Electric drive assembly, four-wheel drive system and vehicle

Abstract

The application relates to an electric drive assembly, a four-wheel drive system and a vehicle, the electric drive assembly comprising a first motor, a second motor, a first speed reducer, a second speed reducer, a first half shaft and a second half shaft; the first speed reducer and the second speed reducer are both multi-stage reducers with the same number of stages, the speed ratio of the first speed reducer is the same as that of the second speed reducer, and the first speed reducer and the second speed reducer have at least two different speed ratios. The electric drive assembly can effectively solve the abnormal shaking or humming noise problem of the existing double-motor wheel edge independent drive system arranged in a centralized manner.

Description

[0001] This application is a divisional application of the Chinese patent application No. 202211063839.0, filed on August 31, 2022, entitled "Electric drive assembly, four-wheel drive system and vehicle", with the Chinese Patent Office. TECHNICAL FIELD

[0002] The application belongs to the technical field of vehicle driving, and relates to an electric drive assembly, a four-wheel drive system and a vehicle. BACKGROUND

[0003] The torque and speed of the left and right wheels of the dual-motor independent drive automobile can be accurately controlled independently of each other, thereby bringing a series of advantages, such as realizing smaller radius turning, assisting ESP function, assisting steering function and assisting braking function, thereby improving the handling performance of the vehicle. Meanwhile, the independently driven motor can realize higher power and stronger escape performance.

[0004] However, the centrally arranged dual-motor wheel edge independent drive system sometimes has the problem of abnormal vibration or humming abnormal noise affecting the comfort of the whole vehicle compared with the single motor centralized drive system. SUMMARY

[0005] The technical problem to be solved by the application is that, for the existing centrally arranged dual-motor wheel edge independent drive system, sometimes the problem of abnormal vibration or humming abnormal noise affecting the comfort of the whole vehicle occurs, and an electric drive assembly, a four-wheel drive system and a vehicle are provided.

[0006] To solve the above technical problem, on the one hand, the application provides an electric drive assembly, comprising 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 with the first motor, the output end of the first reducer is connected with the first half shaft, the input end of the second reducer is connected with the second motor, and the output end of the second reducer is connected with the second half shaft.

[0007] The first reducer and the second reducer are both multi-stage reducers with the same number of stages, the speed ratio of the first reducer is the same as that of the second reducer, and the speed ratio of at least two stages of the first reducer is different from that of at least two corresponding stages of the second reducer.

[0008] The housings of the first reducer and the second reducer, the housings of the first motor and the second motor are separately arranged 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.

[0009] The electric drive assembly of the embodiment of the application, the first reducer and the second reducer are both multi-stage reducers and have the same number of stages, in the vehicle width direction, the speed ratios of the first reducer and the second reducer located on the left and right sides are the same, the speed ratios of at least two stages of the first reducer and the speed ratios of at least two corresponding stages of the second reducer are different, that is, the first reducer and the second reducer have at least two stages of the following features: the speed ratio of one stage of the first reducer is greater than the speed ratio of one stage of the second reducer, and the speed ratio of another stage of the first reducer is less than the speed ratio of another stage of the second reducer. In this way, the noise frequency generated by the movement of the driving gear of the last stage of the first reducer and the driving gear of the last stage of the second reducer is greatly different, the frequency of the superimposed noise waveform is high, the abnormal jitter or humming abnormal sound problem of the existing double-motor wheel-side independent drive drive system can be effectively solved, the driving feeling is good, and the vehicle comfort is improved.

[0010] In another aspect, the embodiment of the application also provides a four-wheel drive system, comprising a front drive axle and a rear drive axle, and the front drive axle and the rear drive axle are both provided with the electric drive assembly.

[0011] The four-wheel drive system of the embodiment of the application has all the advantages of the electric drive assembly.

[0012] In another aspect, the embodiment of the application also provides a vehicle comprising the electric drive assembly or the four-wheel drive system.

[0013] The four-wheel drive system of the embodiment of the application has all the advantages of the electric drive assembly. BRIEF DESCRIPTION OF DRAWINGS

[0014] Figure 1 is a schematic view of the electric drive assembly provided by the first embodiment of the application;

[0015] Figure 2 is a schematic view of the electric drive assembly provided by the second embodiment of the application;

[0016] Figure 3 is a schematic view of the electric drive assembly provided by the third embodiment of the application;

[0017] Figure 4 is a schematic view of the electric drive assembly provided by the fourth embodiment of the application;

[0018] Figure 5 is a schematic view of the electric drive assembly provided by the fifth embodiment of the application;

[0019] Figure 6 is a schematic view of the electric drive assembly provided by the sixth embodiment of the application;

[0020] Figure 7 is a schematic diagram of an electric drive assembly provided by a seventh embodiment of the present application;

[0021] Figure 8 is a schematic diagram of an electric drive assembly provided by an eighth embodiment of the present application;

[0022] Figure 9 is a schematic diagram of a four-wheel drive system provided by an embodiment of the present application;

[0023] Figure 10 is a schematic diagram of a vehicle provided by an embodiment of the present application;

[0024] Figure 11 is a gear noise waveform diagram of a left side reducer of an existing centralized arrangement double-motor wheel-side independent drive drive system;

[0025] Figure 12 is a gear noise waveform diagram of a right side reducer of an existing centralized arrangement double-motor wheel-side independent drive drive system;

[0026] Figure 13 is a waveform diagram of gear noise of a left side reducer and gear noise of a right side reducer of an existing centralized arrangement double-motor wheel-side independent drive drive system in the same time domain;

[0027] Figure 14 is a waveform diagram of gear noise of a left side reducer and gear noise of a right side reducer of an existing centralized arrangement double-motor wheel-side independent drive drive system after superposition;

[0028] Figure 15 is a gear noise waveform diagram of a first reducer of an electric drive assembly of an embodiment of the present application;

[0029] Figure 16 is a gear noise waveform diagram of a second reducer of an electric drive assembly of an embodiment of the present application;

[0030] Figure 17 is a waveform diagram of gear noise of a first reducer and gear noise of a second reducer of an electric drive assembly of an embodiment of the present application in the same time domain;

[0031] Figure 18 is a waveform diagram of gear noise of a first reducer and gear noise of a second reducer of an electric drive assembly of an embodiment of the present application after superposition.

[0032] Reference signs in the description are as follows:

[0033] 10000, vehicle; 1000, four-wheel drive system; 100, electric drive assembly; 200, first wheel; 300, second wheel; 400, reducer assembly; 401, cavity; 501, front drive axle; 502, rear drive axle;

[0034] 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 primary reduction driving gear; 315, first primary reduction driven gear; 316, first secondary reduction driving gear; 317, first secondary 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 carrier; 324, first ring gear; 4, second reducer; 41, second parallel shaft gear reducer; 411, second input shaft; 412, second intermediate shaft; 412a, second primary intermediate shaft; 412b, second secondary intermediate shaft; 413, second output shaft; 414, second primary reduction driving gear; 415, second primary reduction driven gear; 416, second secondary reduction driving gear; 417, second secondary reduction driven 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 carrier; 424, second ring gear; 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 DESCRIPTION

[0035] In order to make the technical problems, technical solutions and beneficial effects solved in the present application clearer, the present application will be further described in detail below in combination with the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and not used to limit the present application.

[0036] The centrally arranged double-motor wheel edge independent drive system sometimes has the problem of abnormal jitter or humming abnormal noise that affects the comfort of the whole vehicle compared with the single-motor centralized drive system.

[0037] The inventor of the present application found through research and analysis that this is because the working state of the centrally arranged left and right motors and reducers cannot be kept completely consistent during operation, thereby generating a "beat frequency" phenomenon. Specifically, referring to Figures 11 to 13 , it is assumed that the gear noise waveforms of the left and right reducers of the existing centrally arranged double-motor wheel edge independent drive system are standard sinusoidal waves with different frequencies and the same amplitude, and the left and right noise waveforms differ by 2% (seeFigure 13 ). Referring to Figure 14 , the gear noise of the left side reducer and the gear noise of the right side reducer are superimposed to synthesize a new low-frequency noise waveform, and the whole vehicle presents a low-pitched "hum" sound, that is, the "beat frequency" problem is generated.

[0038] The electric drive assembly provided by the embodiment of the application comprises 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, 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.

[0039] The first reducer and the second reducer are both multi-stage reducers and have the same number of stages, the speed ratio of the first reducer is the same as that of the second reducer, and the first reducer and the second reducer have at least two stages of different speed ratios.

[0040] The housings of the first reducer and the second reducer, the housings of the first motor and the second motor are separately arranged and fixedly connected together, or at least two of the housings of the first reducer, the housings of the second reducer, the housings of the first motor and the housings of the second motor are integrated.

[0041] The speed ratios of at least two stages of reduction gear sets of the first reducer are different from the speed ratios of at least two corresponding stages of reduction gear sets of the second reducer, that is, the first reducer and the second reducer have at least two stages of reduction gear sets with the following characteristics: the speed ratio of one stage of reduction gear sets of the first reducer is greater than the speed ratio of one stage of reduction gear sets of the second reducer, and the speed ratio of another stage of reduction gear sets of the first reducer is less than the speed ratio of another stage of reduction gear sets of the second reducer. There are the following several cases:

[0042] (1) The speed ratio of the last stage of reduction gear sets of the first reducer is the same as that of the last stage of reduction gear sets of the second reducer. At this time, the number of stages of the first reducer and the second reducer is more than three. Among the multiple stages of reduction gear sets before the last stage of reduction gear sets of the first reducer and the second reducer, at least two stages have the following characteristics: the speed ratio of one stage of the first reducer is greater than that of one stage of the second reducer, and the speed ratio of another stage of the first reducer is less than that of another stage of the second reducer.

[0043] (2) The speed ratio of the last stage of the first reducer is different from that of the last stage of the second reducer. At this time, the number of stages of the first reducer and the second reducer is more than two. The speed ratios of the stages of the first reducer and the second reducer are all different. In the multi-stage reduction gear set of the first reducer and the second reducer, at least two stages have the following characteristics: the speed ratio of one stage of the first reducer is greater than that of one stage of the second reducer, and the speed ratio of another stage of the first reducer is less than that of another stage of the second reducer.

[0044] (3) The speed ratio of the last stage of the first reducer is different from that of the last stage of the second reducer. At this time, the number of stages of the first reducer and the second reducer is more than three. The speed ratios of the stages of the first reducer and the second reducer are at least one stage. In the multi-stage reduction gear set of the first reducer and the second reducer, at least two stages have the following characteristics: the speed ratio of one stage of the first reducer is greater than that of one stage of the second reducer, and the speed ratio of another stage of the first reducer is less than that of another stage of the second reducer.

[0045] The electric drive assembly of the embodiment of the application, the first reducer and the second reducer are both multi-stage and have the same number of stages. In the vehicle width direction, the speed ratios of the first reducer and the second reducer on the left and right sides are the same. The speed ratios of at least two stages of the first reducer and the corresponding stages of the second reducer are different. That is, at least two stages of the first reducer and the second reducer have the following characteristics: the speed ratio of one stage of the first reducer is greater than that of one stage of the second reducer, and the speed ratio of another stage of the first reducer is less than that of another stage of the second reducer. In this way, the noise frequency generated by the movement of the driving gear of the last stage of the first reducer and the driving gear of the last stage of the second reducer is quite different. The frequency of the superimposed noise waveform is high, which can effectively solve the problem of abnormal jitter or humming noise of the existing double-motor wheel-edge independent drive system, improve the driving experience, and improve the comfort of the vehicle.

[0046] Referring to Figures 15 to 17 , the gear noise waveform of the left reducer (first reducer) and the gear noise waveform of the right reducer (second reducer) of the electric drive assembly of the embodiment of the application are standard sine waves with different frequencies and the same amplitudes. Because the speed ratios of at least two stages of the first reducer and the corresponding stages of the second reducer are different, the left and right noise waveforms differ greatly (see Figure 17 ). Referring to Figure 18The gear noise of the left side reducer and the gear noise of the right side reducer are superimposed to form a new noise waveform. When the gear noise frequency of the left side reducer and the gear noise frequency of the right side reducer are quite different, the frequency of the new waveform after superimposition is high, the low-pitched "hum" sound of the whole vehicle is avoided, the "beat frequency" problem is solved, the driving experience is good, and the comfort of the whole vehicle is improved.

[0047] In the present application, the speed ratio of the first reducer refers to the ratio of the input speed to the output speed of the first reducer, i.e. the reduction ratio of the first reducer. Similarly, the speed ratio of the second reducer refers to the ratio of the input speed to the output speed of the second reducer, i.e. the reduction ratio of the second reducer. The reduction ratio is a value greater than 1.

[0048] Similarly, the speed ratio of each stage of reduction is the ratio of the input speed to the output speed of the stage of reduction. The speed ratio of the first reducer is the cumulative multiplication of the speed ratios of each stage of reduction thereof, and the speed ratio of the second reducer is the cumulative multiplication of the speed ratios of each stage of reduction thereof.

[0049] In some embodiments, the number of teeth of the driving gear of the last stage of reduction gear set of the first reducer is different from the number of teeth of the driving gear of the last stage of reduction gear set of the second reducer.

[0050] In other embodiments, the number of teeth of the driving gear of the last stage of reduction gear set of the first reducer is the same as the number of teeth of the driving gear of the last stage of reduction gear set of the second reducer.

[0051] In some embodiments, the speed ratio of the last stage of reduction gear set of the first reducer is different from the speed ratio of the last stage of reduction gear set of the second reducer.

[0052] In some embodiments, the electric drive assembly further comprises a differential lock device connected between the first half shaft and the second half shaft for selectively engaging or disconnecting the first half shaft and the second half shaft.

[0053] In other embodiments, the differential lock device can also be cancelled.

[0054] In some embodiments, the rated speed and rated torque of the first motor and the second motor are the same.

[0055] In other embodiments, the output upper limit of the motor corresponding to the reducer with a larger speed ratio is higher. That is, when the speed ratio of the first reducer is greater than the speed ratio of the second reducer, the rated torque and rated power of the first motor are higher. Conversely, when the speed ratio of the second reducer is greater than the speed ratio of the first reducer, the rated torque and rated power of the second motor are higher.

[0056] In some embodiments, the decoupling rate σ between the meshing frequency f z of the last stage of the first reducer and the meshing frequency f y of the last stage of the second reducer is greater than 8%, the meshing frequency f z of the last stage of the first reducer represents the number of times the last stage of the first reducer meshes when the first motor rotates one turn, the meshing frequency f y of the last stage of the second reducer represents the number of times the last stage of the second reducer meshes when the second motor rotates one turn; and the decoupling rate σ is represented by formula (1):

[0057]

[0058] wherein f z represents the meshing frequency of the last stage of the first reducer, f y represents the meshing frequency of the last stage of the second reducer; abs(f z -f y ) represents the absolute value of the difference between f z and f y , and max(f z , f y ) represents the maximum value between f z and f y .

[0059] f z is represented by formula (2):

[0060] f z = Z nzz *(i (n-1)z *... *i 1z ) (2).

[0061] In formula (2), Z nzz represents the number of teeth of the driving gear (pinion) of the last stage of the first reducer, and (i (n-1)z *... *i 1z ) represents the cumulative multiplication of the speed ratios of the stages of reduction before the last stage of the first reducer.

[0062] f y is represented by formula (3):

[0063] f y = Z myz *(i (m-1)y *... *i 1y ) (3).

[0064] In formula (3), Z myz represents the number of teeth of the driving gear (pinion) of the last stage of the second speed reducer, (i (m-1)y *......i 1y represents the cumulative multiplication of the speed ratios of each stage of reduction before the last stage of reduction of the second speed reducer. m and n are positive integers greater than or equal to 1, and m is equal to or different from n.

[0065] In some embodiments, the housing of the first speed reducer, the housing of the second speed reducer, the housing of the first motor, and the housing of the second motor are each independently and fixedly connected together. The fixed connection herein can be bolted connection or riveting, etc.

[0066] In other embodiments, at least two of the housing of the first speed reducer, the housing of the second speed reducer, the housing of the first motor, and the housing of the second motor are integrated. The non-integrated part (independently arranged part) is fixedly connected with the integrated part. There are the following cases:

[0067] (1) The housing of the first speed reducer, the housing of the second speed reducer, the housing of the first motor, and the housing of the second motor are integrated.

[0068] (2) The housing of the first speed reducer and the housing of the second speed reducer are integrated to form a speed reducer housing, and the housing of the first motor and the housing of the second motor are separately arranged and fixedly connected with the speed reducer housing.

[0069] (3) The housing of the first speed reducer and the housing of the second speed reducer are integrated to form a speed reducer housing, the housing of the first motor and the housing of the second motor are integrated to form a motor housing, and the speed reducer housing and the motor housing are separately arranged and fixedly connected.

[0070] (4) The housing of the first motor and the housing of the second motor are integrated to form a motor housing, and the housing of the first speed reducer and the housing of the second speed reducer are separately arranged and fixedly connected with the motor housing.

[0071] (5) The housing of the first motor, the housing of the second motor, and the housing of the first speed reducer are integrated to form an integrated housing, and the housing of the second speed reducer is separately arranged and fixedly connected with the integrated housing.

[0072] (6) The housing of the first motor, the housing of the second motor, and the housing of the second speed reducer are integrated to form an integrated housing, and the housing of the first speed reducer is separately arranged and fixedly connected with the integrated housing.

[0073] (7) The housing of the first motor and the housing of the first speed reducer are integrated to form an integrated housing, the housing of the second motor and the housing of the second speed reducer are independently arranged and fixedly connected to the integrated housing.

[0074] (8) The housing of the first motor and the housing of the first speed reducer are integrated to form a first integrated housing, the housing of the second motor and the housing of the second speed reducer are integrated to form a second integrated housing, the first integrated housing and the second integrated housing are independently arranged and fixedly connected.

[0075] (9) The housing of the second motor and the housing of the second speed reducer are integrated to form an integrated housing, the housing of the first motor and the housing of the first speed reducer are independently arranged and fixedly connected to the integrated housing.

[0076] In some embodiments, in the vehicle width direction, the first speed reducer and the second speed 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.

[0077] In other embodiments, in the vehicle width direction, the first motor and the second motor are arranged between the first speed reducer and the second speed reducer, and the first motor, the second motor and the first half shaft are arranged in parallel, and the axis directions of the first half shaft and the second half shaft pass through the first motor or the second motor.

[0078] In other embodiments, in the vehicle width direction, the first motor and the second motor are arranged between the first speed reducer and the second speed reducer, and 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 axes of the first half shaft and the second half shaft are arranged in a triangle.

[0079] In other embodiments, in the vehicle width direction, the first motor and the second motor are arranged between the first speed reducer and the second speed reducer, and the first motor, the second motor, the first half shaft and the second half shaft are coaxial.

[0080] In other embodiments, the first speed reducer and the second speed reducer are combined to form a speed reducer assembly, in the vehicle width direction, the first motor and the second motor are arranged on the same side of the speed reducer assembly, and the first motor and the second motor are arranged in parallel or coaxially.

[0081] In some embodiments, the first speed reducer is a first planetary gear speed reducer, and the second speed reducer is a second planetary gear speed reducer.

[0082] In some embodiments, the first speed reducer is a first parallel shaft gear speed reducer, and the second speed reducer is a second parallel shaft gear speed reducer.

[0083] In some embodiments, the first speed reducer has a multi-stage reduction, and the multi-stage reduction includes parallel shaft gear reduction and planetary gear reduction.

[0084] In some embodiments, the second speed reducer has a multi-stage reduction, and the multi-stage reduction includes parallel shaft gear reduction and planetary gear reduction.

[0085] The present application is described in detail below with reference to the accompanying drawings and embodiments.

[0086] First embodiment

[0087] Referring to Figure 1 The electric drive assembly 100 provided by the first embodiment of the present application includes a first motor 1, a second motor 2, a first speed reducer 3, a second speed reducer 4, a first half shaft 5, and a second half shaft 6. The input end of the first speed reducer 3 is connected to the first motor 1, the output end of the first speed reducer 3 is connected to the first half shaft 5, the input end of the second speed reducer 4 is connected to the second motor 2, and the output end of the second speed 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 a left wheel, denoted by W1 in the figure. The second wheel 200 is a 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.

[0088] The electric drive assembly 100 of the first embodiment of the present application has a multi-stage reduction for both the first speed reducer 3 and the second speed reducer 4. In the vehicle width direction, the speed ratios of the first speed reducer 3 and the second speed reducer 4 located on the left and right sides are the same. The speed ratios of at least two stages of reduction gear sets of the first speed reducer 3 and the second speed reducer 4 are different. That is, at least two stages of reduction gear sets of the first speed reducer 3 and the second speed reducer 4 have the following characteristics: the speed ratio of one stage of reduction gear set of the first speed reducer 3 is greater than the speed ratio of one stage of reduction gear set of the second speed reducer 4, and the speed ratio of another stage of reduction gear set of the first speed reducer 3 is less than the speed ratio of another stage of reduction gear set of the second speed reducer 4. In this way, the noise frequency generated by the motion of the driving gear of the last stage of reduction gear set of the first speed reducer 3 and the driving gear of the last stage of reduction gear set of the second speed reducer 4 is greatly different, and the frequency of the superimposed noise waveform is high, which can effectively solve the problem of abnormal jitter or humming abnormal noise of the existing double-motor wheel-edge independent drive system arranged in a centralized manner, improve the driving experience, and improve the vehicle comfort.

[0089] In the embodiment, the number of teeth of the driving gear of the last stage of the first speed reducer 3 is different from that of the driving gear of the last stage of the second speed reducer 4.

[0090] In the embodiment, the electric drive assembly 100 further comprises a differential lock device 7 connected between the first half shaft 5 and the second half shaft 6 for selectively engaging or disconnecting the first half shaft 5 and the second half shaft 6.

[0091] The differential lock device 7 can be a clutch, a brake or a synchronizer. In the embodiment, the synchronizer is preferred. By engaging and disconnecting the differential lock device 5, the first half shaft 5 and the second half shaft 6 can output the same torque and the same rotational speed in special working conditions, the vehicle can be escaped from the trouble, and the off-road capability of the vehicle equipped with the electric drive assembly 100 is improved.

[0092] 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.

[0093] The rated rotational speed and the rated torque of the first electric motor 1 and the second electric motor 2 are the same. Preferably, the first electric motor 1 and the second electric motor 2 are arranged symmetrically left and right. The first electric motor 1, the first speed reducer 3, the second speed reducer 4 and the second electric motor 2 are arranged in sequence from left to right.

[0094] In the embodiment, the first speed reducer 3 and the second speed reducer 4 are both two-stage reducers. In the width direction of the vehicle, the first speed reducer 3 and the second speed reducer 4 are arranged between the first electric motor 1 and the second electric motor 2, the area of the side end face of the housing of the first speed reducer 3 close to the first electric motor 1 is greater than the area of the end face of the first electric motor 1, and the area of the side end face of the housing of the second speed reducer 4 close to the second electric motor 2 is greater than the area of the end face of the second electric motor 2, so that the electric drive assembly 100 is T-shaped.

[0095] In the embodiment, the housing of the first speed reducer 3 and the housing of the second speed reducer 4 are integrated to form a reducer housing, and the housing of the first electric motor 1 and the housing of the second electric motor 2 are separately arranged and fixedly connected to the left and right sides of the reducer housing.

[0096] In the embodiment, the first speed reducer 3 is a first parallel shaft gear reducer 31, and the second speed reducer 4 is a second parallel shaft gear reducer 41.

[0097] The first parallel shaft gear reducer 31 comprises a first input shaft 311, a first intermediate shaft 312 and a first output shaft 313 which are parallel and spaced apart, the first input shaft 311 is coaxially connected with the motor shaft of the first motor 1, and the first output shaft 313 is coaxially connected with the first half shaft 5. The first input shaft 311 is provided with a first primary reduction driving gear 314, the first intermediate shaft 312 is provided with a first primary reduction driven gear 315 and a second primary reduction driving gear 316 (the driving gear of the last stage reduction gear set of the first reducer 3), and the first output shaft 313 is provided with a second primary reduction driven gear 317. The first primary reduction driving gear 314 is engaged with the first primary reduction driven gear 315 to form the first stage reduction gear set of the first reducer 3, and the second primary reduction driving gear 316 is engaged with the second primary reduction driven gear 317 to form the second stage reduction gear set of the first reducer 3. The driving gears of the first parallel shaft gear reducer 31 are smaller in diameter and fewer in teeth than the driven gears.

[0098] The second parallel shaft gear reducer 41 comprises a second input shaft 411, a second intermediate shaft 412 and a second output shaft 413 which are parallel and spaced apart, the second input shaft 411 is coaxially connected with the motor shaft of the second motor 2, and the second output shaft 413 is coaxially connected with the second half shaft 6. The second input shaft 411 is provided with a second primary reduction driving gear 414, the second intermediate shaft 412 is provided with a second primary reduction driven gear 415 and a second secondary reduction driving gear 416 (the driving gear of the last stage reduction gear set of the second reducer 4), and the second output shaft 413 is provided with a second secondary reduction driven gear 417. The second primary reduction driving gear 414 is engaged with the second primary reduction driven gear 415 to form the first stage reduction gear set of the second reducer 4, and the second secondary reduction driving gear 416 is engaged with the second secondary reduction driven gear 417 to form the second stage reduction gear set of the second reducer 4. The driving gears of the second parallel shaft gear reducer 41 are smaller in diameter and fewer in teeth than the driven gears.

[0099] The differential lock device 7 is connected between the inner end of the first output shaft 313 and the inner end of the second output shaft 413, and by engaging or disconnecting the inner end of the first output shaft 313 and the inner end of the second output shaft 413, the engagement and disengagement of the first half shaft 5 and the second half shaft 6 is realized.

[0100] The differential lock device 7 is integrated in the housings of the first reducer 3 and the second reducer 4, which has higher integration and less space occupation.

[0101] In the first embodiment, the decoupling rate σ between the meshing frequency f of the last stage of the first speed reducer 3 (the second stage of the first speed reducer 3) and the meshing frequency f of the last stage of the second speed reducer 4 (the second stage of the second speed reducer 4) is greater than 8%, the meshing frequency f of the last stage of the first speed reducer 3 is represented by formula (1) below: z y z y

[0102]

[0103] wherein f z represents the meshing frequency of the last stage of the first speed reducer, f y represents the meshing frequency of the last stage of the second speed reducer; abs(f z -f y ) represents the absolute value of the difference between f z and f y , max(f z , f y ) represents the maximum value between f z and f y .

[0104] f z is represented by formula (2) below:

[0105] f z = Z nzz *(i (n-1)z *... *i 1z ) (2);

[0106] In formula (2), Z nzz represents the number of teeth of the driving gear (pinion) of the last stage of the first speed reducer 3, (i (n-1)z *... *i 1z ) represents the cumulative multiplication of the speed ratios of the stages of the first speed reducer 3 before the last stage. Here, n is equal to 2. Then, we have:

[0107]

[0108] In formula (4), Z 2zz represents the number of teeth of the driving gear 316 of the second stage of the first speed reducer, Z 1zz ​​​​Z represents the number of teeth of the first primary reduction driving gear 314 1zc i represents the number of teeth of the first primary reduction driven gear 315 1z i represents the speed ratio of the first primary reduction of the first reduction device 3.

[0109] f y is represented by formula (3):

[0110] f y = Z myz *(i (m-1)y *......i 1y ) (3);

[0111] In formula (3), Z myz represents the number of teeth of the driving gear (pinion) of the last stage reduction gear set of the second reduction device, (i (m-1)y *......i 1y ) represents the cumulative multiplication of the speed ratios of each stage reduction before the last stage reduction of the second reduction device. Here, m is 2. Then:

[0112]

[0113] In formula (5), Z 2yz represents the number of teeth of the second secondary reduction driving gear 416, Z 1yz represents the number of teeth of the second primary reduction driving gear 414, Z 1yc represents the number of teeth of the second primary reduction driven gear 415, i1 represents the speed ratio of the first stage reduction of the second reduction device 4.

[0114] Through simulation, 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 jitter or humming abnormal noise of the electric drive assembly 100 can be solved.

[0115] In this embodiment, it can be:

[0116] (1) The speed ratio of the first-stage reduction gear set of the first reduction gear 3 is different from that of the first-stage reduction gear set of the second reduction gear 4, and the speed ratio of the second-stage reduction gear set of the first reduction gear 3 is different from that of the second-stage reduction gear set of the second reduction gear 4. The speed ratio of the first-stage reduction gear set of the first reduction gear 3 is greater than that of the first-stage reduction gear set of the second reduction gear 4, and the speed ratio of the second-stage reduction gear set of the first reduction gear 3 is less than that of the first-stage reduction gear set of the second reduction gear 4. The product of the speed ratios of the respective-stage reduction gear sets of the first reduction gear 3 and the second reduction gear 4 is equal. The number of teeth of the first primary reduction driving gear 314 of the first reduction gear 3 is the same as or different from that of the second primary reduction driving gear 414 of the second reduction gear 4, and the number of teeth of the first secondary reduction driving gear 316 of the first reduction gear 3 is the same as or different from that of the second secondary reduction driving gear 416 of the second reduction gear 4.

[0117] (2) The speed ratio of the first-stage reduction gear set of the first reduction gear 3 is different from that of the first-stage reduction gear set of the second reduction gear 4, and the speed ratio of the second-stage reduction gear set of the first reduction gear 3 is different from that of the second-stage reduction gear set of the second reduction gear 4. The speed ratio of the first-stage reduction gear set of the first reduction gear 3 is less than that of the first-stage reduction gear set of the second reduction gear 4, and the speed ratio of the second-stage reduction gear set of the first reduction gear 3 is greater than that of the first-stage reduction gear set of the second reduction gear 4. The product of the speed ratios of the respective-stage reduction gear sets of the first reduction gear 3 and the second reduction gear 4 is equal. The number of teeth of the first primary reduction driving gear 314 of the first reduction gear 3 is the same as or different from that of the second primary reduction driving gear 414 of the second reduction gear 4, and the number of teeth of the first secondary reduction driving gear 316 of the first reduction gear 3 is the same as or different from that of the second secondary reduction driving gear 416 of the second reduction gear 4.

[0118] Second Embodiment

[0119] Figure 2 The electric drive assembly 100 provided by the second embodiment of the application is mainly different from the first embodiment in that the electric drive assembly 100 is in the shape of H. In the vehicle width direction, the first motor 1 and the second motor 2 are arranged between the first reduction gear 3 and the second reduction gear 4, the first motor 1, the second motor 2 and the first half shaft 5 are arranged in parallel, the first half shaft 5 is coaxial with the second half shaft 6, and the axis direction of the first half shaft 5 and the second half shaft 6 passes through the first motor 1 or the second motor 2. Preferably, the first motor 1 is arranged above the second motor 2. The first reduction gear 3 is arranged on the left side of the first motor 1 and the second motor 2, and the second reduction gear 4 is arranged on the right side of the first motor 1 and the second motor 2.

[0120] In the embodiment, the housing of the first motor 1 and the housing of the second motor 2 are integrated to form a motor housing, the housing of the first speed reducer 3 and the housing of the second speed reducer 4 are separately arranged and fixedly connected to the left and right sides of the motor housing.

[0121] The motor shaft of the second motor 2 is a hollow shaft, a connecting shaft 8 is arranged in the motor shaft of the second motor 2, one end of the connecting shaft 8 is connected with the first output shaft 313, and the differential lock 7 is connected between the second output shaft 413 and the other end of the connecting shaft 8. The motor shaft of the second motor 2, the connecting shaft 8, the first output shaft 313 and the first output shaft 413 are coaxial.

[0122] The second input shaft 411 is coaxially connected with the motor shaft of the second motor 2 or is integrally formed.

[0123] The differential lock 7 is connected between the connecting shaft 8 and the inner end of the second output shaft 413, and the engagement and disengagement of the first half shaft 5 and the second half shaft 6 are realized by engaging or disengaging the connecting shaft 8 and the second output shaft 413.

[0124] The differential lock 7 is integrated in the housing of the second speed reducer 4, which has higher integration degree and occupies less space.

[0125] Third embodiment

[0126] Figure 3 The electric drive assembly 100 provided by the third embodiment of the application is mainly different from the first embodiment in that, in the vehicle width direction, the first motor 1 and the second motor 2 are arranged between the first speed reducer 3 and the second speed 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 the axis of the first motor 1, the axis of the second motor 2 and the axes of the first half shaft 5 and the second half shaft 6 are arranged in a triangular manner.

[0127] Specifically, the electric drive assembly 100 is in a V shape, the first speed reducer 3 and the second speed reducer 4 are combined to form a V-shaped speed reducer assembly 400, the speed reducer assembly 400 has an open cavity 401, and the first motor 1 and the second motor 2 are arranged in the cavity 401.

[0128] In the embodiment, the housing of the first speed reducer 3, the housing of the second speed reducer 4, the housing of the first motor 1 and the housing of the second motor 2 are integrated.

[0129] Preferably, the first motor 1 is arranged below the second motor 2. The first speed reducer 3 is arranged close to the first wheel 200, and the second speed reducer 4 is arranged close to the second wheel 300.

[0130] Fourth embodiment

[0131] Figure 4 The fourth embodiment of the present application provides an electric drive assembly. The electric drive assembly 100 is different from the first embodiment in that the electric drive assembly 100 is in a "one" 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 from left to right in order.

[0132] 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.

[0133] The electric drive assembly 300 further comprises 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 disconnect 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 disconnect the second input shaft 411 and the second output shaft 413.

[0134] When the first clutch device 91 is engaged, the power of the first motor 1 is transmitted to the first wheel 200 through 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 disconnected, the power of the first motor 1 is transmitted to the first wheel 200 through the first input shaft 311, the first primary reduction driving gear 314, the first primary reduction driven gear 315, the first secondary reduction driving gear 316, the first secondary reduction driven gear 317, the first output shaft 313 and the first half shaft 5. In this way, the first reducer 3 has two gears to choose from.

[0135] Similarly, when the second clutch device 92 is engaged, the power of the second motor 2 is transmitted to the second wheel 300 through the second input shaft 411, the second clutch device 92, the second output shaft 413 and the second half shaft 6. When the second clutch device 91 is disconnected, the power of the second motor 2 is transmitted to the second wheel 300 through the second input shaft 411, the second primary reduction driving gear 414, the second primary reduction driven gear 415, the second secondary reduction driving gear 416, the second secondary reduction driven gear 417, the second output shaft 413 and the second half shaft 6. In this way, the second reducer 3 has two gears to choose from.

[0136] In the embodiment, the housing of the first motor 1 and the housing of the second motor 2 are integrated to form a motor housing, the housing of the first reducer 3 and the housing of the second reducer 4 are separately arranged and fixedly connected to the left and right sides of the motor housing.

[0137] Fifth embodiment

[0138] Figure 5 The electric drive assembly 100 provided by the fifth embodiment of the present application is different 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 surface area of the side of the reducer assembly 400 close to the first motor 1 and the second motor 2 is greater than the end surface area of the first motor 1 and the second motor 2. The reducer assembly 400 is arranged on the right side and is closer to the second wheel 300.

[0139] In the embodiment, the housing of the first motor 1 and the housing of the second motor 2 are integrated to form a motor housing, the housing of the first reducer 3 and the housing of the second reducer 4 are integrated to form a reducer housing, and the reducer housing and the motor housing are separately arranged and fixedly connected, that is, the motor housing is fixedly connected to the left side of the reducer housing.

[0140] 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 in sequence 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 sleeved on the second intermediate shaft 412.

[0141] Sixth embodiment

[0142] Figure 6 The electric drive assembly 100 provided by the sixth embodiment of the present application is different from the fifth embodiment in that the electric drive assembly 100 is arranged relative to Figure 5 The embodiment is 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 side and is closer to the first wheel 200.

[0143] 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 sleeved on the first intermediate shaft 312.

[0144] The first speed reducer 3, the second speed reducer 4, the second motor 2 and the first motor 1 are arranged from left to right in sequence.

[0145] Seventh embodiment

[0146] Figure 7 The electric drive assembly 100 provided by the seventh embodiment of the present application is different from the fourth embodiment in that the first speed reducer 3 is a first planetary gear reducer 32 and the second speed 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 the two 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 coaxially arranged. The first speed reducer 3, the first motor 1, the second motor 2 and the second speed reducer 4 are arranged from left to right in sequence.

[0147] The first planetary gear reducer 32 and the second planetary gear reducer 42 are both two-stage reducers.

[0148] The first planetary gear reducer 32 comprises a first input element, a first output element and a first intermediate element, and the second planetary gear reducer 42 comprises 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 speed reducer 3, and the first output element is the output end of the first speed reducer 3. The second input element is the input end of the second speed reducer 4, and the second output element is the output end of the second speed reducer 4.

[0149] Specifically, the first planetary gear reducer 32 is a planetary gear train composed 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 rotationally supported on the first planetary carrier 323, and is engaged 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 reducer 32.

[0150] The second planetary gear reduction mechanism 42 is a planetary gear set composed of a second sun gear 421, second planetary gears 422, a second 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 carrier 423, the second intermediate element is the second ring gear 424, the second planetary gears 422 are rotationally supported on the second carrier 423, and the second planetary gears 422 are engaged between the second sun gear 421 and the second ring gear 424. The second carrier 423 is connected with the second half shaft 6, the second sun gear 421 is connected with the motor shaft of the second motor 2, and the second ring gear 424 is connected with the housing of the second planetary gear reduction mechanism 42.

[0151] In the embodiment, the housing of the first motor 1 and the housing of the second motor 2 are integrated to form a motor housing, and the housing of the first reducer 3 and the housing of the second reducer 4 are separately arranged and fixedly connected to the left and right sides of the motor housing.

[0152] In order to realize two-stage reduction of the first reducer 3, the first planetary gears 322 include a first large planetary gear 3221 coaxially connected with the first sun gear 321 and a first small planetary gear 3222 with a smaller diameter than the first large planetary gear 3221, and the first small planetary gear 3222 is engaged with the first ring gear 324.

[0153] In order to realize two-stage reduction of the second reducer 4, the second planetary gears 422 include a second large planetary gear 4221 coaxially connected with the second sun gear 421 and a second small planetary gear 4222 with a smaller diameter than the second large planetary gear 4221, and the second small planetary gear 4222 is engaged with the second ring gear 424.

[0154] The two-gear speed ratio design of the first reducer 3 and the second reducer 4 can realize a larger range of speed ratio design, so that the two motors can work in the high-efficiency speed range.

[0155] Eighth Embodiment

[0156] Figure 8 The electric drive assembly 100 provided by the ninth embodiment of the present application is different from the seventh embodiment in that the first motor 1 and the second motor 2 are located on the two 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 in sequence from left to right.

[0157] The electric drive assembly 100 further comprises a first connecting shaft 8a and a second connecting shaft 8b, the motor shaft of the first motor 1 is a hollow shaft, 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 with the first half shaft 5, the inner end of the first connecting shaft 8a is connected with 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 with the second half shaft 6, and the inner end of the second connecting shaft 8b is connected with 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.

[0158] In the embodiment, the housing of the first reducer 3 and the housing of the second reducer 4 are integrated to form a reducer housing, and the housing of the first motor 1 and the housing of the second motor 2 are separately arranged and fixedly connected on the left and right sides of the reducer housing.

[0159] Referring to Figure 9 The embodiment of the application further provides a four-wheel drive system 1000, comprising a front drive axle 501 and a rear drive axle 502, and the front drive axle 501 and the rear drive axle 502 are both provided with the electric drive assembly 100.

[0160] Referring to Figure 10 The embodiment of the application further provides a vehicle 10000, comprising the electric drive assembly 100 or the four-wheel drive system 1000.

[0161] The above only describes the preferred embodiments of the application and is not used to limit the application, and any modification, equivalent replacement and improvement made within the spirit and principle of the application should be included in the protection scope of the 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. Both the first reducer and the second reducer are multi-stage reducers with the same number of stages. The speed ratio of the first reducer is the same as that of the second reducer. The first reducer and the second reducer have at least two different speed ratios. The meshing frequency of the last stage reduction gear set of the first reducer The meshing frequency with the last stage reduction gear set of the second reducer Decoupling rate between Greater than 8%; the meshing frequency of the last stage reduction gear set of the first reducer This indicates the number of times the last stage reduction gear of the first reducer engages during one revolution of the first motor, and the meshing frequency of the last stage reduction gear of the second reducer. The decoupling rate represents the number of times the last stage reduction gear set of the second reducer engages during one revolution of the second motor; This can be expressed by formula (1): （1）； in, This indicates the meshing frequency of the last stage reduction gear set of the first reducer. This indicates the meshing frequency of the last stage reduction gear set in the second reducer; Indicates taking and The absolute value of the difference Indicates taking and The maximum value in.

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

3. The electric drive assembly according to claim 2, 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.

4. The electric drive assembly according to claim 1 or 3, characterized in that, The housing of the first motor and the housing of the second motor are integrated into one unit to form a motor housing.

5. The electric drive assembly according to claim 1, characterized in that, The number of teeth on the driving gear of the last stage of the first reducer is different from that on the driving gear of the last stage of the second reducer.

6. The electric drive assembly according to claim 1, characterized in that, The speed ratio of the last stage reduction gear set of the first reducer is different from the speed ratio of the last stage reduction gear set of the second reducer.

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

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

9. The electric drive assembly according to claim 1, characterized in that, This can be expressed by formula (2): （2）； In formula (2), This indicates the number of teeth on the driving gear of the last stage reduction gear set of the first reducer. This represents the cumulative product of the speed ratios of each stage of reduction before the last stage of reduction in the first reducer.

10. The electric drive assembly according to claim 1, characterized in that, （4）； In formula (4), This indicates the number of teeth on the first and second stage reduction drive gears. This indicates the number of teeth on the first-stage reduction drive gear. This indicates the number of teeth on the first-stage reduction driven gear. This indicates the speed ratio of the first stage of reduction in the first reducer.

11. The electric drive assembly according to claim 1, characterized in that, This can be expressed by formula (3): （3）； In formula (3), This indicates the number of teeth on the driving gear of the last stage reduction gear set of the second reducer. This represents the cumulative product of the speed ratios of each stage of reduction before the last stage of reduction in the second reducer.

12. The electric drive assembly according to claim 1, characterized in that, （5）； In formula (5), This indicates the number of teeth on the second and second stage reduction drive gear. This indicates the number of teeth on the second-stage reduction drive gear. This indicates the number of teeth on the driven gear of the second-stage reduction gear. This indicates the speed ratio of the first stage reduction of the second reducer.

13. The electric drive assembly according to claim 1, characterized in that, 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 second motor.

14. The electric drive assembly according to claim 1 or 13, 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.

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

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-second-stage reduction drive gear, and the first output shaft is provided with a first-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-second-stage reduction drive gear and the first-second-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 17, 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 provided with a second first-stage reduction drive gear, the second intermediate shaft is provided with a second first-stage reduction driven gear and a second second-stage reduction drive gear, and the second output shaft is provided with a second second-stage reduction driven gear. The second first-stage reduction drive gear and the second first-stage reduction driven gear mesh to form the first stage reduction gear set of the second reducer, and the second second-stage reduction drive gear and the second 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 19, characterized in that, The second input shaft is integrally formed with the motor shaft of the second motor.

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 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.

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

25. 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 1-24.

26. A vehicle, characterized in that, Includes the electric drive assembly as described in any one of claims 1-24 or the four-wheel drive system as described in claim 25.

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