Motor; 2. Refrigeration system; 3. Travel mechanism; 4. First clutch; 5. Second clutch; 6. First transmission shaft; 7. Second transmission shaft; 8. Transmission mechanism; 21. Compressor; 31. Reducer; 32. Differential; 41. First driving part; 42. First driven part; 51. Second driving part; 52. Second driven part; 71. Through hole; 81 , the first pulley; 82, the second pulley; 83, the belt; 311, the first gear; 312, the second gear; 313, the third transmission shaft; 314, the third gear; 315, the fourth gear.

Detailed ways

The implementation manner of the present application will be further described in detail below with reference to the accompanying drawings 1 to 5 and embodiments. The detailed description and drawings of the following embodiments are used to illustrate the principles of the application, but not to limit the scope of the application, that is, the application is not limited to the described embodiments.

In the description of this application, it should be noted that, unless otherwise specified, the meaning of "plurality" is more than two; the terms "upper", "lower", "left", "right", "inner", " The orientation or positional relationship indicated by "outside" and so on are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a reference to this application. Application Restrictions. In addition, the terms "first", "second", "third", etc. are used for descriptive purposes only and should not be construed as indicating or implying relative importance. "Vertical" is not strictly vertical, but within the allowable range of error. "Parallel" is not strictly parallel, but within the allowable range of error.

The orientation words appearing in the following description are the directions shown in the figure, and do not limit the specific structure of the application. In the description of this application, it should also be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection", and "connection" should be interpreted in a broad sense, for example, it can be a fixed connection or a flexible connection. Disassembled connection, or integral connection; it can be directly connected or indirectly connected through an intermediary. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific situations.

The inventors of the present application found through research that the electric vehicle includes a rechargeable battery, and the rechargeable battery provides electric energy for all or some components on the electric vehicle. Low-capacity rechargeable batteries are suitable for small electric vehicles, and high-capacity rechargeable batteries are suitable for large electric vehicles. The parameters of the rechargeable battery directly affect the cruising range of the electric vehicle. Generally, charging piles are used to charge rechargeable batteries. Fast charging technology can meet the requirement of fully charging or charging most of the rechargeable battery in a short time, greatly reducing the time cost of using electric vehicles, so it has been recognized by the majority of users, and it is also the current development trend of electric vehicles. However, the fast charging technology also has the phenomenon that the rechargeable battery generates a lot of heat during the charging process. In order to make the charging process go on normally, it is necessary to use a refrigeration system to cool down the rechargeable battery and the control components related to charging. The greater the heat dissipation requirement, the higher the power requirement for the cooling system. Then the motor power used to drive the refrigeration system is correspondingly higher. The motor power of the existing refrigeration system can reach 15-20kW. On the other hand, however, in scenarios other than rechargeable battery charging, the demand on the cooling system is low. If a high-power motor is installed separately for the refrigeration system, although it can meet the charging demand for the rechargeable battery, the usage scenarios of the high-power motor are very limited. During the driving of the electric vehicle and other occasions, the high-power motor is often in an idle state , which is undoubtedly not conducive to the development and structural optimization of electric vehicles. On the other hand, in the related art, for an electric vehicle using a single motor, both the traveling mechanism and the refrigeration system are driven by the motor, and both the traveling mechanism and the refrigeration system start and stop simultaneously. In the occasions where the refrigeration system is not required, the refrigeration system can only be in the activated state, which undoubtedly makes the energy consumption of the electric vehicle huge and reduces the cruising range of the electric vehicle. In order to solve these problems in a targeted manner, the inventor proposes the following solutions.

Some embodiments of the present application provide an electric vehicle, including an electric vehicle drive system. Electric vehicles are, for example, pure electric vehicles, hybrid electric vehicles, and electric trucks.

The electric vehicle drive system is used to drive the electric vehicle to walk, and is also used to cool the rechargeable battery and related control components during the charging process of the rechargeable battery of the electric vehicle, so that the temperature of the rechargeable battery is always within the set temperature range to prevent the battery from overheating.

In some embodiments, the electric vehicle drive system includes a motor 1, a refrigeration system 2, a running mechanism 3, a first clutch 4 and a second clutch 5. The refrigeration system 2 includes a compressor 21 connected to the motor 1 . The running mechanism 3 is connected with the motor 1 . The first clutch 4 is disposed between the motor 1 and the compressor 21; the first clutch 4 is configured to switch the motor 1 and the compressor 21 between a driving connection and a non-driving connection. The second clutch 5 is arranged between the motor 1 and the traveling mechanism 3; the second clutch 5 is configured to switch between the motor 1 and the traveling mechanism 3 between driving connection and non-driving connection.

The motor 1 is a power output component, and the motor 1 provides power for the compressor 21 and the traveling mechanism 3 of the refrigeration system 2 . The same power output component is used to provide power for the compressor 21 and the traveling mechanism 3 of the refrigeration system 2. On the one hand, the degree of system integration is improved, the number of power output components is reduced, and the system control is reduced. The complexity makes the structure of the entire electric vehicle drive system more compact and reduces the cost of the vehicle; on the other hand, it reduces the space occupied by components, which is conducive to the integrated design and layout of the electric vehicle drive system.

The refrigerating system 2 is used for cooling and cooling components related to charging, including rechargeable batteries and the like. The refrigeration system 2 includes components such as a compressor 21 , a heat exchanger, and refrigerant circulation lines. The motor 1 drives the compressor 21 to work, and the compressor 21 changes the form of the refrigerant to finally realize the flow of the refrigerant in the heat exchanger and the refrigerant circulation pipeline. Through the change of the form of the refrigerant, heat exchange is realized, and finally refrigeration is realized. Under different ambient temperatures or working conditions, the combination or separation of the motor 1 and the compressor 21 is set according to needs, which improves the transmission efficiency and reduces the energy consumption of the whole vehicle.

Continuing to refer to FIG. 1 , the first clutch 4 is, for example, an electromagnetic clutch, a magnetic powder clutch, a friction clutch or a hydraulic clutch. The first clutch 4 includes a first driving part 41 and a first driven part 42 . The first driving part 41 and the first driven part 42 are switched between a driving connection and a non-driving connection. Specifically, when the first driving part 41 and the first driven part 42 are combined, the first driving part 41 and the first driven part 42 are drivingly connected. At this time, the kinetic energy of the first driving part 41 can be transmitted to the first driven part 42 . When the first driving part 41 is separated from the first driven part 42 , the first driving part 41 and the first driven part 42 are connected in a non-driving manner. At this time, the kinetic energy of the first driving part 41 cannot be transmitted to the first driven part 42 . The first driving part 41 is in driving connection with the motor 1 , and the first driven part 42 is in driving connection with the compressor 21 . When the first driving part 41 and the first driven part 42 are in the driving connection state, the motor 1 and the compressor 21 are in the driving connection state, and the power output by the motor 1 is transmitted to the compressor 21 and drives the compressor 21 to work. When the first driving part 41 is separated from the first driven part 42, that is, the first driving part 41 and the first driven part 42 are in a non-driving connection state, the motor 1 and the compressor 21 are also in a non-driving connection state, and the motor 1 The output power cannot be transmitted to the compressor 21 .

Continuing to refer to FIG. 1 , the second clutch 5 is, for example, an electromagnetic clutch, a magnetic powder clutch, a friction clutch or a hydraulic clutch. The second clutch 5 includes a second driving part 51 and a second driven part 52 . The second active part 51 and the second driven part 52 are switched between a driving connection and a non-driving connection. Specifically, when the second driving part 51 and the second driven part 52 are combined, the second driving part 51 and the second driven part 52 are drivingly connected. At this time, the kinetic energy of the second driving part 51 can be transmitted to the second driven part 52 . When the second driving part 51 and the second driven part 52 are separated, the second driving part 51 and the second driven part 52 are non-driving connected. At this time, the kinetic energy of the second driving part 51 cannot be transmitted to the second driven part 52 . The second active part 51 is in driving connection with the motor 1 , and the second driven part 52 is in driving connection with the traveling mechanism 3 . When the second active part 51 and the second driven part 52 are in the drive connection state, then the motor 1 and the running gear 3 are in the drive connection state, and the power output by the motor 1 is transmitted to the running gear 3, and drives the running gear 3 to work to realize walk. When the second active part 51 is separated from the second driven part 52, that is, the second active part 51 and the second driven part 52 are in a non-driving connection state, then the motor 1 and the running gear 3 are also in a non-driving connection state, and the motor 1 The power of output cannot be delivered to running gear 3.

Continuing to refer to FIG. 1 , in some embodiments, the first driving part 41 of the first clutch 4 is fixedly connected to the second driving part 51 of the second clutch 5 , and is drivingly connected to the motor 1 through the same drive shaft. On the one hand, this structure greatly improves the degree of integration of the first clutch 4 and the second clutch 5; The connection of the clutch 5 is very simple and compact.

Referring to FIG. 1 , the electric vehicle drive system further includes a first transmission shaft 6 . A section of the first transmission shaft 6 is drivingly connected to the first clutch 4 , specifically to the first driven part 42 of the first clutch 4 . The other end of the first transmission shaft 6 is drivingly connected with the compressor 21 . The first transmission shaft 6 is coaxially arranged with the drive shaft introduced above. This structure enables the power transmission between the motor 1 and the compressor 21 of the refrigeration system 2 to be transmitted along the coaxial direction, and the power transmission efficiency is high. Each component The location layout is relatively simple.

Referring to FIG. 1 , in some embodiments, the electric vehicle drive system further includes a second transmission shaft 7 . The second transmission shaft 7 is drivingly connected with the second clutch 5 . Specifically, one end of the second transmission shaft 7 is drivingly connected to the second driven part 52 of the second clutch 5 , and the other end of the second transmission shaft 7 is drivingly connected to the traveling mechanism 3 . Referring to FIG. 1 , specifically, the traveling mechanism 3 includes a speed reducer 31 and a differential 32 . The speed reducer 31 is drivingly connected with the second transmission shaft 7 ; the differential gear 32 is drivingly connected with the speed reducer 31 .

Referring to FIGS. 1 to 5 , in some embodiments, the speed reducer 31 includes a first gear 311 , a second gear 312 , a third transmission shaft 313 , a third gear 314 and a fourth gear 315 . The first gear 311 is mounted on the other end of the second transmission shaft 7 . The first gear 311 meshes with the second gear 312 to realize kinetic energy transmission. A second gear 312 is mounted on one end of the third transmission shaft 313 . The other end of the third transmission shaft 313 is mounted with a third gear 314 . The fourth gear 315 meshes with the third gear 314 to realize kinetic energy transmission. The first gear 311 , the second gear 312 , the third gear 314 and the fourth gear 315 are all cylindrical gears, and the axial directions of the second transmission shaft 7 and the third transmission shaft 313 are parallel. This structure makes the arrangement positions of the second transmission shaft 7 and the third transmission shaft 313 closer, and the whole structure is more compact. The differential 32 is internally provided with bevel gears.

Continuing to refer to FIG. 1 , one of the first transmission shaft 6 and the second delivery shaft is hollow, and the other is nested therein. Optionally, the second transmission shaft 7 includes a through hole 71 passing through its axial direction, and the first transmission shaft 6 passes through the through hole 71 . The first transmission shaft 6 and the second transmission shaft 7 are arranged in a nested manner, which greatly reduces the space occupied by the transmission mechanism 8 and makes the driving system of the electric vehicle highly integrated.

The following classifies and introduces the power transmission paths in various driving connection modes.

Referring to FIG. 2 , FIG. 2 is a schematic diagram of a power transmission route when the motor 1 and the compressor 21 are drivingly connected. In this state, the first driving part 41 and the first driven part 42 of the first clutch 4 maintain a driving connection. The second driving part 51 and the second driven part 52 of the second clutch 5 are disconnected from the driving connection. The power output by the motor 1 is transmitted to the first driving part 41 of the first clutch 4 and the second driving part 51 of the second clutch 5 through the drive shaft, and then to the first driving part 42 of the first clutch 4 to the first transmission The shaft 6 is then passed to the compressor 21 of the refrigeration system 2 . In this mode, since the second driving part 51 and the second driven part 52 of the second clutch 5 are separated, the power output by the motor 1 will not be transmitted to the traveling mechanism 3 .

Referring to Fig. 3, what Fig. 3 shows schematically is the power transmission route schematic diagram when motor 1 and running gear 3 drive connections. In this state, the first driving part 41 and the first driven part 42 of the first clutch 4 are separated, and the two are in a non-driving connection state. The second driving part 51 and the second driven part 52 of the second clutch 5 remain in driving connection. The power output by the motor 1 is transmitted to the first driving part 41 of the first clutch 4 and the second driving part 51 of the second clutch 5 through the drive shaft, and then transmitted to the second transmission through the second driven part 52 of the second clutch 5 The shaft 7 is then transmitted to the speed reducer 31 of the running gear 3 and finally to the differential 32 . In this mode, since the first driving part 41 and the first driven part 42 of the first clutch 4 are separated, the power output by the motor 1 will not be transmitted to the compressor 21 of the refrigeration system 2 .

Referring to FIG. 4 , FIG. 4 is a schematic diagram of a power transmission route when the motor 1 , the compressor 21 , and the running mechanism 3 are both driven and connected. In this state, the first driving part 41 and the first driven part 42 of the first clutch 4 are in a driving connection state. The second driving part 51 and the second driven part 52 of the second clutch 5 also maintain a driving connection. The power output by the motor 1 is transmitted to the first active part 41 of the first clutch 4 and the second active part 51 of the second clutch 5 via the drive shaft, and then divided into two branches: the power of the first branch passes through the first clutch The first driven part 42 of 4 is transmitted to the first drive shaft 6 and then to the compressor 21 of the refrigeration system 2 . The power of the second branch is transmitted to the second transmission shaft 7 via the second driven part 52 of the second clutch 5 , then to the speed reducer 31 of the running gear 3 , and finally to the differential 32 . Although the technical solution provided by the present application has this mode of operation, considering the actual use of the electric vehicle, it is not necessary to set the maximum power of the motor 1 to the maximum power required by the compressor 21 and the maximum power required by the running gear 3 according to this mode. The sum of the maximum power required.

Other embodiments will be introduced below. In these embodiments, the first transmission shaft 6 is not directly connected to the compressor 21 but is connected to the compressor 21 through the transmission mechanism 8 . Specifically, referring to FIG. 5 , the compressor 21 and the first transmission shaft 6 are drivingly connected to the compressor 21 through the transmission mechanism 8 . The transmission mechanism 8 is realized by, for example, a gear mechanism, a belt mechanism or other methods.

Continuing to refer to FIG. 5 , the transmission mechanism 8 includes a first pulley 81 , a second pulley 82 and a belt 83 . The first pulley 81 is fixedly connected with the first transmission shaft 6 . The second pulley 82 is fixedly connected with the rotating shaft of the compressor 21 . The belt 83 is wound on the outside of the first pulley 81 and the second pulley 82 so that the first pulley 81 and the second pulley 82 are drivingly connected.

The electric vehicle drive system provided by the above technical solution can conveniently set the position of the compressor 21 of the refrigeration system 2 by flexibly changing the structure of the transmission mechanism 8 to meet the requirement of flexible arrangement of the compressor 21 .

While the application has been described with reference to a preferred embodiment, various modifications may be made and equivalents may be substituted for elements thereof without departing from the scope of the application. In particular, as long as there is no structural conflict, the technical features mentioned in the various embodiments can be combined in any manner. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

An electric vehicle drive system, comprising:

motor(1);

A refrigeration system (2), comprising a compressor (21), the compressor (21) being connected to the motor (1);

The traveling mechanism (3) is connected with the motor (1);

The first clutch (4) is arranged between the motor (1) and the compressor (21); the first clutch (4) is configured such that the motor (1) and the compressor ( 21) Toggle between a driven connection and a non-driven connection; and

The second clutch (5) is arranged between the motor (1) and the traveling mechanism (3); the second clutch (5) is configured such that the motor (1) and the traveling mechanism ( 3) Toggle between a driven connection and a non-driven connection.
The electric vehicle drive system according to claim 1, further comprising:

a first drive shaft (6), drivingly connected to said first clutch (4); and

The second transmission shaft (7) is drivingly connected with the second clutch (5);

Wherein, one of the first transmission shaft (6) and the second delivery shaft is hollow, and the other is nested therein.
The electric vehicle drive system according to claim 2, wherein, the second transmission shaft (7) includes a through hole (71) passing through its own axial direction, and the first transmission shaft (6) passes through the through hole (71).
The electric vehicle drive system according to any one of claims 1-3, wherein, the first active part (41) of the first clutch (4) and the second active part (51) of the second clutch (5) ) is fixedly connected, and is drivingly connected to the motor (1) through the same drive shaft; the first driven part (42) of the first clutch (4) is drivingly connected to the compressor (21), and the The second driven part (52) of the second clutch (5) is drivingly connected with the traveling mechanism (3).
The electric vehicle driving system according to any one of claims 1-4, wherein, the compressor (21) and the first transmission shaft (6) are driven by a transmission mechanism (8) and the compressor (21) connect.
The electric vehicle drive system according to claim 5, wherein the transmission mechanism (8) comprises:

The first pulley (81) is fixedly connected with the first transmission shaft (6);

The second pulley (82) is fixedly connected with the rotating shaft of the compressor (21); and

A belt (83) is wound on the outside of the first pulley (81) and the second pulley (82), so that the first pulley (81) and the second pulley (82) are drivingly connected.
According to the electric vehicle drive system described in any one of claims 1-6, wherein the running gear (3) comprises:

a speed reducer (31), which is drivingly connected with the second transmission shaft (7); and

The differential gear (32) is drivingly connected with the speed reducer (31).
According to the electric vehicle drive system according to claim 7, the speed reducer (31) comprises:

a first gear (311), installed on the second transmission shaft (7);

a second gear (312), meshing with the first gear (311);

The third transmission shaft (313), one end is connected with the second gear (312);

The third gear (314), installed on the other end of the third transmission shaft (313); and

The fourth gear (315) meshes with the third gear (314).
An electric vehicle, comprising the electric vehicle drive system according to any one of claims 1-8.