Electric drive assembly, four-wheel drive system and vehicle

Abstract

This application belongs to the field of vehicle drive technology, specifically relating to an electric drive assembly, a four-wheel drive system, and a vehicle. The electric drive assembly includes a first motor, a second motor, a first reducer, a second reducer, a first half-shaft, and a second half-shaft. The input end of the first reducer is connected to the first motor, and the output end of the first reducer is connected to the first half-shaft. The input end of the second reducer is connected to the second motor, and the output end of the second reducer is connected to the second half-shaft. The meshing frequency f of the last stage reduction gear set of the first reducer... z The meshing frequency f with the last stage reduction gear set of the second reducer y The decoupling rate σ between them is greater than 8%, wherein the decoupling rate is based on the meshing frequency f. z and the meshing frequency f y Sure.

Description

[0001] This application is a divisional application of Chinese patent application filed on August 31, 2022, with application number 202211057796.5 and invention title "Electric Drive Assembly, Four-Wheel Drive System and Vehicle". Technical Field

[0002] This application belongs to the field of vehicle drive technology and relates to an electric drive assembly, a four-wheel drive system and a vehicle. Background Technology

[0003] Dual-motor independent drive allows for precise and independent control of the torque and speed of the left and right wheels, resulting in a range of advantages such as smaller turning radius, ESP assistance, assisted steering, and assisted braking, thereby improving vehicle handling. Simultaneously, the independently driven motors enable higher power and stronger off-road capability.

[0004] However, compared with a single-motor centralized drive system, a centrally arranged dual-motor wheel-side independent drive system may sometimes experience abnormal vibrations or buzzing noises that affect the overall vehicle comfort. Summary of the Invention

[0005] The technical problem to be solved by this application is: for the existing centralized dual-motor wheel-side independent drive system, there is sometimes abnormal vibration or buzzing noise that affects the overall vehicle comfort, so an electric drive assembly, four-wheel drive system and vehicle are provided.

[0006] To address the aforementioned technical problems, this application provides an electric drive assembly, including a first motor, a second motor, a first reducer, a second reducer, a first half-shaft, and a second half-shaft. The input end of the first reducer is connected to the first motor, and the output end of the first reducer is connected to the first half-shaft. The input end of the second reducer is connected to the second motor, and the output end of the second reducer is connected to the second half-shaft. The meshing frequency f of the last stage reduction gear set of the first reducer is... z The meshing frequency f with the last stage reduction gear set of the second reducer y The decoupling rate σ between them is greater than 8%, wherein the decoupling rate is based on the meshing frequency f. z and the meshing frequency f y Sure.

[0007] The electric drive assembly disclosed in this application specifies the meshing frequency f of the last stage reduction gear set of the first reducer. z The meshing frequency f with the last stage reduction gear set of the second reducer y The decoupling rate σ between them is set to be greater than 8%, and the decoupling rate is based on the meshing frequency f. z and meshing frequency fy Confirmed. The above settings effectively solve the problem of abnormal vibration or buzzing noise in existing centralized dual-motor wheel-side independent drive systems, resulting in a better driving experience and improved overall vehicle comfort.

[0008] On the other hand, embodiments of this application also provide a four-wheel drive system, including a front drive axle and a rear drive axle, wherein the aforementioned electric drive assembly is disposed on the front drive axle.

[0009] The four-wheel drive system of this application embodiment has all the advantages of the electric drive assembly described above.

[0010] In another aspect, embodiments of this application also provide a vehicle that includes the aforementioned electric drive assembly or four-wheel drive system.

[0011] The four-wheel drive system of this application embodiment has all the advantages of the electric drive assembly described above. Attached Figure Description

[0012] Figure 1 This is a schematic diagram of the electric drive assembly provided in the first embodiment of this application;

[0013] Figure 2 This is a schematic diagram of the electric drive assembly provided in the second embodiment of this application;

[0014] Figure 3 This is a schematic diagram of the electric drive assembly provided in the third embodiment of this application;

[0015] Figure 4 This is a schematic diagram of the electric drive assembly provided in the fourth embodiment of this application;

[0016] Figure 5 This is a schematic diagram of the electric drive assembly provided in the fifth embodiment of this application;

[0017] Figure 6 This is a schematic diagram of the electric drive assembly provided in the sixth embodiment of this application;

[0018] Figure 7 This is a schematic diagram of the electric drive assembly provided in the seventh embodiment of this application;

[0019] Figure 8 This is a schematic diagram of the electric drive assembly provided in the eighth embodiment of this application;

[0020] Figure 9 This is a schematic diagram of the electric drive assembly provided in the ninth embodiment of this application;

[0021] Figure 10 This is a schematic diagram of the four-wheel drive system provided in an embodiment of this application;

[0022] Figure 11This is a schematic diagram of the vehicle provided in the embodiments of this application;

[0023] Figure 12 This is a gear noise waveform diagram of the left reducer of an existing centrally arranged dual-motor wheel-side independently driven drive system;

[0024] Figure 13 This is a gear noise waveform diagram of the right reducer of an existing centrally arranged dual-motor wheel-side independent drive system;

[0025] Figure 14 The waveforms of the gear noise of the left reducer and the gear noise of the right reducer in the same time domain are shown in the existing centralized dual-motor wheel-side independent drive system.

[0026] Figure 15 It is a waveform diagram of the combined gear noise of the left reducer and the right reducer of an existing centrally arranged dual-motor wheel-side independent drive system.

[0027] Figure 16 This is a gear noise waveform diagram of the first reducer of the electric drive assembly according to an embodiment of this application;

[0028] Figure 17 This is a gear noise waveform diagram of the second reducer of the electric drive assembly in an embodiment of this application;

[0029] Figure 18 This is a waveform diagram of the gear noise of the first reducer and the gear noise of the second reducer in the same time domain of the electric drive assembly of this application embodiment;

[0030] Figure 19 This is a waveform diagram showing the superposition of gear noise from the first reducer and the second reducer in the electric drive assembly of this application embodiment.

[0031] The reference numerals in the accompanying drawings are as follows:

[0032] 10000, Vehicle; 1000, Four-wheel drive system; 100, Electric drive assembly; 200, First wheel; 300, Second wheel; 400, Reducer assembly; 401, Chamber; 501, Front drive axle; 502, Rear drive axle;

[0033] 1. First motor; 2. Second motor; 3. First reducer; 31. First parallel shaft gear reducer; 311. First input shaft; 312. First intermediate shaft; 313. First output shaft; 314. First stage reduction drive gear; 315. First stage reduction driven gear; 316. First and second stage reduction drive gear; 317. First and second stage reduction driven gear; 32. First planetary gear reducer; 321. First sun gear; 322. First planet gear; 3221. First large planet gear; 3222. First small planet gear; 323. First planet carrier; 324. First gear ring; 4. Second reducer; 41. Second parallel shaft gear reducer; 411. Second input shaft; 412. Second intermediate shaft; 412a. Second stage intermediate shaft ; 412b, Second and Second Stage Intermediate Shaft; 413, Second Output Shaft; 414, Second Stage Reduction Drive Gear; 415, Second Stage Reduction Drive Gear; 416, Second and Second Stage Reduction Drive Gear; 417, Second and Second Stage Reduction Drive Gear; 418, Second and Third Stage Reduction Drive Gear; 419, Second and Third Stage Reduction Drive Gear; 42, Second Planetary Gear Reducer; 421, Second Sun Gear; 422, Second Planet Gear; 4221, Second Large Planet Gear; 4222, Second Small Planet Gear; 423, Second Planet Carrier; 424, Second Gear Ring; 5, First Half Shaft; 6, Second Half Shaft; 7, Differential Locking Device; 8, Connecting Shaft; 8a, First Connecting Shaft; 8b, Second Connecting Shaft; 91, First Clutch Device; 92, Second Clutch Device. Detailed Implementation

[0034] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0035] Compared to a single-motor centralized drive system, a centrally arranged dual-motor wheel-side independent drive system sometimes exhibits abnormal vibrations or buzzing noises that affect overall vehicle comfort. The inventors of this invention, through research and analysis, discovered that this is because the operating states of the centrally arranged left and right motors and reducers cannot remain completely synchronized during operation, resulting in a "beat frequency" phenomenon. See [link to specific details]. Figures 12 to 14 Assuming that the gear noise waveforms of the left and right reducers of the existing centrally arranged dual-motor wheel-side independently driven drive system are standard sine waves with different frequencies but the same amplitude, and the left and right noise waveforms differ by 2% (see...), Figure 14 See also Figure 15 The gear noise from the left reducer and the gear noise from the right reducer are superimposed to form a new low-frequency noise waveform, which makes the whole vehicle sound like a low "humming" sound, thus creating a "beat frequency" problem.

[0036] The electric drive assembly provided in this application includes a first motor, a second motor, a first reducer, a second reducer, a first half-shaft, and a second half-shaft. The input end of the first reducer is connected to the first motor, and the output end of the first reducer is connected to the first half-shaft. The input end of the second reducer is connected to the second motor, and the output end of the second reducer is connected to the second half-shaft. The speed ratios of the first reducer and the second reducer are different. The housings of the first reducer, the second reducer, the first motor, and the second motor are separately disposed and fixedly connected together; or, at least two of the housings of the first reducer, the second reducer, the first motor, and the second motor are integrated into one unit.

[0037] In the electric drive assembly of this application embodiment, the speed ratios of the first reducer and the second reducer located on the left and right sides are different in the vehicle width direction. As a result, the noise frequencies generated by the gears of the first reducer and the gears of the second reducer are significantly different, and the combined noise waveform has a high frequency. This can effectively solve the problem of abnormal vibration or buzzing noise in the existing drive system with centralized dual motor wheel-side independent drive, resulting in a better driving experience and improved overall vehicle comfort.

[0038] See Figures 16 to 18 In this embodiment of the electric drive assembly, the gear noise waveforms of the left reducer (first reducer) and the right reducer (second reducer) are standard sine waves with different frequencies but the same amplitude. Due to the different speed ratios of the first reducer and the second reducer, the left and right noise waveforms differ significantly (see...). Figure 18 See also Figure 19 The gear noise from the left reducer and the gear noise from the right reducer are superimposed to form a new noise waveform. When the gear noise frequencies of the left reducer and the right reducer differ significantly, the frequency of the synthesized new waveform is high, which avoids the low "humming" sound of the whole vehicle, solves the "beat frequency" problem, improves the driving experience, and enhances the overall vehicle comfort.

[0039] In this article, the speed ratio of the first reducer refers to the ratio of its input speed to its output speed, i.e., the reduction ratio of the first reducer. Similarly, the speed ratio of the second reducer refers to the ratio of its input speed to its output speed, i.e., the reduction ratio of the second reducer. The reduction ratio is a value greater than 1.

[0040] Similarly, the speed ratio of each reduction stage is the ratio of the input speed to the output speed of that stage. The speed ratio of the first reducer is the cumulative product of the speed ratios of its each reduction stage, and the speed ratio of the second reducer is the cumulative product of the speed ratios of its each reduction stage.

[0041] In some embodiments, the electric drive assembly further includes a differential locking device connected between the first half-shaft and the second half-shaft for selectively engaging or disengaging the first half-shaft and the second half-shaft.

[0042] In other embodiments, the differential lock device may also be omitted.

[0043] In some embodiments, the first reducer is a multi-stage reducer, and the second reducer is a multi-stage reducer; the first reducer and the second reducer have the same number of reduction stages, and the first reducer and the second reducer have at least one corresponding stage with different speed ratios.

[0044] In other embodiments, at least one of the first and second reducers is a multi-stage reduction gear, and the number of reduction stages of the first and second reducers are different. This includes the following cases:

[0045] (1) Both the first reducer and the second reducer are multi-stage reducers.

[0046] (2) The first reducer is a multi-stage reducer, and the second reducer is a single-stage reducer.

[0047] (3) The first reducer is a single-stage reducer, while the second reducer is a multi-stage reducer.

[0048] In some embodiments, the rated torque and rated speed of the first motor and the second motor are the same.

[0049] In other embodiments, the motor corresponding to the one with the larger speed of the first reducer and the second reducer has a higher rated speed, and the motor corresponding to the one with the smaller speed of the first reducer and the second reducer has a higher rated torque.

[0050] In some embodiments, the meshing frequency f of the last stage reduction gear set of the first reducer is... z The meshing frequency f with the last stage reduction gear set of the second reducer y The decoupling rate σ between them is greater than 8%, and the meshing frequency f of the last stage reduction gear set of the first reducer is... z The frequency f of the last stage reduction gear set of the first reducer is indicated by the number of times it engages during one revolution of the first motor. y This indicates the number of times the last stage reduction gear set of the second reducer engages during one revolution of the second motor; the decoupling rate σ is expressed by formula (1):

[0051]

[0052] Among them, f zf represents the meshing frequency of the last stage reduction gear set of the first reducer. y This indicates the meshing frequency of the last stage reduction gear set in the second reducer; abs(f z -f y ) indicates taking f z with f y The absolute value of the difference, max(f z f y ) indicates taking f z with f y The maximum value in.

[0053] f z This can be expressed by formula (2):

[0054] f z =Z nzz *(i (n-1)z *......i 1z (2);

[0055] In formula (2), Z nzz This indicates the number of teeth on the driving gear (pinion) of the last stage reduction gear set of the first reducer, (i (n-1)z *......i 1z The expression represents the cumulative product of the speed ratios of each stage of reduction before the last stage of the first reducer.

[0056] f y This can be expressed by formula (3):

[0057] f y =Z myz *(i (m-1)y *......i 1y (3);

[0058] In formula (3), Z myz This indicates the number of teeth on the driving gear (pinion) of the last stage reduction gear set of the second reducer, (i (m-1)y *......i 1y This represents the cumulative product of the speed ratios of all stages of reduction before the final stage of the second reducer. m and n are positive integers greater than or equal to 1, and m and n may be equal or different.

[0059] In some embodiments, the housings of the first reducer, the second reducer, the first motor, and the second motor are each independently and fixedly connected together. The fixed connection described herein can be a bolted connection or a riveted connection, etc.

[0060] In other embodiments, at least two of the housings of the first reducer, the second reducer, the first motor, and the second motor are integrated into one unit. The non-integrated portions (separately set portions) are fixedly connected to the integrated portions. This can be categorized into the following cases;

[0061] (1) The housing of the first reducer, the housing of the second reducer, the housing of the first motor and the housing of the second motor are integrated into one unit.

[0062] (2) The housing of the first reducer and the housing of the second reducer are integrated to form a reducer housing, while the housing of the first motor and the housing of the second motor are separately provided and fixedly connected to the reducer housing.

[0063] (3) The housing of the first reducer and the housing of the second reducer are integrated into one to form a reducer housing, and the housing of the first motor and the housing of the second motor are integrated into one to form a motor housing. The reducer housing and the motor housing are separately arranged and fixedly connected.

[0064] (4) The housing of the first motor and the housing of the second motor are integrated into one to form a motor housing, and the housing of the first reducer and the housing of the second reducer are separately provided and fixedly connected to the motor housing.

[0065] (5) The housing of the first motor, the housing of the second motor and the housing of the first reducer are integrated into one unit to form an integrated housing, and the housing of the second reducer is separately disposed from the integrated housing but fixedly connected.

[0066] (6) The housing of the first motor, the housing of the second motor and the housing of the second reducer are integrated into one unit to form an integrated housing, and the housing of the first reducer and the integrated housing are separately set and fixedly connected.

[0067] (7) The housing of the first motor and the housing of the first reducer are integrated into one unit to form an integrated housing, and the housing of the second motor and the housing of the second reducer are independently set and fixedly connected to the integrated housing.

[0068] (8) The housing of the first motor and the housing of the first reducer are integrated into one to form a first integrated housing, and the housing of the second motor and the housing of the second reducer are integrated into one to form a second integrated housing. The first integrated housing and the second integrated housing are separately arranged and fixedly connected.

[0069] (9) The housing of the second motor and the housing of the second reducer are integrated into one unit to form an integrated housing, and the housing of the first motor and the housing of the first reducer are independently set and fixedly connected to the integrated housing.

[0070] In some embodiments, in the vehicle width direction, the first reducer and the second reducer are arranged between the first motor and the second motor, and the first motor and the second motor are arranged in parallel or coaxially.

[0071] In other embodiments, in the vehicle width direction, the first motor and the second motor are arranged between the first reducer and the second reducer, the first motor, the second motor and the first half-shaft are arranged in parallel, and the axial directions of the first half-shaft and the second half-shaft pass through the first motor or the second motor.

[0072] In other embodiments, in the vehicle width direction, the first motor and the second motor are arranged between the first reducer and the second reducer, the first motor, the second motor and the first half-shaft are arranged in parallel, and the axis of the first motor, the axis of the second motor and the axis of the first half-shaft and the second half-shaft are arranged in a triangle.

[0073] In other embodiments, in the vehicle width direction, the first motor and the second motor are arranged between the first reducer and the second reducer, and the first motor, the second motor, the first half-shaft and the second half-shaft are coaxial.

[0074] In other embodiments, the first reducer and the second reducer are combined to form a reducer assembly. In the vehicle width direction, the first motor and the second motor are arranged on the same side of the reducer assembly, and the first motor and the second motor are arranged in parallel or coaxially.

[0075] In some embodiments, the first reducer is a first planetary gear reducer, and the second reducer is a second planetary gear reducer.

[0076] In other embodiments, the first reducer is a first parallel shaft gear reducer, and the second reducer is a second parallel shaft gear reducer.

[0077] In other embodiments, the multi-stage reduction of the first reducer includes a portion of parallel shaft gear reduction and a portion of planetary gear reduction.

[0078] In other embodiments, the multi-stage reduction of the second reducer includes a portion of parallel shaft gear reduction and a portion of planetary gear reduction.

[0079] The present application will be described in detail below with reference to the accompanying drawings and several embodiments.

[0080] First Embodiment

[0081] See Figure 1The electric drive assembly 100 provided in the first embodiment of this application includes a first motor 1, a second motor 2, a first reducer 3, a second reducer 4, a first half-shaft 5, and a second half-shaft 6. The input end of the first reducer 3 is connected to the first motor 1, and the output end of the first reducer 3 is connected to the first half-shaft 5. The input end of the second reducer 4 is connected to the second motor 2, and the output end of the second reducer 4 is connected to the second half-shaft 6. The outer end of the first half-shaft 5 is connected to a first wheel 200, and the outer end of the second half-shaft 6 is connected to a second wheel 300. The first wheel 200 is the left wheel, denoted by W1 in the figure. The second wheel 200 is the right wheel, denoted by W2 in the figure. The first motor 1 is denoted by M1 in the figure, and the second motor 2 is denoted by M2 in the figure.

[0082] In the first embodiment of this application, the speed ratios of the first speed reducer 3 and the second speed reducer 4 located on the left and right sides in the vehicle width direction are different. This results in a significant difference in the noise frequencies generated by the gears of the first speed reducer 3 and the second speed reducer 4. The combined noise waveform has a high frequency, effectively solving the abnormal vibration or buzzing noise problems of existing centrally arranged dual-motor wheel-side independent drive systems. This improves the driving experience and overall vehicle comfort.

[0083] In this embodiment, the electric drive assembly 100 further includes a differential locking device 7, which is connected between the first half-shaft 5 and the second half-shaft 6 and is used to selectively engage or disengage the first half-shaft 5 and the second half-shaft 6.

[0084] The differential locking device 7 can be a clutch, brake, or synchronizer. In this embodiment, a synchronizer is preferred. By engaging and disengaging the differential locking device 5, equal torque and speed output can be achieved between the first half-shaft 5 and the second half-shaft 6 under special working conditions, enabling the vehicle to get out of trouble and improving the off-road capability of the vehicle equipped with the electric drive assembly 100.

[0085] The electric drive assembly 100 of the first embodiment can be used in front-wheel drive vehicles, rear-wheel drive vehicles, and four-wheel drive vehicles.

[0086] The first motor 1 and the second motor 2 have the same rated speed and rated torque. Preferably, the first motor 1 and the second motor 2 are arranged symmetrically from left to right. The first motor 1, the first reducer 3, the second reducer 4, and the second motor 2 are arranged sequentially from left to right.

[0087] In this embodiment, both the first reducer 3 and the second reducer 4 are two-stage reduction gears. In the vehicle width direction, the first reducer 3 and the second reducer 4 are arranged between the first motor 1 and the second motor 2. The first motor 1 and the second motor 2 are coaxially arranged. The area of ​​the end face of the housing of the first reducer 3 near the first motor 1 is larger than the end face area of ​​the first motor 1, and the area of ​​the end face of the housing of the second reducer 4 near the second motor 2 is larger than the end face area of ​​the second motor 2, thereby making the electric drive assembly 100 T-shaped.

[0088] In this embodiment, the housing of the first reducer 3 and the housing of the second reducer 4 are integrated to form a reducer housing, while the housings of the first motor 1 and the second motor 2 are separately disposed and fixedly connected to the left and right sides of the reducer housing.

[0089] In this embodiment, the first reducer 3 is a first parallel shaft gear reducer 31, and the second reducer 4 is a second parallel shaft gear reducer 41.

[0090] The first parallel shaft gear reducer 31 includes a first input shaft 311, a first intermediate shaft 312, and a first output shaft 313. The first input shaft 311, the first intermediate shaft 312, and the first output shaft 313 are parallel and spaced apart from each other. The first input shaft 311 is coaxially connected to the motor shaft of the first motor 1, and the first output shaft 313 is coaxially connected to the first half-shaft 5. A first-stage reduction drive gear 314 is mounted on the first input shaft 311, a first-stage reduction driven gear 315 and a first-stage reduction drive gear 316 are mounted on the first intermediate shaft 312, and a first-stage reduction driven gear 317 is mounted on the first output shaft 313. The first-stage reduction drive gear 314 and the first-stage reduction driven gear 315 mesh to form the first stage reduction gear set of the first reducer 3, and the first-stage reduction drive gear 316 and the first-stage reduction driven gear 317 mesh to form the second stage reduction gear set of the first reducer 3. The drive gear of the first parallel shaft gear reducer 31 has a smaller diameter and fewer teeth than the driven gear.

[0091] The second parallel shaft gear reducer 41 includes a second input shaft 411, a second intermediate shaft 412, and a second output shaft 413. The second input shaft 411, second intermediate shaft 412, and second output shaft 413 are parallel and spaced apart from each other. The second input shaft 411 is coaxially connected to the motor shaft of the second motor 2, and the second output shaft 413 is coaxially connected to the second half-shaft 6. A second-stage reduction drive gear 414 is mounted on the second input shaft 411, a second-stage reduction driven gear 415 and a second-stage reduction drive gear 416 are mounted on the second intermediate shaft 412, and a second-stage reduction driven gear 417 is mounted on the second output shaft 413. The second-stage reduction drive gear 414 and the second-stage reduction driven gear 415 mesh to form the first-stage reduction gear set of the second reducer 4, and the second-stage reduction drive gear 416 and the second-stage reduction driven gear 417 mesh to form the second-stage reduction gear set of the second reducer 4. The drive gear of the second parallel shaft gear reducer 41 has a smaller diameter and fewer teeth than the driven gear.

[0092] The differential locking device 7 is connected between the inner end of the first output shaft 313 and the inner end of the second output shaft 413. By engaging or disengaging the inner end of the first output shaft 313 and the second output shaft 413, the engagement and disengagement of the first half-shaft 5 and the second half-shaft 6 are achieved.

[0093] The differential locking device 7 is integrated into the housing of the first reducer 3 and the second reducer 4, which has a higher degree of integration and occupies less space.

[0094] In the first embodiment, the meshing frequency f of the last stage reduction gear set (the second stage reduction gear set of the first reducer 3) is... z The meshing frequency f with the last stage reduction gear set of the second reducer 4 (the second stage reduction gear set of the second reducer 4) y The decoupling rate σ between them is greater than 8%, and the meshing frequency f of the last stage reduction gear set of the first reducer 3 is... z The frequency f of the last stage reduction gear set of the first reducer 3 is the number of times it engages during one revolution of the first motor 1, and the frequency f of the last stage reduction gear set of the second reducer 4 is the number of times it engages. y This indicates the number of times the last stage reduction gear set of the second reducer 4 engages during one revolution of the second motor 2; the decoupling rate σ is expressed by formula (1):

[0095]

[0096] Among them, f z f represents the meshing frequency of the last stage reduction gear set of the first reducer. y This indicates the meshing frequency of the last stage reduction gear set in the second reducer; abs(f z-f y ) indicates taking f z with f y The absolute value of the difference, max(f z f y ) indicates taking f z with f y The maximum value in.

[0097] f z This can be expressed by formula (2):

[0098] f z =Z nzz *(i (n-1)z *......i 1z (2);

[0099] In formula (2), Z nzz This indicates the number of teeth on the driving gear (pinion) of the last stage reduction gear set in the first reducer 3, (i (n-1)z *......i 1z The expression represents the cumulative product of the speed ratios of each stage of the first reducer (before the last stage). Here, n equals 2. Therefore:

[0100]

[0101] In formula (4), Z 2zz Z represents the number of teeth on the first and second stage reduction drive gear 316. 1zz Z represents the number of teeth on the first-stage reduction drive gear 314. 1zc Indicates the number of teeth on the first-stage reduction driven gear 315, i 1z This indicates the speed ratio of the first stage reduction of the first reducer 3.

[0102] f y This can be expressed by formula (3):

[0103] f y =Z myz *(i (m-1)y *......i 1y (3);

[0104] In formula (3), Z myz This indicates the number of teeth on the driving gear (pinion) of the last stage reduction gear set of the second reducer, (i (m-1)y *......i 1y The expression represents the cumulative product of the speed ratios of all stages of reduction before the final stage of the second reducer. Here, m is greater than 2. Therefore:

[0105]

[0106] In formula (5), Z 2yz Z represents the number of teeth on the second and second stage reduction drive gear 416. 1yz Z represents the number of teeth on the second-stage reduction drive gear 414. 1yc i1 indicates the number of teeth on the second-stage reduction driven gear 415, and i1 indicates the speed ratio of the first-stage reduction of the second reducer 4.

[0107] Simulation results show that when the decoupling rate σ is greater than 8%, the "beat frequency" problem of the electric drive assembly 100 can be solved, that is, the problem of abnormal vibration or buzzing noise of the electric drive assembly 100 can be solved.

[0108] In this embodiment, it can be:

[0109] (1) The speed ratio of the first stage reduction gear set of the first reducer 3 is different from that of the first stage reduction gear set of the second reducer 4, and the speed ratio of the second stage reduction gear set of the first reducer 3 is the same as that of the second stage reduction gear set of the second reducer 4. This can be achieved by designing the first stage reduction drive gear 314 of the first reducer 3 and the second stage reduction drive gear 414 of the second reducer 4 to have different numbers of teeth.

[0110] (2) The speed ratio of the first stage reduction gear set of the first reducer 3 is the same as that of the first stage reduction gear set of the second reducer 4, and the speed ratio of the second stage reduction gear set of the first reducer 3 is different from that of the second stage reduction gear set of the second reducer 4. This can be achieved by designing the first and second stage reduction drive gears 316 of the first reducer 3 and the second and second stage reduction drive gears 416 of the second reducer 4 to have different numbers of teeth.

[0111] (3) The speed ratio of the first stage reduction gear set of the first reducer 3 is different from that of the first stage reduction gear set of the second reducer 4. The speed ratio of the second stage reduction gear set of the first reducer 3 is also different from that of the second stage reduction gear set of the second reducer 4. The product of the speed ratios of the first and second stage reduction gear sets of the first reducer 3 is not equal to the product of the speed ratios of the first and second stage reduction gear sets of the second reducer 4. This can be achieved by designing that the first and second stage reduction drive gears 316 of the first reducer 3 and the second and second stage reduction drive gears 416 of the second reducer 4 have different numbers of teeth.

[0112] Second Embodiment

[0113] Figure 2The diagram shows an electric drive assembly 100 provided in the second embodiment of this application. Its main difference from the first embodiment is that the electric drive assembly 100 is H-shaped. In the vehicle width direction, the first motor 1 and the second motor 2 are arranged between the first reducer 3 and the second reducer 4. The first motor 1, the second motor 2, and the first half-shaft 5 are arranged in parallel. The first half-shaft 5 and the second half-shaft 6 are coaxial, and their axes pass through either the first motor 1 or the second motor 2. Preferably, the first motor 1 is arranged above the second motor 2. The first reducer 3 is arranged to the left of the first motor 1 and the second motor 2, and the second reducer 4 is arranged to the right of the first motor 1 and the second motor 2.

[0114] In this embodiment, the housing of the first motor 1 and the housing of the second motor 2 are integrated into one to form a motor housing, and the housing of the first reducer 3 and the housing of the second reducer 4 are separately disposed and fixedly connected to the left and right sides of the motor housing.

[0115] The motor shaft of the second motor 2 is a hollow shaft, and a connecting shaft 8 is provided inside the motor shaft of the second motor 2. One end of the connecting shaft 8 is connected to the first output shaft 313, and the differential locking device 7 is connected between the other end of the second output shaft 413 and the connecting shaft 8. The motor shaft, connecting shaft 8, first output shaft 313 and first output shaft 413 of the second motor 2 are coaxial.

[0116] The second input shaft 411 is coaxially connected to the motor shaft of the second motor 2 or is formed as a single unit.

[0117] The differential locking device 7 is connected between the connecting shaft 8 and the inner end of the second output shaft 413. By engaging or disengaging the connecting shaft 8 and the second output shaft 413, the engagement and disengagement of the first half-shaft 5 and the second half-shaft 6 can be achieved.

[0118] The differential locking device 7 is integrated into the housing of the second reduction gear 4, which has a higher degree of integration and occupies less space.

[0119] Third Embodiment

[0120] Figure 3 The electric drive assembly 100 provided in the third embodiment of this application is shown. Its main difference from the first embodiment is that, in the vehicle width direction, the first motor 1 and the second motor 2 are arranged between the first reducer 3 and the second reducer 4. The first motor 1, the second motor 2 and the first half-shaft 5 are arranged in parallel. The first half-shaft 5 and the second half-shaft 6 are coaxial. The axis of the first motor 1, the axis of the second motor 2 and the axis of the first half-shaft 5 and the second half-shaft 6 are arranged in a triangle.

[0121] Specifically, the electric drive assembly 100 is V-shaped; the first reducer 3 and the second reducer 4 are combined to form a V-shaped reducer assembly 400, the reducer assembly 400 has an open cavity 401, and the first motor 1 and the second motor 2 are arranged in the cavity 401.

[0122] In this embodiment, the housings of the first reducer 3, the second reducer 4, the first motor 1, and the second motor 2 are integrated into one unit.

[0123] Preferably, the first motor 1 is arranged below the second motor 2. The first reducer 3 is arranged near the first wheel 200, and the second reducer 4 is arranged near the second wheel 300.

[0124] Fourth embodiment

[0125] Figure 4 The electric drive assembly provided in the fourth embodiment of this application differs from the first embodiment in that the electric drive assembly 100 is in a straight line shape; in the vehicle width direction, the first motor 1 and the second motor 2 are arranged between the first reducer 3 and the second reducer 4, and the first motor 1, the second motor 2, the first half-shaft 5, and the second half-shaft 6 are coaxial. The first reducer 3, the first motor 1, the second motor 2, and the second reducer 4 are arranged sequentially from left to right.

[0126] The first input shaft 311 is coaxial with the first output shaft 313, and the first intermediate shaft 312 is parallel and spaced apart from the first input shaft 311. The second input shaft 411 is coaxial with the second output shaft 413, and the second intermediate shaft 412 is parallel and spaced apart from the second input shaft 411.

[0127] The electric drive assembly 300 further includes a first clutch device 91 and a second clutch device 92. The first clutch device 91 is connected between the first input shaft 311 and the first output shaft 313, and is used to selectively engage or disengage the first input shaft 311 and the first output shaft 313. The second clutch device 92 is connected between the second input shaft 411 and the second output shaft 413, and is used to selectively engage or disengage the second input shaft 411 and the second output shaft 413.

[0128] When the first clutch device 91 is engaged, the power of the first motor 1 is transmitted to the first wheel 200 via the first input shaft 311, the first clutch device 91, the first output shaft 313, and the first half-shaft 5. When the first clutch device 91 is disengaged, the power of the first motor 1 is transmitted to the first wheel 200 via the first input shaft 311, the first primary reduction drive gear 314, the first primary reduction driven gear 315, the first secondary reduction drive gear 316, the first secondary reduction driven gear 317, the first output shaft 313, and the first half-shaft 5. Thus, the first reducer 3 has two selectable speeds.

[0129] Similarly, when the second clutch 92 is engaged, the power of the second motor 2 is transmitted to the second wheel 300 via the second input shaft 411, the second clutch 92, the second output shaft 413, and the second half-shaft 6. When the second clutch 91 is disengaged, the power of the second motor 2 is transmitted to the second wheel 300 via the second input shaft 411, the second first-stage reduction drive gear 414, the second first-stage reduction driven gear 415, the second second-stage reduction drive gear 416, the second second-stage reduction driven gear 417, the second output shaft 413, and the second half-shaft 6. Thus, the second reducer 3 has two selectable gears.

[0130] In this embodiment, the housing of the first motor 1 and the housing of the second motor 2 are integrated into one to form a motor housing, and the housing of the first reducer 3 and the housing of the second reducer 4 are separately disposed and fixedly connected to the left and right sides of the motor housing.

[0131] Fifth Embodiment

[0132] Figure 5 The electric drive assembly 100 provided in the fifth embodiment of this application differs from the first embodiment in that the electric drive assembly 100 is L-shaped; the first reducer 3 and the second reducer 4 are combined to form a reducer assembly 400. In the vehicle width direction, the first motor 3 and the second motor 4 are arranged on the left side of the reducer assembly 400, and the end face area of ​​the reducer assembly 400 near the first motor 1 and the second motor 2 is larger than the end face area of ​​the first motor 1 and the second motor 2. The reducer assembly 400 is arranged on the right, closer to the second wheel 300.

[0133] In this embodiment, the housings of the first motor 1 and the second motor 2 are integrated to form a motor housing, and the housings of the first reducer 3 and the second reducer 4 are integrated to form a reducer housing. The reducer housing and the motor housing are separately disposed but fixedly connected, that is, the motor housing is fixedly connected to the left side of the reducer housing.

[0134] The first motor 1 and the second motor 2 are coaxially arranged, and the second motor 2, the first motor 1, the first reducer 3, and the second reducer 4 are arranged sequentially from left to right. The motor shaft of the first motor 1 is a hollow shaft, and the motor shaft of the second motor 2 passes through the motor shaft of the first motor 1. The first input shaft 311 is a hollow shaft and is coaxially connected to the motor shaft of the first motor 1. The first intermediate shaft 312 is a hollow shaft and is loosely fitted onto the second intermediate shaft 412.

[0135] Sixth Embodiment

[0136] Figure 6 The electric drive assembly 100 provided in the sixth embodiment of this application differs from that in the fifth embodiment in that the electric drive assembly 100 is relative to... Figure 5 The illustrated embodiment is a mirror image arrangement. That is, in the vehicle width direction, the first motor 3 and the second motor 4 are arranged on the right side of the reducer assembly 400. The reducer assembly 400 is arranged on the left, closer to the first wheel 200.

[0137] The motor shaft of the second motor 2 is a hollow shaft, and the motor shaft of the first motor 1 passes through the motor shaft of the second motor 2. The second input shaft 411 is a hollow shaft and is coaxially connected to the motor shaft of the second motor 1. The second intermediate shaft 412 is a hollow shaft and is loosely fitted onto the first intermediate shaft 312.

[0138] The first reducer 3, the second reducer 4, the second motor 2, and the first motor 1 are arranged from left to right.

[0139] Seventh Embodiment

[0140] Figure 7 The electric drive assembly 100 provided in the seventh embodiment of this application differs from the first embodiment in that the number of stages of the first reducer 3 and the second reducer 4 are different. Specifically, the first reducer 3 is a two-stage reducer and the second reducer 4 is a three-stage reducer.

[0141] The first reducer 3 in this embodiment is the same as that in the first embodiment. The second reducer 4 is different from that in the first embodiment.

[0142] The second reducer 4 is a second parallel shaft gear reducer 41. The second parallel shaft gear reducer 41 includes a second input shaft 411, a second primary intermediate shaft 412a, a second primary intermediate shaft 412b, and a second output shaft 413. The second input shaft 411, the second primary intermediate shaft 412a, the second primary intermediate shaft 412b, and the second output shaft 413 are parallel and spaced apart from each other. The second input shaft 411 is coaxially connected to the motor shaft of the second motor 2, and the second output shaft 413 is coaxially connected to the second half-shaft 6. The second input shaft 411 is provided with a second first-stage reduction drive gear 414, the second first-stage intermediate shaft 412a is provided with a second first-stage reduction driven gear 415 and a second second-stage reduction drive gear 416, the second first-stage intermediate shaft 412b is provided with a second second-stage reduction driven gear 417 and a second third-stage reduction drive gear 418, and the second output shaft 413 is provided with a second third-stage reduction driven gear 419. The second first-stage reduction drive gear 414 and the second first-stage reduction driven gear 415 mesh to form the first stage reduction gear set of the second reducer 4, the second second-stage reduction drive gear 416 and the second second-stage reduction driven gear 417 mesh to form the second stage reduction gear set of the second reducer 4, and the second third-stage reduction drive gear 418 and the second third-stage reduction driven gear 419 mesh to form the third stage reduction gear set of the second reducer 4.

[0143] Eighth embodiment

[0144] Figure 8 The electric drive assembly 100 provided in the eighth embodiment of this application differs from the fourth embodiment in that the first reducer 3 is a first planetary gear reducer 32, and the second reducer 4 is a second planetary gear reducer 42. The first planetary gear reducer 32 and the second planetary gear reducer 42 are located on both sides of the first motor 1 and the second motor 2, and the first planetary gear reducer 32, the second planetary gear reducer 42, the first motor 1, and the second motor 2 are arranged coaxially. The first reducer 3, the first motor 1, the second motor 2, and the second reducer 4 are arranged sequentially from left to right.

[0145] Both the first planetary gear reducer 32 and the second planetary gear reducer 42 are two-stage reduction gears.

[0146] The first planetary gear reducer 32 includes a first input element, a first output element, and a first intermediate element; the second planetary gear reducer 42 includes a second input element, a second output element, and a second intermediate element. The first input element is connected to the motor shaft of the first motor 1, the first output element is connected to the first half-shaft 5, and the first intermediate element is connected to the housing of the first planetary gear reducer 32. The second input element is connected to the motor shaft of the second motor 2, the second output element is connected to the second half-shaft 6, and the second intermediate element is connected to the housing of the second planetary gear reducer 42. The first input element is the input end of the first reducer 3, and the first output element is the output end of the first reducer 3. The second input element is the input end of the second reducer 4, and the second output element is the output end of the second reducer 4.

[0147] Specifically, the first planetary gear reduction mechanism 32 is a planetary gear set consisting of a first sun gear 321, a first planetary gear 322, a first planetary carrier 323, and a first ring gear 324. The first input element is the first sun gear 321, the first output element is the first planetary carrier 323, and the first intermediate element is the first ring gear 324. The first planetary gear 322 is rotatably supported on the first planetary carrier 323 and meshes between the first sun gear 321 and the first ring gear 324. The first planetary carrier 323 is connected to the first half-shaft 5, the first sun gear 321 is connected to the motor shaft of the first motor 1, and the first ring gear 324 is connected to the housing of the first planetary gear reduction mechanism 32.

[0148] The second planetary gear reduction mechanism 42 is a planetary gear set consisting of a second sun gear 421, a second planetary gear 422, a second planetary carrier 423, and a second ring gear 424. The second input element is the second sun gear 421, the second output element is the second planetary carrier 423, and the second intermediate element is the second ring gear 424. The second planetary gear 422 is rotatably supported on the second planetary carrier 423 and meshes between the second sun gear 421 and the second ring gear 424. The second planetary carrier 423 is connected to the second half-shaft 6, the second sun gear 421 is connected to the motor shaft of the second motor 2, and the second ring gear 424 is connected to the housing of the second planetary gear reduction mechanism 42.

[0149] In this embodiment, the housing of the first motor 1 and the housing of the second motor 2 are integrated into one to form a motor housing, and the housing of the first reducer 3 and the housing of the second reducer 4 are separately disposed and fixedly connected to the left and right sides of the motor housing.

[0150] In order to achieve two-stage reduction of the first reducer 3, the first planetary gear 322 includes a first large planetary gear 3221 and a first small planetary gear 3222 with a diameter smaller than the first large planetary gear 3221, which are coaxially connected. The first large planetary gear 3221 meshes with the first sun gear 321, and the first small planetary gear 3222 meshes with the first gear ring 324.

[0151] In order to achieve two-stage reduction of the second reducer 4, the second planetary gear 422 includes a second large planetary gear 4221 coaxially connected and a second small planetary gear 4222 with a diameter smaller than that of the second large planetary gear 4221. The second large planetary gear 4221 meshes with the second sun gear 421, and the second small planetary gear 4222 meshes with the second gear ring 424.

[0152] The two-speed ratio design of the first reducer 3 and the second reducer 4 can achieve a wide range of speed ratios, enabling the two motors to operate in the high-efficiency speed range.

[0153] Ninth Embodiment

[0154] Figure 9 The electric drive assembly 100 provided in the ninth embodiment of this application differs from that in the eighth embodiment in that the first motor 1 and the second motor 2 are located on both sides of the first planetary gear reducer 32 and the second planetary gear reducer 42. The first motor 1, the first reducer 3, the second reducer 4, and the second motor 2 are arranged sequentially from left to right.

[0155] The electric drive assembly 100 further includes a first connecting shaft 8a and a second connecting shaft 8b. The motor shaft of the first motor 1 is a hollow shaft, and the motor shaft of the second motor 2 is a hollow shaft. The first connecting shaft 8a passes through the motor shaft of the first motor 1. The outer end of the first connecting shaft 8a is connected to the first half-shaft 5, and the inner end of the first connecting shaft 8a is connected to the first planetary carrier 323. The second connecting shaft 8b passes through the motor shaft of the second motor 2. The outer end of the second connecting shaft 8b is connected to the second half-shaft 6, and the inner end of the second connecting shaft 8b is connected to the second planetary carrier 423. The first connecting shaft 8a, the second connecting shaft 8b, the first half-shaft 5, the second half-shaft 6, the motor shaft of the first motor 1, and the motor shaft of the second motor 2 are coaxial.

[0156] In this embodiment, the housing of the first reducer 3 and the housing of the second reducer 4 are integrated to form a reducer housing, while the housings of the first motor 1 and the second motor 2 are separately disposed and fixedly connected to the left and right sides of the reducer housing.

[0157] See Figure 10This application embodiment also provides a four-wheel drive system 1000, including a front drive axle 501 and a rear drive axle 502, both of which are provided with the above-mentioned electric drive assembly 100.

[0158] See Figure 11 This application also provides a vehicle 10000, including the above-mentioned electric drive assembly 100 or four-wheel drive system 1000.

[0159] The above are merely preferred embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An electric drive assembly, characterized in that, It includes a first motor, a second motor, a first reducer, a second reducer, a first half-shaft, and a second half-shaft. The input end of the first reducer is connected to the first motor, and the output end of the first reducer is connected to the first half-shaft. The input end of the second reducer is connected to the second motor, and the output end of the second reducer is connected to the second half-shaft. The meshing frequency f of the last stage reduction gear set of the first reducer z The meshing frequency f with the last stage reduction gear set of the second reducer y The decoupling rate σ between them is greater than 8%, wherein the decoupling rate is based on the meshing frequency f. z and the meshing frequency f y Sure.

2. The electric drive assembly according to claim 1, characterized in that, The meshing frequency f of the last stage reduction gear set of the first reducer z The frequency f of the last stage reduction gear set of the first reducer is indicated by the number of times it engages during one revolution of the first motor. y This indicates the number of times the last stage reduction gear set of the second reducer engages during one revolution of the second motor; the decoupling rate σ is expressed by formula (1): Among them, f z f represents the meshing frequency of the last stage reduction gear set of the first reducer. y This indicates the meshing frequency of the last stage reduction gear set in the second reducer; abs(f z -f y ) indicates taking f z with f y The absolute value of the difference, max(f z f y ) indicates taking f z with f y The maximum value in.

3. The electric drive assembly according to claim 1 or 2, characterized in that, f z This can be expressed by formula (2): f z =Z nzz *(i (n-1)z *......i 1z ) (2); In formula (2), Z nzz This indicates the number of teeth on the driving gear of the last stage reduction gear set of the first reducer, (i (n-1)z *......i 1z ) represents the cumulative product of the speed ratios of each stage of reduction before the last stage of reduction in the first reducer.

4. The electric drive assembly according to claim 1 or 2, characterized in that, In formula (4), Z 2zz Z represents the number of teeth on the first and second stage reduction drive gears. 1zz Z represents the number of teeth on the first-stage reduction drive gear. 1zc Indicates the number of teeth on the first-stage reduction driven gear, i 1z This indicates the speed ratio of the first stage of reduction in the first reducer.

5. The electric drive assembly according to claim 1 or 2, characterized in that, f y This can be expressed by formula (3): f y =Z myz *(i (m-1)y *......i 1y ) (3); In formula (3), Z myz This indicates the number of teeth on the driving gear of the last stage reduction gear set of the second reducer, (i (m-1)y *......i 1y ) represents the cumulative product of the speed ratios of each stage of reduction before the last stage of reduction in the second reducer.

6. The electric drive assembly according to claim 1 or 2, characterized in that, In formula (5), Z 2yz Z represents the number of teeth on the second and second stage reduction drive gear. 1yz Z represents the number of teeth on the second-stage reduction drive gear. 1yc i1 represents the number of teeth on the driven gear of the second stage reduction gear, and i1 represents the speed ratio of the first stage reduction gear of the second reducer.

7. The electric drive assembly according to claim 1, characterized in that, The speed ratio of the first reducer is different from that of the second reducer.

8. The electric drive assembly according to claim 1, characterized in that, The first reducer is a multi-stage reducer, and the second reducer is also a multi-stage reducer; The first reducer and the second reducer have the same number of reduction stages, and the first reducer and the second reducer have at least one corresponding stage with different speed ratios.

9. The electric drive assembly according to claim 1 or 8, characterized in that, Both the first reducer and the second reducer are two-stage reduction gears.

10. The electric drive assembly according to claim 1, characterized in that, At least two of the housings of the first reducer, the second reducer, the first motor, and the second motor are integrated into one unit.

11. The electric drive assembly according to claim 1 or 10, characterized in that, The housings of the first motor and the second motor are integrated into one unit to form a motor housing. The housings of the first reducer and the second reducer are separately disposed and respectively fixedly connected to the left and right sides of the motor housing.

12. The electric drive assembly according to claim 1, characterized in that, The first motor and the second motor have the same rated speed.

13. The electric drive assembly according to claim 1, characterized in that, The first motor and the second motor have the same rated torque.

14. The electric drive assembly according to claim 1, characterized in that, The motor corresponding to the one with the larger speed of the first reducer and the second reducer has a higher rated speed, while the motor corresponding to the one with the smaller speed of the first reducer and the second reducer has a higher rated torque.

15. The electric drive assembly according to claim 1, characterized in that, In the width direction of the vehicle, the first motor and the second motor are arranged between the first reducer and the second reducer. The first motor, the second motor and the first half-shaft are arranged in parallel, and the axial directions of the first half-shaft and the second half-shaft pass through the second motor.

16. The electric drive assembly according to claim 1, characterized in that, The first reducer is a first parallel shaft gear reducer, and the second reducer is a second parallel shaft gear reducer.

17. The electric drive assembly according to claim 16, characterized in that, The first parallel shaft gear reducer includes a first input shaft, a first intermediate shaft, and a first output shaft. The first input shaft, the first intermediate shaft, and the first output shaft are parallel and spaced apart from each other. The first input shaft is coaxially connected to the motor shaft of the first motor, and the first output shaft is coaxially connected to the first half shaft.

18. The electric drive assembly according to claim 17, characterized in that, The first input shaft is provided with a first-stage reduction drive gear, the first intermediate shaft is provided with a first-stage reduction driven gear and a first- and second-stage reduction drive gear, and the first output shaft is provided with a first- and second-stage reduction driven gear. The first-stage reduction drive gear and the first-stage reduction driven gear mesh to form the first-stage reduction gear set of the first reducer, and the first-stage reduction drive gear and the first-stage reduction driven gear mesh to form the second-stage reduction gear set of the first reducer. Wherein, the number of teeth and radius of the first-stage reduction drive gear are less than the number of teeth and radius of the first-stage reduction driven gear; The number of teeth and radius of the first secondary reduction drive gear are less than the number of teeth and radius of the first secondary reduction driven gear.

19. The electric drive assembly according to claim 16, characterized in that, The second parallel shaft gear reducer includes a second input shaft, a second intermediate shaft, and a second output shaft. The second input shaft, the second intermediate shaft, and the second output shaft are parallel and spaced apart from each other. The second input shaft is coaxially connected to the motor shaft of the second motor, and the second output shaft is coaxially connected to the second half shaft.

20. The electric drive assembly according to claim 19, characterized in that, The second input shaft is equipped with a second-stage reduction drive gear, the second intermediate shaft is equipped with a second-stage reduction driven gear and a second-stage reduction drive gear, and the second output shaft is equipped with a second-stage reduction driven gear. The second-stage reduction drive gear and the second-stage reduction driven gear mesh to form the first-stage reduction gear set of the second reducer, and the second-stage reduction drive gear and the second-stage reduction driven gear mesh to form the second-stage reduction gear set of the second reducer. The number of teeth and radius of the second-stage reduction drive gear are smaller than the number of teeth and radius of the second-stage reduction driven gear. The number of teeth and radius of the second-stage reduction drive gear are smaller than the number of teeth and radius of the second-stage reduction driven gear.

21. The electric drive assembly according to claim 1, characterized in that, The gear noise waveform of the first reducer and the gear noise waveform of the second reducer are standard sine waves with different frequencies but the same amplitude.

22. The electric drive assembly according to claim 1, characterized in that, The motor shaft of the second motor is a hollow shaft.

23. The electric drive assembly according to claim 19 or 20, characterized in that, The second input shaft is integrally formed with the motor shaft of the second motor.

24. The electric drive assembly according to claim 1, characterized in that, For use in front-wheel drive vehicles, rear-wheel drive vehicles, or four-wheel drive vehicles.

25. The electric drive assembly according to claim 1, characterized in that, The electric drive assembly is H-shaped.

26. The electric drive assembly according to claim 1 or 16, characterized in that, The first motor is positioned above the second motor, the first reducer is positioned to the left of the first motor and the second motor, and the second reducer is positioned to the right of the first motor and the second motor.

27. A four-wheel drive system, characterized in that, It includes a front drive axle and a rear drive axle, wherein the front drive axle and / or the rear drive axle are provided with an electric drive assembly as described in any one of claims 1-26.

28. A vehicle, characterized in that, Includes the electric drive assembly as described in any one of claims 1-26 or the four-wheel drive system as described in claim 27.

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