Dual motor powertrain and electric vehicle

Abstract

This application provides a dual-motor powertrain and an electric vehicle. The main housing of the dual-motor powertrain includes two integrated housings and an intermediate housing. The reducer housings of the two integrated housings are respectively fixed to two sides of the intermediate housing. The dual-motor controller of the dual-motor powertrain includes electrical components and two power modules. The intermediate housing includes a receiving groove recessed towards the gap between the two reducers. The receiving groove is used to accommodate the electrical components, making full use of the gap between the two reducer housings. The connecting plate of each integrated housing is used to enclose a portion of the outer peripheral wall of the motor housing and a portion of the outer wall of the reducer housing to form an electrical control groove. Each electrical control groove is used to accommodate one power module. By reusing a portion of the motor housing and reducer housing to form the electrical control groove, the integrated housing structure becomes more compact and stable, and the space between the reducer housing and the motor housing is fully utilized, which helps to reduce the volume of the dual-motor powertrain.

Description

Technical Field

[0001] This application relates to the field of electric vehicle technology, and in particular to a dual-motor powertrain and an electric vehicle. Background Technology

[0002] Dual-motor drive technology uses two drive motors to independently control the left and right wheels, achieving high-precision torque vector output. The two drive motors require two motor controllers, which makes the dual-motor powertrain bulky, making it difficult to adapt to different front and rear drive layouts in a vehicle. Summary of the Invention

[0003] This application provides a dual-motor powertrain and electric vehicle, which solves the technical problem of the large size of the dual-motor controller in the dual-motor powertrain, thereby reducing the size of the dual-motor powertrain.

[0004] In a first aspect, this application provides a dual-motor powertrain, comprising two drive motors, two reducers, and a dual-motor controller. The two reducers are arranged axially between the two drive motors. The overall housing of the dual-motor powertrain includes two integrated housings and an intermediate housing. Each integrated housing includes a motor housing, a reducer housing, and a connecting plate. Each motor housing is used to fix the stator of one drive motor and accommodate the rotor of one drive motor. Each reducer housing is used to accommodate a gear shaft assembly of a reducer. One reducer housing from each of the two integrated housings is fixed to one of the two sides of the intermediate housing. The dual-motor controller includes an electrical component and two power modules. The electrical component receives DC power from a power battery and supplies DC power to the two power modules respectively. Each power module supplies AC power to one drive motor. The intermediate housing includes a receiving groove recessed towards the gap between the two reducers, and the receiving groove is used to accommodate the electrical component. Each connecting plate is used to enclose a portion of the outer peripheral wall of a motor housing and a portion of the outer peripheral wall of a reducer housing to form an electrical control slot, and each electrical control slot is used to accommodate a power module.

[0005] In this embodiment, the intermediate housing includes a receiving groove recessed towards the gap between the two reducers. This allows for full utilization of the gap between the two reducers, accommodating the electrical components of the dual-motor controller. This results in a more compact arrangement of the electrical components of the dual-motor controller and the gear assemblies of the reducers, leading to a more compact layout of the components in the dual-motor powertrain and thus reducing the overall size of the dual-motor powertrain. By accommodating the electrical components within the receiving groove of the intermediate housing, the number of electrical components of the dual-motor controller arranged in the electrical control slot is reduced, decreasing the space in the electrical control slot used to accommodate other parts of the dual-motor controller besides the electrical components. This reduces the volume of the electrical control slot and further reduces the size of the dual-motor powertrain.

[0006] In this embodiment, each connecting plate encloses a portion of the outer peripheral wall of the motor housing and a portion of the outer wall of the reducer housing within an integrated housing to form an electrical control groove. This groove reuses portions of the outer peripheral wall of the motor housing and the reducer housing within the integrated housing, resulting in a higher degree of integration between the motor housing, reducer housing, and electrical control groove. This makes the integrated housing more integrated, structurally more compact, and stronger, reducing its volume and improving the overall strength of the dual-motor powertrain. Furthermore, the use of each connecting plate to enclose a portion of the outer peripheral wall of the motor housing and the outer wall of the reducer housing within an integrated housing to form the electrical control groove also fully utilizes the gap between the motor housing and the reducer housing, making the overall housing of the dual-motor powertrain more integrated and compact. This helps to reduce the overall volume of the dual-motor powertrain and optimize its overall layout within the vehicle.

[0007] In this embodiment, the electrical components receive DC power from the power battery and supply DC power to two power modules respectively. Each power module supplies AC power to a drive motor. Each control slot accommodates one power module, allowing the electrical components housed in the intermediate housing's slots to be electrically connected to the power modules in each integrated housing's control slots via shorter cables, resulting in a more organized arrangement of the dual-motor controllers. Furthermore, each power module can convert the DC power supplied by the electrical components into AC power via a shorter path and supply it to the drive motor in the motor housing more quickly, reducing power loss in the dual-motor powertrain.

[0008] In this embodiment, the intermediate housing can utilize the gap between the two reducers in the two reducer housings to form a receiving groove, and place the electrical components of the dual-motor controller within the receiving groove, thereby reducing the space requirement for arranging the electrical components of the dual-motor controller in two electrical control slots. Reusing a portion of the outer peripheral wall of the motor housing and a portion of the outer wall of the reducer housing, along with the connecting plate, to form the electrical control slot not only improves the integration and structural strength of the integrated housing, but also fully utilizes the space between the reducer housing and the motor housing. This ensures that the arrangement of the electrical control slot does not additionally occupy the axial space of the motor housing or the radial space of the reducer housing, thereby reducing the volume of the dual-motor powertrain.

[0009] In one embodiment, the opening of each electrical control slot is oriented in the same direction as the opening of a receiving slot.

[0010] In this embodiment, the opening of each electrical control slot faces the same direction as the opening of the receiving slot, which facilitates the installation of electrical components and two power modules from the same direction in the receiving slot of the intermediate housing and the electrical control slot of the integrated housing, simplifying the assembly process and making it easier to repair and replace the components in the dual motor controller.

[0011] In one embodiment, the opening of each electronic control slot is flush with the opening of the receiving slot. The overall housing of the dual-motor powertrain also includes two electronic control cover plates and one intermediate cover plate, which are used to cover the openings of the two electronic control slots and the receiving slot, respectively. In this embodiment, aligning the opening of each electronic control slot with the opening of the receiving slot makes the arrangement between the intermediate housing and the two integrated housings more regular. It also facilitates the two electronic control cover plates and the intermediate cover plate in covering the openings of the two electronic control slots and the receiving slot, and helps to minimize the space occupied by the electronic control slots in the height direction of the dual-motor powertrain, thereby reducing the volume of the overall housing of the dual-motor powertrain and optimizing the layout of the dual-motor powertrain within the vehicle.

[0012] In one embodiment, an intermediate housing includes two first power holes, and a portion of the outer wall of each reducer housing includes a second power hole. The two first power holes communicate with a receiving groove, and one second power hole in each reducer housing communicates with an electrical control groove. Along the axial direction of the dual-motor powertrain, one first power hole is used to align with one second power hole, and the aligned first and second power holes are used to pass through a power connector for electrically connecting an electrical component and a power module.

[0013] In this embodiment, a portion of the outer wall of each reducer housing includes a second power hole, allowing a power connector to pass through this portion of the outer wall. Two first power holes connect to a receiving slot, and the second power hole in each reducer housing connects to an electrical control slot. This allows electrical components within the receiving slot to be electrically connected to a power module within each electrical control slot via power connectors passing through the first and second power holes, transmitting DC power received by the electrical components from the power battery to the power module through the power connectors.

[0014] The two first power holes connect to the receiving slots, and the second power holes of each reducer housing connect to an electrical control slot. This also allows the cables connecting the power connectors to the electrical components and power modules to be arranged inside the intermediate housing and the integrated housing, without the need to arrange additional cables outside the main housing of the dual-motor powertrain, which helps to simplify the cable arrangement of the dual-motor powertrain.

[0015] In this embodiment, the first power hole along the axial direction of the dual-motor powertrain is used to align with the second power hole, thereby facilitating the passage of power connectors through the first and second power holes. This also allows for electrical connection between the electrical components in the housing and the power module in the electrical control housing using the shortest possible cable. The alignment of the first and second power holes along the axial direction of the dual-motor powertrain also makes the openings on the overall housing of the dual-motor powertrain more regular.

[0016] In one embodiment, a dual-motor controller further includes a control board and two circuit boards. A receiving slot is also used to accommodate the control board, and each electrical control slot is also used to accommodate a circuit board. An intermediate housing includes two first communication holes, and a portion of the outer wall of each reducer housing includes a second communication hole. The two first communication holes communicate with a receiving slot, and one second communication hole in each reducer housing communicates with an electrical control slot. Along the axial direction of the dual-motor powertrain, one first communication hole is used to align with one second communication hole, and the aligned first and second communication holes are used to pass through a communication connector. The communication connector is used to electrically connect a control board and a circuit board.

[0017] In this embodiment, the first communication hole along the axial direction of the dual-motor powertrain is used to align with the second communication hole, thereby facilitating the passage of communication connectors through the first and second communication holes. It also allows for electrical connection between the control board in the receiving slot and the circuit board in the electrical control slot using the shortest possible cable. The alignment of the first and second communication holes along the axial direction of the dual-motor powertrain also makes the openings on the overall housing of the dual-motor powertrain more regular.

[0018] In one embodiment, each side of the intermediate housing further includes two first mounting surfaces. Each first mounting surface surrounds the outer periphery of an opening in a reducer housing. Two first power holes, along the axial direction of the dual-motor powertrain, respectively penetrate the two first mounting surfaces, and two first communication holes, along the axial direction of the dual-motor powertrain, respectively penetrate the two first mounting surfaces. The outer wall of each reducer housing also includes a second mounting surface. The second mounting surface surrounds the outer periphery of a reducer receiving groove. Each second mounting surface is used to fix a first mounting surface. A second power hole, along the axial direction of the dual-motor powertrain, penetrates the second mounting surface, and a second communication hole, along the axial direction of the dual-motor powertrain, penetrates the second mounting surface. By forming the first power holes and second power holes, and the first communication holes and second communication holes, respectively, on the first and second mounting surfaces, the power connectors and communication connectors accommodated by the first and second power holes and the first and second communication holes can be prevented from being damaged by the rotation of the reducer gear shaft assembly within the reducer receiving groove. This improves the electrical safety of the dual-motor powertrain and also allows for a more organized wiring layout.

[0019] In one embodiment, a dual-motor controller further includes two sets of output copper busbars, each set including three output copper busbars for electrically connecting a power module and a stator winding of a drive motor. A portion of the outer wall of each reducer housing includes a set of three-way interconnects, each set including at least one three-way interconnect for passing through a set of output copper busbars.

[0020] In this embodiment, a portion of the outer wall of each reducer housing includes a set of three interconnected holes. Each set of three interconnected holes is used to pass through a set of output copper busbars, so that the two power modules connected to the set of output copper busbars in the two electrical control slots can be symmetrically arranged along the axis of the dual-motor powertrain towards one side of the middle housing. This makes the arrangement of the dual-motor controllers more regular, which is beneficial to reduce the size of the dual-motor controllers, thereby reducing the size of the dual-motor powertrain and optimizing the layout of the dual-motor powertrain in the vehicle.

[0021] In this embodiment, a portion of the outer wall of each reducer housing includes a set of three interconnected holes. Each set of three interconnected holes is used to pass through a set of output copper busbars, so that the AC power transmitted from the power module in each electrical control slot to the set of output copper busbars can be directly transmitted through a portion of the outer wall of each reducer housing to the stator winding of the drive motor. This eliminates the need for an additional outer shell to accommodate the three output copper busbars outside the main housing of the dual-motor powertrain, making the component arrangement within the dual-motor powertrain more compact and the space utilization rate higher, which is beneficial to reducing the overall volume of the main housing of the dual-motor powertrain.

[0022] In this embodiment, a portion of the outer wall of each reducer housing includes a set of three interconnected holes. Each set of three interconnected holes is used to pass through a set of output copper busbars. This also makes the transmission path of AC power from the power module to the stator winding of the drive motor through a set of output copper busbars shorter, which helps to reduce power loss and improve the efficiency of the dual-motor powertrain.

[0023] In one embodiment, a dual-motor controller further includes two sets of output copper busbars, each set of output copper busbars including three output copper busbars, the three output copper busbars being used to electrically connect a power module and a stator winding of a drive motor, each connection plate including a set of three-way interconnects, each set of three-way interconnects including at least one three-way interconnect, each set of three-way interconnects being used to pass through a set of output copper busbars.

[0024] In this embodiment, each connecting plate includes a set of three interconnected holes, each set of three interconnected holes being used to pass through a set of output copper busbars. The connecting plates constituting the electrical control slots are arranged on both sides of the two reducer housings, which allows the power modules connected to a set of output copper busbars in the two electrical control slots to be arranged symmetrically outward from the middle housing along the axis of the dual-motor powertrain. This makes the arrangement of the dual-motor controllers more regular, which is beneficial to reducing the size of the dual-motor controllers, thereby reducing the size of the dual-motor powertrain and optimizing the layout of the dual-motor powertrain in the vehicle.

[0025] In this embodiment, each connecting plate includes a set of three interconnecting holes. Each set of three interconnecting holes is used to pass through a set of output copper busbars, so that the AC power transmitted from the power module in each electrical control slot to the set of output copper busbars can be directly transmitted to the stator winding of the drive motor through each connecting plate. This allows the arrangement of the set of output copper busbars to make full use of the gap space between the motor housing and the reducer housing below the bottom of each electrical control slot, without excessively occupying the axial dimension of the motor housing and the radial dimension of the reducer housing in the overall housing of the dual-motor powertrain, which is beneficial to reducing the volume of the dual-motor powertrain.

[0026] In one embodiment, a dual-motor controller further includes two sets of output copper busbars, each set including three output copper busbars for electrically connecting a power module and a stator winding of a drive motor. A portion of the outer wall of a reducer housing of an integrated housing includes a set of three-way interconnects, and a connecting plate of another integrated housing includes another set of three-way interconnects. Each set of three-way interconnects includes at least one three-way interconnect for passing through a set of output copper busbars.

[0027] In this embodiment, a portion of the outer wall of the reducer housing of one integrated housing includes a set of three-way through holes. Each set of three-way through holes is used to pass through a set of output copper busbars, allowing the AC power transmitted from the power module in the electrical control slot of one integrated housing to the set of output copper busbars to be directly transmitted to the stator windings of the drive motor through the portion of the outer wall of the reducer housing. This eliminates the need for an additional outer shell to accommodate the set of output copper busbars outside the main housing of the dual-motor powertrain, resulting in a more compact arrangement of components within the dual-motor powertrain, higher space utilization, and a reduction in the overall volume of the dual-motor powertrain's main housing. The connecting plate of the other integrated housing includes another set of three-way through holes, each set of three-way through holes to pass through a set of output copper busbars. This allows the AC power transmitted from the power module in the electrical control slot of the other integrated housing to the other set of output copper busbars to be directly transmitted to the stator windings of the drive motor through the connecting plate. This allows the arrangement of the other set of output copper busbars to fully utilize the gap space between the motor housing and the reducer housing below the electrical control slot without excessively occupying the axial and radial dimensions of the dual-motor powertrain, further reducing the volume of the dual-motor powertrain.

[0028] In this embodiment, a portion of the outer wall of the reducer housing of one integrated housing includes a set of three interconnected holes, and the connecting plate of the other integrated housing includes another set of three interconnected holes. This allows the power modules in the electrical control slot of one integrated housing to be arranged axially toward the intermediate housing along the dual-motor powertrain axis, and the power modules in the electrical control slot of the other integrated housing to be arranged axially away from the intermediate housing along the dual-motor powertrain axis. This allows the two power modules of the dual-motor controller to be arranged in a more regular arrangement along the dual-motor powertrain axis, which is beneficial for reducing the size of the dual-motor controller, thereby reducing the size of the dual-motor powertrain and optimizing the layout of the dual-motor powertrain in the vehicle.

[0029] In one embodiment, each group of three interconnected vias includes three three interconnected vias, which are respectively used to pass through the three output copper busbars of each group of output copper busbars. The arrangement direction of the three three interconnected vias intersects the axial direction of the dual-motor powertrain, or the three three interconnected vias are arranged at intervals along the axial direction of the dual-motor powertrain.

[0030] In this embodiment, three three-way interconnected holes are used to pass through the three output copper busbars of each group of output copper busbars. The arrangement direction of the three three-way interconnected holes intersects the axis of the dual-motor powertrain, so that the width direction of the power module connected to the three output copper busbars passing through the three three-way interconnected holes is arranged in the same direction as the axis of the dual-motor powertrain, while the length direction of the power module can make better use of the space of the outer wall of the reducer housing, so that the axial dimension of the dual-motor controller is smaller.

[0031] In one embodiment, the three interconnected holes are arranged in the same direction as the connecting plate and the motor housing.

[0032] In this embodiment, the three three-way interconnected holes are arranged at intervals along the axial direction of the dual-motor powertrain, so that the length direction of the power module connected to the three output copper busbars passing through the three three-way interconnected holes can be arranged in the same direction as the axial direction of the dual-motor powertrain. This can make full use of the space along the axial direction of the dual-motor powertrain, so that the space occupied by the dual-motor controller in the direction perpendicular to the axial direction of the dual-motor powertrain is smaller.

[0033] In one embodiment, the first and second power holes are also used to accommodate a communication cable. The communication cable passes through the two first power holes in the intermediate housing and the two second power holes in the integrated housing. The communication cable connects the two circuit boards of the dual-motor controller, enabling communication between the two circuit boards. The electrical control slot is also used to accommodate a shielding cover, which covers a portion of the power connector between the first and second power holes and the power module. Since the power connector is used to transmit high-voltage direct current, and the communication cable accommodated in the first and second power holes follows the same arrangement path as the portion of the power connector, the power connector is isolated from the communication cable by covering the portion of the power connector between the first and second power holes and the power module with a shielding cover.

[0034] In one embodiment, a portion of the outer peripheral wall of a motor housing and a portion of the outer peripheral wall of a reducer housing respectively form two walls of an electrical control slot. A connecting plate includes a bottom plate and two side plates, which are the other two walls of the electrical control slot. A bottom plate and another portion of the outer peripheral wall of the reducer housing form the bottom of the electrical control slot. One side plate is arranged opposite to a portion of the outer peripheral wall of the reducer housing along the axial direction of the dual-motor powertrain, and the other side plate is opposite to a portion of the outer peripheral wall of the motor housing.

[0035] In this embodiment, a portion of the outer peripheral wall of the motor housing and a portion of the outer wall of the reducer housing respectively constitute two walls of the electrical control slot. The two walls of the electrical control slot reuse portions of the outer peripheral wall of the motor housing and the outer wall of the reducer housing, resulting in a higher degree of integration between the electrical control slot, motor housing, and reducer housing of the integrated housing. This leads to higher integration and stronger overall strength of the integrated housing, which is beneficial for improving the overall structural strength of the dual-motor powertrain. The bottom plate and another portion of the outer wall of the reducer housing constitute the bottom of the electrical control slot, allowing the bottom of the electrical control slot to reuse another portion of the outer wall of the reducer housing, further improving the integration and structural strength of the integrated housing.

[0036] In this embodiment, one side plate is arranged opposite to a portion of the outer wall of the reducer housing along the axial direction of the dual-motor powertrain, and the other side plate is opposite to a portion of the outer peripheral wall of the motor housing. This allows the bottom of the electrical control slot and the other two slot walls to fully utilize the gap space between the motor housing and the reducer housing, resulting in a more compact layout and smaller size for the dual-motor powertrain. Furthermore, the arrangement of one side plate does not additionally occupy space in the reducer housing along the direction perpendicular to the axial direction of the dual-motor powertrain, and the arrangement of the other side plate does not additionally occupy space in the motor housing along the axial direction of the dual-motor powertrain. Therefore, the arrangement of the electrical control slot does not excessively occupy the axial and radial dimensions of the dual-motor powertrain, which helps to reduce the volume of the dual-motor powertrain and facilitates its layout within the vehicle.

[0037] In one embodiment, a portion of the outer peripheral wall of the motor housing includes a fixed protrusion, and a portion of the outer peripheral wall of the reducer housing includes another fixed protrusion. The fixed protrusion and the other fixed protrusion are used to form the slot of the electrical control groove with the two side plates of the connecting plate. The fixed protrusion and the other fixed protrusion are flush with the end face of the two side plates away from the bottom plate, so that the slot of the electrical control groove is flush, which is beneficial for the slot of the electrical control groove to be covered by the electrical control cover plate.

[0038] In one embodiment, the length of the other side plate along the axial direction of the dual-motor powertrain is less than or equal to the sum of the lengths of a motor housing and a gearbox housing connected thereto. The length of the other side plate along the arrangement direction of a portion of the outer peripheral wall of a motor housing is less than the length of a gearbox housing.

[0039] In this embodiment, the length of the other side plate along the axial direction of the dual-motor powertrain is less than or equal to the sum of the lengths of the motor housing and the reducer housing connected thereto. This ensures that the arrangement of the other side plate does not occupy additional space outside the axial direction of the motor housing and reducer housing along the dual-motor powertrain, thereby ensuring that the arrangement of the electrical control slot does not occupy additional axial space outside the axial direction of the motor housing and reducer housing along the dual-motor powertrain, which is beneficial for reducing the volume of the integrated housing and the overall housing of the dual-motor powertrain.

[0040] In this embodiment, the length of one side plate is less than the length of the reducer housing along the arrangement direction of the other side plate and part of the outer peripheral wall of the motor housing. This ensures that the arrangement of one side plate does not occupy additional space of the reducer housing along the arrangement direction of the other side plate and part of the outer peripheral wall of the motor housing, which helps to reduce the volume of the integrated housing and the total housing of the dual-motor powertrain.

[0041] In one embodiment, the length of one side panel is less than the length of the other side panel, or the length of one side panel is greater than the length of the other side panel.

[0042] In this embodiment, the length of one side plate is shorter than the length of the other side plate, making the length direction of the electrical control slot the same as the axial direction of the dual-motor powertrain. This facilitates the arrangement of the three three-way interconnected holes within the electrical control slot at intervals along the axial direction of the dual-motor powertrain. These three three-way interconnected holes are used to pass through the three output copper busbars, which are also arranged at intervals along the axial direction of the dual-motor powertrain. The three output copper busbars are electrically connected to the power module, allowing the power module within the electrical control slot to be arranged along the axial direction of the dual-motor powertrain. This ensures that the power module fully utilizes the space within the electrical control slot, resulting in a smaller volume for the electrical control slot along the arrangement direction of the other side plate and part of the outer peripheral wall of the motor housing, thereby reducing the overall volume of the dual-motor powertrain. In this embodiment, the length of one side plate is shorter than the length of the other side plate, making the length direction of the electrical control slot the same as the axial direction of the dual-motor powertrain. This provides dual-motor powertrains with various electrical control slot layouts and also increases the compatibility of the dual-motor powertrain with electric vehicles.

[0043] In this embodiment, the length of one side plate is greater than the length of the other side plate, so that the length direction of the electrical control slot is the same as the arrangement direction of the other side plate and part of the outer peripheral wall of the motor housing. This facilitates the arrangement of the three three-way interconnected holes in the electrical control slot at intervals along the arrangement direction of the other side plate and part of the outer peripheral wall of the motor housing. The three three-way interconnected holes are used to pass through the three output copper busbars, so that the three output copper busbars are arranged at intervals along the arrangement direction of the other side plate and part of the outer peripheral wall of the motor housing. The three output copper busbars are electrically connected to the power module, so that the length direction of the power module in the electrical control slot can be arranged along the arrangement direction of the other side plate and part of the outer peripheral wall of the motor housing. This allows the power module to make full use of the space in the electrical control slot, making the electrical control slot have a smaller volume along the axial direction of the dual-motor powertrain, thereby reducing the volume of the dual-motor powertrain. In this embodiment, the length of one side plate is less than the length of the other side plate, so that the width direction of the electrical control slot is the same as the axial direction of the dual-motor powertrain. This provides dual-motor powertrains with multiple electrical control slot layouts and also helps to increase the compatibility of the dual-motor powertrain with electric vehicles.

[0044] In one embodiment, two sides of an intermediate housing each include two reducer receiving slots, the openings of which are opposite to each other along the axial direction of the dual-motor powertrain. Each reducer receiving slot is used to enclose a reducer housing within an integrated housing to form a reducer cavity, and each reducer cavity is used to accommodate a gear shaft assembly of a reducer. Each reducer includes an output wheel, the radius of which is larger than the radius of any other gear in the reducer. The output wheel is used for drive-connecting a wheel, and each reducer receiving slot is used to accommodate at least a portion of an output wheel, with a portion of the receiving slot recessed towards the gap between the output wheels of the two reducers.

[0045] In this embodiment, the openings of the two reducer receiving slots are opposite to each other along the axial direction of the dual-motor powertrain. Each reducer receiving slot is used to enclose a reducer cavity with the reducer housing of the integrated housing. Each reducer cavity is used to accommodate the gear shaft assembly of the reducer, so that the gear shaft assemblies of the two reducers of the dual-motor powertrain can work independently without interfering with each other, which is beneficial to the normal operation of the dual-motor powertrain.

[0046] In this embodiment, each reducer includes an output wheel, the radius of which is larger than the radius of any other gear in the reducer. A portion of the receiving groove is recessed towards the gap between the output wheels of the two reducers, allowing the gap to be fully utilized. This results in a more compact arrangement of the components in the dual-motor powertrain, improving its integration. It also allows for greater space within the receiving groove to accommodate electrical components, enabling the placement of electrical components and control boards from the dual-motor controller. This reduces the volume of the two electrical control slots in the dual-motor controller, decreasing the overall size of the dual-motor powertrain and facilitating its layout within the vehicle.

[0047] In one embodiment, each reducer further includes an input wheel and an intermediate wheel. The input wheel is used to drive the motor shaft of a drive motor, and the intermediate wheel is used to drive the input wheel and an output wheel. A portion of a receiving groove is recessed radially along the dual-motor powertrain toward one input wheel and one intermediate wheel of the two reducers.

[0048] In this embodiment, the radius of the input wheel and intermediate wheel of each reducer is small, resulting in a large gap above the input wheel and intermediate wheel along the radial direction of the dual-motor powertrain. The other part of the receiving groove is recessed along the radial direction of the dual-motor powertrain toward the input wheel and intermediate wheel of the two reducers, so that the space of the input wheel and intermediate wheel of the two reducers along the radial direction of the dual-motor powertrain is fully utilized by the receiving groove. This allows the receiving groove to have more space to accommodate electrical components and control boards, which is more conducive to reducing the volume of the two electrical control slots of the dual-motor controller, reducing the overall volume of the dual-motor powertrain, and facilitating the layout of the dual-motor powertrain in the vehicle.

[0049] In one embodiment, an intermediate housing further includes two circumferential plates that are circumferentially spaced along the dual-motor powertrain. Each circumferential plate is fixedly connected to the outer side of the groove wall of two reducer receiving slots, and the two circumferential plates are used to enclose the outer side of the groove wall of the two reducer receiving slots to form a receiving slot.

[0050] In this embodiment, two circumferential plates are distributed circumferentially along the dual-motor powertrain. Each circumferential plate is fixedly connected to the outer side of the groove wall of two reducer receiving slots, thereby reusing the groove walls of the two reducer receiving slots to form a receiving slot. This fully utilizes the space of the two reducer receiving slots in the radial direction of the dual-motor powertrain, ensuring that the receiving slots do not increase the space of the dual-motor powertrain in the radial direction. The receiving slots can accommodate electrical components and control boards, thereby saving the space originally occupied by the electrical components and control boards in the two electrical control slots of the dual-motor controller, making the volume of the two electrical control slots smaller, and thus reducing the overall volume of the dual-motor powertrain and optimizing the vehicle layout.

[0051] In one embodiment, the bottom of each reducer receiving slot includes multiple bearing slots, each bearing slot for fixing a bearing. The depth of each reducer receiving slot along the axial direction of the dual-motor powertrain is greater than the depth of each bearing slot within each reducer receiving slot.

[0052] In this embodiment, the depth of each reducer receiving slot along the axial direction of the dual-motor powertrain is greater than the depth of each bearing slot in each reducer receiving slot. This results in each reducer receiving slot having a larger axial space in addition to accommodating the bearing. This allows the receiving slot formed by reusing the outer walls of two reducer receiving slots to have a larger axial space, which is beneficial for having a larger receiving slot space. This is beneficial for placing more electrical components in the receiving slot, reducing the volume of the electrical control slot of the dual-motor controller, and thus reducing the overall volume of the dual-motor powertrain.

[0053] In one embodiment, a circumferential plate includes two DC mounting holes for securing a DC connector for electrically connecting electrical components and the positive and negative terminals of a power battery.

[0054] In this embodiment, a circumferential plate includes two DC mounting holes for fixing a DC connector. The DC connector is used to electrically connect the electrical components and the positive and negative terminals of the power battery. By placing the two DC mounting holes on a circumferential plate close to the power battery, the space of the circumferential plate is fully utilized. In this embodiment, the high-voltage DC power output from the power battery is transmitted to the electrical components via the DC connector. The electrical components then output the DC power to a dual-motor controller for two drive motors.

[0055] In one embodiment, DC mounting holes extend through a circumferential plate. This allows DC connectors to pass through two DC mounting holes to electrically connect the positive and negative terminals of the battery to electrical components within the housing.

[0056] In one embodiment, another circumferential plate includes a communication mounting hole for securing a communication connector for transmitting control signals to a control board.

[0057] In this embodiment, the receiving slot is also used to accommodate a control board. The control board can coordinate the speeds of the wheels on both sides of the electric vehicle by controlling the two drive motors, improving the vehicle's turning response and stability on different road surfaces, and making driving more flexible. A communication connector is used to transmit signals from the vehicle to the control board, enabling the control board to coordinate the control of the two drive motors and ensure the normal operation of the electric vehicle. In one embodiment, the control board can be a board from the vehicle controller.

[0058] In this embodiment, another circumferential plate includes a communication mounting hole for fixing a communication connector, which is used to transmit control signals to the control board, thus making full use of the space of the other circumferential plate.

[0059] In one embodiment, two DC mounting holes are formed on one circumferential plate, and communication mounting holes are formed on another circumferential plate. This arrangement, with the communication mounting holes and the two DC mounting holes spaced apart circumferentially along the dual-motor powertrain, allows the communication connector to be further away from the DC connector, reducing telecommunications interference from the high-voltage DC power input from the power battery to the communication connector and control board. It also ensures that the DC mounting holes and communication mounting holes are neatly arranged within the intermediate housing.

[0060] In one embodiment, a communication mounting hole extends through another circumferential plate. This allows the communication connector to transmit control signals to the control board through the communication mounting hole.

[0061] In one embodiment, the intermediate housing further includes a partition plate for dividing the receiving slot into two sub-slots, one sub-slot for accommodating electrical components and the other sub-slot for accommodating a control board. A first power hole and a first communication hole are respectively arranged on both sides of the partition plate in the wall of each reducer receiving slot.

[0062] In this embodiment, a partition plate is used to separate the receiving slot into two sub-slots. One sub-slot is used to accommodate electrical components, and the other sub-slot is used to accommodate a control board. The partition plate can shield the electrical signals between the electrical components and the control board, so that the electrical components in one sub-slot will not affect the signal transmission quality of the control board in the other sub-slot.

[0063] In this embodiment, a first power hole is used to pass through a power connector, which is used to electrically connect electrical components and a power module. A first communication hole is used to pass through a communication connector, which is used to transmit control signals between a control board and a circuit board. The second power hole and the second communication hole in the wall of each reducer receiving slot are respectively arranged on both sides of the partition plate, that is, the power connector and the communication connector are respectively arranged on both sides of the partition plate, so that the electrical signals between the power connector and the communication connector will not interfere with each other, which is conducive to the normal operation of the dual-motor powertrain.

[0064] Secondly, this application provides an electric vehicle, which includes a frame, a power battery, and a dual-motor powertrain as described in the first aspect. The frame is used to fix the power battery and the dual-motor powertrain. The power battery is used to electrically connect an electrical component of the dual-motor powertrain. Each drive motor is used to drive the wheels through a reducer.

[0065] In this embodiment of the dual-motor powertrain, the reducer housings accommodating the reducers are fixed to the two sides of the intermediate housing. This allows the intermediate housing to utilize the gap between the two reducers to form a receiving slot, accommodating the electrical components of the dual-motor controller within the receiving slot. This reduces the space required for arranging the electrical components of the dual-motor controller in two separate electrical control slots. A portion of the outer peripheral wall of the motor housing and a portion of the outer wall of the reducer housing, combined with a connecting plate, forms an electrical control slot, utilizing the space between the reducer housing and the motor housing to accommodate the power module of the dual-motor controller. In this application, the electrical components of the dual-motor controller are accommodated through the receiving slot of the intermediate housing, and two electrical control slots are used to accommodate two power modules respectively. By fully utilizing the gap between the two reducers and the space between the motor housing and the reducer housing to accommodate the components of the dual-motor controller, the overall housing integration and structural strength of the dual-motor powertrain are improved. This also makes the dual-motor powertrain more integrated and compact, thereby reducing its volume and optimizing its layout within the vehicle. Attached Figure Description

[0066] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the embodiments of this application will be described below.

[0067] Figure 1 This is a schematic diagram of an electric vehicle provided in an embodiment of this application;

[0068] Figure 2 This is a schematic diagram of a dual-motor powertrain provided in an embodiment of this application;

[0069] Figure 3 This is another schematic diagram of the dual-motor powertrain provided in the embodiments of this application;

[0070] Figure 4 This is another schematic diagram of the dual-motor powertrain provided in the embodiments of this application;

[0071] Figure 5 This is a schematic diagram of an integrated housing provided in an embodiment of this application;

[0072] Figure 6 This is a schematic diagram of an intermediate shell provided in an embodiment of this application;

[0073] Figure 7 This is another schematic diagram of the dual-motor powertrain provided in the embodiments of this application;

[0074] Figure 8 This is a schematic diagram of a bus capacitor, power module, and circuit board provided in an embodiment of this application;

[0075] Figure 9 This is another schematic diagram of the integrated housing provided in the embodiments of this application;

[0076] Figure 10 This is another schematic diagram of the integrated housing provided in the embodiments of this application;

[0077] Figure 11 This is a schematic diagram of the overall housing of the dual-motor powertrain provided in an embodiment of this application;

[0078] Figure 12 This is another schematic diagram of the integrated housing provided in the embodiments of this application;

[0079] Figure 13 This is another schematic diagram of the overall housing of the dual-motor powertrain provided in the embodiments of this application;

[0080] Figure 14 This is another schematic diagram of the overall housing of the dual-motor powertrain provided in the embodiments of this application;

[0081] Figure 15 This is another schematic diagram of the overall housing of the dual-motor powertrain provided in the embodiments of this application;

[0082] Figure 16 This is another schematic diagram of the overall housing of the dual-motor powertrain provided in the embodiments of this application;

[0083] Figure 17 yes Figure 7 A partial enlarged view of the M1 section of the dual-motor powertrain;

[0084] Figure 18 This is a schematic diagram of a shielding cover provided in an embodiment of this application;

[0085] Figure 19This is a partial cross-sectional view of the shielding cover and power connector provided in an embodiment of this application;

[0086] Figure 20 This is another schematic diagram of the dual-motor powertrain provided in the embodiments of this application;

[0087] Figure 21 This is another schematic diagram of the integrated housing provided in the embodiments of this application;

[0088] Figure 22 This is a schematic diagram of an intermediate housing and gear shaft assembly of a reducer provided in an embodiment of this application;

[0089] Figure 23 This is a cross-sectional view of the intermediate housing and gear shaft assembly of the reducer provided in an embodiment of this application;

[0090] Figure 24 This is another cross-sectional view of the intermediate housing and gear shaft assembly of the reducer provided in the embodiments of this application;

[0091] Figure 25 This is another schematic diagram of the integrated housing provided in the embodiments of this application;

[0092] Figure 26 This is a cross-sectional view of the integrated housing provided in an embodiment of this application;

[0093] Figure 27 yes Figure 26 A partial enlarged view of the M2 portion of the integrated housing. Detailed Implementation

[0094] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0095] For ease of understanding, the English abbreviations used in the embodiments of this application will be explained and described below.

[0096] NVH is an abbreviation for Noise, Vibration, and Harshness, which refers to noise, vibration, and acoustic roughness.

[0097] A dual-motor powertrain includes two drive motors, two reducers, and a dual-motor controller. The two reducers are arranged between the two drive motors along the axial direction of the dual-motor powertrain. The overall housing of the dual-motor powertrain includes two integrated housings and an intermediate housing. Each integrated housing includes a motor housing, a reducer housing, and a connecting plate. Each motor housing is used to fix the stator of one drive motor and accommodate the rotor of one drive motor. Each reducer housing is used to accommodate a gear shaft assembly of a reducer. The reducer housings of the two integrated housings are respectively fixed to two sides of the intermediate housing. The dual-motor controller includes an electrical component and two power modules. The electrical component receives DC power from the power battery and supplies DC power to the two power modules respectively. Each power module supplies AC power to one drive motor. The intermediate housing includes a receiving groove recessed towards the gap between the two reducers, used to accommodate the electrical component. Each connecting plate encloses a portion of the outer peripheral wall of one motor housing and a portion of the outer wall of one reducer housing of an integrated housing to form an electrical control slot, each electrical control slot accommodating one power module.

[0098] In this application, the reducer housings are fixed to the two sides of the intermediate housing, allowing the intermediate housing to form a receiving slot using the gap between the two reducers. The electrical components of the dual-motor controller are housed within this slot, thus reducing the space required for arranging the electrical components in the two electrical control slots. A portion of the outer peripheral wall of the motor housing and a portion of the outer wall of the reducer housing, along with a connecting plate, form an electrical control slot, utilizing the space between the reducer housing and the motor housing to accommodate the power module of the dual-motor controller. In this application, the electrical components of the dual-motor controller are housed in the receiving slot of the intermediate housing, and two electrical control slots are used to house two power modules respectively. By fully utilizing the gap between the two reducers and the space between the motor housing and the reducer housing to accommodate the components of the dual-motor controller, the overall housing integration and structural strength of the dual-motor powertrain are improved, making the dual-motor powertrain more integrated and compact, thereby reducing its overall size.

[0099] The dual-motor powertrain provided in this application embodiment is applied to electric vehicles to improve the overall performance of electric vehicles.

[0100] Figure 1 This is a schematic diagram of an electric vehicle 1 provided in an embodiment of this application.

[0101] In one embodiment, the electric vehicle 1 includes a dual-motor powertrain 10, a frame 20, a power battery 30, and wheels 40. Wherein, as... Figure 1As shown, the dual-motor powertrain 10 is fixed to the frame 20. The dual-motor powertrain 10 receives power from the power battery 30 and drives the wheels 40. In this embodiment, the power battery 30 may also be referred to as a battery pack. In this embodiment, the electric vehicle 1 refers to a wheeled device driven or towed by a power unit.

[0102] Figure 2 This is a schematic diagram of a dual-motor powertrain 10 provided in an embodiment of this application. Figure 3 This is another schematic diagram of the dual-motor powertrain 10 provided in the embodiments of this application.

[0103] In one embodiment, such as Figure 2 and Figure 3 As shown, the dual-motor powertrain 10 includes two drive motors 11, two reducers 12, and a dual-motor controller 13.

[0104] In this embodiment, the dual-motor controller 13 receives DC power from the power battery 30. The dual-motor controller 13 converts the high-voltage DC power into AC power and transmits it to two drive motors 11. The motor shafts of the two drive motors 11 are respectively connected to the input shafts of two reducers 12, and the output shafts of the two reducers 12 are respectively connected to two wheels 40, driving the wheels 40 to move. In this embodiment, the drive motor 11 also includes a rotor and a stator. After receiving AC power, the stator drives the rotor to rotate, thereby driving the motor shaft to rotate.

[0105] Figure 4 This is another schematic diagram of the dual-motor powertrain 10 provided in the embodiments of this application.

[0106] In one embodiment, such as Figure 4 As shown, the dual-motor controller 13 includes two power modules 1301 and two bus capacitors 1306 (e.g., ...). Figure 8 As shown, there are multiple electrical components, including two circuit boards 1302 and a control board 1303.

[0107] In this embodiment, each power module 1301 converts the DC power transmitted from the power battery 30 into AC power and transmits the AC power to the stator winding of a drive motor 11. A control board 1303 receives signals from the vehicle and transmits these signals to two circuit boards 1302. These circuit boards 1302 then control the current transmitted by the two power modules 1301, thereby controlling the operation of the two drive motors 11 and coordinating the movement of the wheels 40 on both sides of the vehicle.

[0108] In one embodiment, such as Figure 4As shown, the main housing 10a of the dual-motor powertrain 10 includes two motor housings 110 and two reducer housings 120. In this embodiment, the motor housing 110 is used to house the stator, rotor, and motor shaft of the drive motor 11, and the reducer housing 120 is used to house the gear shaft assembly 12a of the reducer 12.

[0109] The dual-motor controller 13 used to control the two drive motors 11 in the dual-motor powertrain includes multiple electrical components such as two power modules 1301, two bus capacitors 1306, two circuit boards 1302 and a control board 1303. This makes the dual-motor controller 13 occupy a large space in the dual-motor powertrain 10, resulting in a large size of the dual-motor powertrain 10. Consequently, the dual-motor powertrain 10 is difficult to adapt to different front and rear drive layout spaces in the vehicle.

[0110] In this application, a receiving groove is formed in the overall housing of the dual-motor powertrain 10 by utilizing the gap between the two reducers 12. Some electrical components of the dual-motor controller 13 are placed in the receiving groove 220. An electrical control groove 150 is formed by reusing parts of the motor housing 110 and the reducer housing 120. The two electrical control grooves 150 are used to accommodate the two power modules 1301 of the dual-motor controller 13, respectively. By making full use of the gap between the two reducers 13 and the space between the motor housing 110 and the reducer housing 120 to accommodate the components of the dual-motor controller 13, the integration and structural strength of the overall housing 10a of the dual-motor powertrain 10 can be improved, making the dual-motor powertrain 10 more integrated and compact, thereby reducing the volume of the dual-motor powertrain 10.

[0111] The dual-motor powertrain 10 provided in the embodiments of this application will be described in detail below.

[0112] Figure 5 This is a schematic diagram of an integrated housing 100 provided in an embodiment of this application. Figure 6 This is a schematic diagram of an intermediate shell 200 provided in an embodiment of this application.

[0113] In one embodiment, a dual-motor powertrain 10 includes two drive motors 11, two reducers 12, and a dual-motor controller 13, such as... Figure 3 As shown, along the axial direction O of the dual-motor powertrain 10, two reducers 12 are arranged between two drive motors 11. The overall housing 10a of the dual-motor powertrain 10 includes two integrated housings 100 and an intermediate housing 200, as shown... Figure 5As shown, each integrated housing 100 includes a motor housing 110, a reducer housing 120, and a connecting plate 140. Each motor housing 110 is used to fix the stator of a drive motor 11 and to house the rotor of the drive motor 11. Each reducer housing 120 is used to house the gear shaft assembly 12a of a reducer 12. Figure 4 and Figure 6 As shown, the reducer housings 120 of the two integrated housings 100 are respectively fixed to the two sides 210 of the intermediate housing 200. Wherein, as... Figure 4 As shown, the dual-motor controller 13 includes an electrical component 1304 and two power modules 1301. The electrical component 1304 receives DC power from the power battery 30 and supplies DC power to the two power modules 1301 respectively. Each power module 1301 supplies AC power to one drive motor 11. Figure 4 and Figure 6 As shown, the intermediate housing 200 includes a receiving groove 220 recessed toward the gap between the two reducers 12, the receiving groove 220 being used to receive electrical components 1304. Figure 5 As shown, each connecting plate 140 encloses a portion of the outer peripheral wall 111 of the motor housing 110 and a portion of the outer wall 121 of the reducer housing 120 of an integrated housing 100, forming an electrical control groove 150, as shown. Figure 4 As shown, each electrical control slot 150 is used to accommodate a power module 1301.

[0114] In this embodiment, the intermediate housing 200 includes a receiving groove 220 recessed towards the gap between the two reducers 12, allowing full utilization of the gap to accommodate the electrical components 1304 of the dual-motor controller 13. This makes the arrangement of the electrical components 1304 and the gear assemblies of the reducers 12 more compact, resulting in a more compact layout of the components of the dual-motor powertrain 10 and a reduction in the overall size of the dual-motor powertrain 10. The inclusion of the electrical components 1304 within the receiving groove 220 of the intermediate housing 200 reduces the number of electrical components of the dual-motor controller 13 arranged in the electrical control slot 150, reducing the space in the electrical control slot 150 used to accommodate other parts of the dual-motor controller 13 besides the electrical components 1304. This reduces the size of the electrical control slot 150 and further reduces the size of the dual-motor powertrain 10.

[0115] In this embodiment, each connecting plate 140 is used to enclose a portion of the outer peripheral wall 111 of the motor housing 110 and a portion of the outer wall 121 of the reducer housing 120 of an integrated housing 100 to form an electrical control groove 150. The electrical control groove 150 reuses a portion of the outer peripheral wall 111 of the motor housing 110 and a portion of the outer wall 121 of the reducer housing 120 in the integrated housing 100, which makes the integration between the motor housing 110, the reducer housing 120 and the electrical control groove 150 higher, making the integrated housing 100 more integrated, more compact and stronger, which can reduce the volume of the integrated housing 100 and improve the overall strength of the dual-motor powertrain 10. Each connecting plate 140 encloses a portion of the outer peripheral wall 111 of the motor housing 110 and a portion of the outer wall 121 of the reducer housing 120 within an integrated housing 100, forming an electrical control slot 150. This also fully utilizes the gap between the motor housing 110 and the reducer housing 120, making the overall housing 10a of the dual-motor powertrain 10 more integrated and compact. This helps reduce the overall volume of the dual-motor powertrain 10 and optimizes its overall layout within the vehicle. Furthermore, it allows the motor housing 110, reducer housing 120, and electrical control slot 150 to be integrally cast, enhancing the strength of the overall housing 10a of the dual-motor powertrain 10 and improving its NVH performance.

[0116] In this embodiment, the electrical component 1304 receives DC power from the power battery 30 and supplies DC power to the two power modules 1301 respectively. Each power module 1301 supplies AC power to a drive motor 11. Each control slot 150 accommodates one power module 1301, allowing the electrical component 1304 housed in the receiving slot 220 of the intermediate housing 200 to be electrically connected to the power modules 1301 in the control slot 150 of each integrated housing 100 with shorter cables, resulting in a more organized arrangement of the dual-motor controller 13. It also allows each power module 1301 to convert the DC power supplied by the electrical component 1304 into AC power more quickly and supply it to the drive motor 11 in the motor housing 110, reducing power loss in the dual-motor powertrain 10.

[0117] In this embodiment, the reducer housings 120 of the two integrated housings 100 are respectively fixed to the two sides 210 of the intermediate housing 200, so that the intermediate housing 200 can form a receiving groove 220 by utilizing the gap between the two reducers 12 in the two reducer housings 120. The electrical components 1304 of the dual motor controller 13 are placed in the receiving groove 220, thereby reducing the space requirement for arranging the electrical components of the dual motor controller 13 in the two electrical control slots 150. Reusing part of the outer peripheral wall 111 of the motor housing 110 and part of the outer wall 121 of the reducer housing 120 with the connecting plate 140 to form the electrical control slot 150 can not only improve the integration and structural strength of the integrated housing 100, but also make full use of the space between the reducer housing 120 and the motor housing 110, so that the arrangement of the electrical control slot 150 will not occupy the axial space of the motor housing 110 and the radial space of the reducer housing 120, thereby reducing the volume of the dual motor powertrain 10. Each electrical control slot 150 is used to accommodate a power module 1301, which makes the two electrical control slots 150 the same size, making the overall housing 10a of the dual-motor powertrain 10 more regular and the arrangement of the dual-motor powertrain 10 more regular.

[0118] in, Figure 5 The gear shaft assembly 12a of the reducer 12 shown is only a schematic location of the gear shaft assembly 12a and does not represent the specific structure.

[0119] In one embodiment, such as Figure 4 As shown, the opening 153 of each electrical control slot 150 faces the same direction as the opening 221 of the receiving slot 220.

[0120] In this embodiment, the slot 153 of the electrical control slot 150 faces the same direction as the slot 221 of the receiving slot 220. This facilitates the installation of the electrical components 1304 and the two power modules 1301 from the same direction in the receiving slot 220 of the intermediate housing 200 and the electrical control slot 150 of the integrated housing 100, respectively, simplifying the assembly process and making it easier to repair and replace the components in the dual motor controller 13.

[0121] In one embodiment, such as Figure 3 and Figure 4As shown, the slot opening 153 of each electronic control slot 150 is flush with the slot opening 221 of the receiving slot 220. In one embodiment, the main housing 10a of the dual-motor powertrain 10 also includes two electronic control cover plates 130a and an intermediate cover plate 130b, which align the slot opening 153 of each electronic control slot 150 with the slot opening 221 of the receiving slot 220. This makes the arrangement between the intermediate housing 200 and the two integrated housings 100 more regular, and also facilitates the two electronic control cover plates 130a and the intermediate cover plate 130b to cover the slot opening 153 of the two electronic control slots 150 and the slot opening 221 of the receiving slot 220, respectively. It also helps to prevent the electronic control slots 150 from occupying too much space in the height direction of the dual-motor powertrain 10, which helps to reduce the volume of the main housing 10a of the dual-motor powertrain 10 and optimize the layout of the dual-motor powertrain 10 in the vehicle.

[0122] Figure 7 This is another schematic diagram of the dual-motor powertrain 10 provided in the embodiments of this application.

[0123] In one embodiment, such as Figure 5 and Figure 6 As shown, the intermediate housing 200 includes two first power holes 230, and a portion of the outer wall 121 of each reducer housing 120 includes a second power hole 1211. The two first power holes 230 connect to a receiving groove 220, and the second power hole 1211 of each reducer housing 120 connects to an electrical control groove 150. The first power holes 230 along the axial direction of the dual-motor powertrain 10 are used to align with the second power holes 1211, as shown... Figure 5 and Figure 7 As shown, the first power hole 230 and the second power hole 1211 are aligned and used to pass through a power connector 101, which is used to electrically connect the electrical component 1304 and the power module 1301.

[0124] In this embodiment, the inner wall of each reducer housing 120 refers to the inner wall of the receiving cavity that accommodates the reducer 12, and the outer wall of each reducer housing 120 is opposite to its inner wall. A portion of the outer wall 121 of each reducer housing 120 includes a second power hole 1211, allowing the power connector 101 to pass through the portion of the outer wall 121 of the reducer housing 120. Two first power holes 230 connect to the receiving groove 220, and the second power hole 1211 of each reducer housing 120 connects to an electrical control groove 150, thereby allowing the electrical component 1304 in the receiving groove 220 to be electrically connected to the power module 1301 in each electrical control groove 150 through the power connector 101 passing through the first power hole 230 and the second power hole 1211, so that the DC power received by the electrical component 1304 from the power battery 30 can be transmitted to the power module 1301 through the power connector 101.

[0125] like Figure 4 As shown, the two first power holes 230 are connected to the receiving slot 220, and the second power hole 1211 of each reducer housing 120 is connected to an electrical control slot 150. This also allows the cables connecting the power connector 101 to the electrical components 1304 and the power module 1301 to be arranged inside the intermediate housing 200 and the integrated housing 100, without the need to arrange additional cables outside the main housing 10a of the dual-motor powertrain 10, which helps to simplify the cable arrangement of the dual-motor powertrain 10.

[0126] In this embodiment, the first power hole 230 along the axial direction O of the dual-motor powertrain 10 is used to align with the second power hole 1211, thereby facilitating the passage of the power connector 101 through the first power hole 230 and the second power hole 1211. This also allows for electrical connection between the electrical component 1304 in the receiving slot 220 and the power module 1301 in the electrical control slot 150 using the shortest possible cable. The alignment of the first power hole 230 and the second power hole 1211 along the axial direction O of the dual-motor powertrain also makes the openings on the main housing 10a of the dual-motor powertrain 10 more regular.

[0127] In one embodiment, such as Figure 4 As shown, the dual-motor controller 13 also includes a control board 1303 and two circuit boards 1302. The receiving slot 220 is also used to receive the control board 1303, and each electrical control slot 150 is also used to receive a circuit board 1302, such as... Figure 6 As shown, the intermediate housing 200 includes two first communication holes 240, such as... Figure 5 As shown, a portion of the outer wall 121 of each reducer housing 120 includes a second communication hole 1212, two first communication holes 240 connect to a receiving groove 220, and the second communication hole 1212 of each reducer housing 120 connects to an electrical control groove 150. Specifically, along the axial direction of the dual-motor powertrain 10, the first communication holes 240 are used to align with the second communication holes 1212, as shown. Figure 7 As shown, the first communication hole 240 and the second communication hole 1212, which are aligned with each other, are used to pass through a communication connector 102, which is used to electrically connect the control board 1303 and the circuit board 1302.

[0128] In this embodiment, the intermediate housing 200 includes two first communication holes 240, allowing the communication connector 102 to pass through the intermediate housing 200. A portion of the outer wall 121 of each reducer housing 120 includes a second communication hole 1212, allowing the communication connector 102 to pass through the portion of the outer wall 121 of the reducer housing 120. The two first communication holes 240 connect to the receiving slot 220, and the second communication hole 1212 of each reducer housing 120 connects to the electronic control slot 150. This allows the control board 1303 within the receiving slot 220 to be electrically connected to the circuit board 1302 within each electronic control slot 150 via the communication connector 102 passing through the first and second communication holes 240 and 1212. This allows the received signals from the vehicle to be transmitted to the circuit board 1302 within each electronic control slot 150 via the communication connector 102, thereby controlling the electrical signals transmitted to the drive motor 11, coordinating the control of the two drive motors 11, and ensuring the normal operation of the electric vehicle 1. It also allows the cables connecting the communication connector 102 to the control board 1303 and the circuit board 1302 to be arranged inside the intermediate housing 200 and the integrated housing 100, without the need to arrange additional cables outside the main housing 10a of the dual-motor powertrain 10, which helps to simplify the cable arrangement of the dual-motor powertrain 10.

[0129] In this embodiment, the first communication hole 240 along the axial direction O of the dual-motor powertrain 10 is used to align with the second communication hole 1212, thereby facilitating the passage of the communication connector 102 through the first communication hole 240 and the second communication hole 1212. It also allows for electrical connection between the control board 1303 in the receiving slot 220 and the circuit board 1302 in the electrical control slot 150 using the shortest possible cable. The alignment of the first communication hole 240 and the second communication hole 1212 along the axial direction O of the dual-motor powertrain also makes the openings on the main housing 10a of the dual-motor powertrain 10 more regular.

[0130] like Figure 6 As shown, in one embodiment, each side 210 of the intermediate housing 200 further includes two first mounting surfaces 211. Each first mounting surface 211 surrounds the outer periphery of an opening in a reducer housing 120. Two first power holes 230 respectively penetrate the two first mounting surfaces 211 along the axial direction O of the dual-motor powertrain 10, and two first communication holes 240 respectively penetrate the two first mounting surfaces 211 along the axial direction O of the dual-motor powertrain 10. Figure 5As shown, the outer wall of each reducer housing 120 also includes a second mounting surface 125. The second mounting surface 125 surrounds the outer periphery of the reducer receiving groove 250. Each second mounting surface 125 is used to fix a first mounting surface 211. The second power hole 1211 passes through the second mounting surface 125 along the axial direction of the dual motor powertrain 10, and the second communication hole 1212 passes through the second mounting surface 125 along the axial direction of the dual motor powertrain 10. By forming the first power hole 230 and the second power hole 1211 on the first mounting surface 211 and the second mounting surface 125 respectively, and forming the first communication hole 240 and the second communication hole 1212 on the first mounting surface 211 and the second mounting surface 125 respectively, the power connector 101 accommodated by the first power hole 230 and the second power hole 1211 and the communication connector 102 accommodated by the first communication hole 240 and the second communication hole 1212 can avoid damage to the gear shaft assembly 12a of the reducer 12 in the reducer receiving groove 250 due to rotation, thereby improving the electrical safety of the dual motor powertrain 10 and making the wiring layout more orderly.

[0131] Figure 8 This is a schematic diagram of a bus capacitor 1306, a power module 1301, and a circuit board 1302 provided in an embodiment of this application. Figure 9 This is another schematic diagram of the integrated housing 100 provided in the embodiments of this application. Figure 10 This is another schematic diagram of the integrated housing 100 provided in the embodiments of this application. Figure 11 This is a schematic diagram of the main housing 10a of the dual-motor powertrain 10 provided in an embodiment of this application.

[0132] In one embodiment, please refer to Figures 7 to 10 ,like Figure 8 As shown, the dual-motor controller 13 also includes two sets of output copper busbars 1305, each set of output copper busbars 1305 including three output copper busbars 1305. The three output copper busbars 1305 are used to electrically connect a power module 1301 and the stator winding of a drive motor 11, as shown. Figures 9 to 11 As shown, a portion of the outer wall 121 of each reducer housing 120 includes a set of three interconnected through holes 1213, each set of three interconnected through holes 1213 including at least one three interconnected through hole 1213, each set of three interconnected through holes 1213 for passing through a set of output copper busbars 1305.

[0133] In this embodiment, each set of output copper busbars 1305 includes three output copper busbars 1305. The three output copper busbars 1305 are used to electrically connect a power module 1301 and the stator winding of a drive motor 11, so that the power module 1301 can convert the DC power received from the power connector 101 into AC power and transmit it to the stator winding of the drive motor 11 through the three output copper busbars 1305, thereby driving the drive motor 11 to run.

[0134] In this application implementation, the dual-motor controller 13 also includes two bus capacitors 1306, and each electrical control slot 150 is also used to accommodate one bus capacitor 1306. In each electrical control slot 150, the circuit board 1302, the power module 1301 and the bus capacitor 1306 are stacked in sequence, so that the space occupied by the circuit board 1302, the power module 1301 and the bus capacitor 1306 is small.

[0135] In this embodiment of the application, a portion of the outer wall 121 of each reducer housing 120 includes a set of three interconnected through holes 1213, each set of three interconnected through holes 1213 being used to pass through a set of output copper busbars 1305, such as... Figure 11 As shown, the two power modules 1301 connected to a set of output copper busbars 1305 in the two electronic control slots 150 can be symmetrically arranged along the axis O of the dual-motor powertrain towards one side of the intermediate housing 200, making the arrangement of the dual-motor controller 13 more regular, which is conducive to reducing the volume of the dual-motor controller 13, thereby reducing the volume of the dual-motor powertrain 10 and optimizing the layout of the dual-motor powertrain 10 in the vehicle.

[0136] In this embodiment, a portion of the outer wall 121 of each reducer housing 120 includes a set of three interconnected through holes 1213. Each set of three interconnected through holes 1213 is used to pass through a set of output copper busbars 1305, so that the AC power transmitted from the power module 1301 in each electrical control slot 150 to the set of output copper busbars 1305 can be directly transmitted through a portion of the outer wall 121 of each reducer housing 120 to the stator winding of the drive motor 11. There is no need to arrange an additional outer shell to accommodate the three output copper busbars 1305 outside the main housing 10a of the dual-motor powertrain 10, making the component arrangement inside the dual-motor powertrain 10 more compact and the space utilization rate higher, which is conducive to reducing the overall volume of the main housing 10a of the dual-motor powertrain 10.

[0137] In this embodiment, a portion of the outer wall 121 of each reducer housing 120 includes a set of three interconnected through holes 1213. Each set of three interconnected through holes 1213 is used to pass through a set of output copper busbars 1305. This also makes the transmission path of AC power from the power module 1301 to the stator winding of the drive motor 11 through the set of output copper busbars 1305 shorter, which helps to reduce power loss and improve the efficiency of the dual-motor powertrain 10.

[0138] Figure 12 This is another schematic diagram of the integrated housing 100 provided in the embodiments of this application. Figure 13 This is another schematic diagram of the main housing 10a of the dual-motor powertrain 10 provided in the embodiments of this application.

[0139] In one embodiment, such as Figure 8 , Figure 12 and Figure 13 As shown, each connection board 140 includes a set of three interconnected vias 1411, each set of three interconnected vias 1411 including at least one three interconnected via 1411, and each set of three interconnected vias 1411 is used to pass through a set of output copper busbars 1305.

[0140] In this embodiment of the application, each connecting board 140 includes a set of three interconnected through holes 1411, each set of three interconnected through holes 1411 being used to pass through a set of output copper busbars 1305, such as Figure 13 As shown, the connecting plates 140 constituting the electronic control slot 150 are arranged on both sides of the two reducer housings 120, which allows the power modules 1301 connected to a set of output copper busbars 1305 in the two electronic control slots 150 to be arranged symmetrically outward from the middle housing 200 along the axis O of the dual-motor powertrain, making the arrangement of the dual-motor controllers 13 more regular, which is conducive to reducing the volume of the dual-motor controllers 13, thereby reducing the volume of the dual-motor powertrain 10 and optimizing the layout of the dual-motor powertrain 10 in the vehicle.

[0141] In this embodiment, each connecting plate 140 includes a set of three interconnected through holes 1411. Each set of three interconnected through holes 1411 is used to pass through a set of output copper busbars 1305, so that the AC power transmitted from the power module 1301 in each electrical control slot 150 to the set of output copper busbars 1305 can be directly transmitted through each connecting plate 140 to the stator winding of the drive motor 11. This allows the arrangement of the set of output copper busbars 1305 to make full use of the gap space between the motor housing 110 and the reducer housing 120 below the bottom 154 of each electrical control slot 150, without excessively occupying the axial dimension of the motor housing 110 and the radial dimension of the reducer housing 120 in the total housing 10a of the dual-motor powertrain 10, which is beneficial to reducing the volume of the dual-motor powertrain 10.

[0142] Figure 14 This is another schematic diagram of the main housing 10a of the dual-motor powertrain 10 provided in the embodiments of this application.

[0143] In one embodiment, such as Figure 8 and Figure 14 As shown, a portion of the outer wall 121 of the reducer housing 120 of an integrated housing 100a includes a set of three-way interconnected holes 1213, and the connecting plate 140 of another integrated housing 100b includes another set of three-way interconnected holes 1411. Each set of three-way interconnected holes 1213 includes at least one three-way interconnected hole 1213 for passing through a set of output copper busbars 1305. Each set of three-way interconnected holes 1411 includes at least one three-way interconnected hole 1411 for passing through a set of output copper busbars 1305.

[0144] In this embodiment, a portion of the outer wall 121 of the reducer housing 120 of an integrated housing 100a includes a set of three interconnected through holes 1213. Each set of three interconnected through holes 1213 is used to pass through a set of output copper busbars 1305, so that the AC power transmitted from the power module 1301 in the electrical control slot 150 of the integrated housing 100a to the set of output copper busbars 1305 can be directly transmitted through the portion of the outer wall 121 of the reducer housing 120 to the stator winding of the drive motor 11. There is no need to arrange an additional outer shell to accommodate the set of output copper busbars 1305 outside the main housing 10a of the dual-motor powertrain 10, which makes the component arrangement inside the dual-motor powertrain 10 more compact, the space utilization rate is higher, and it is beneficial to reduce the overall volume of the main housing 10a of the dual-motor powertrain 10. The connecting plate 140 of the integrated housing 100b includes another set of three interconnected through holes 1411. Each set of three interconnected through holes 1411 is used to pass through a set of output copper busbars 1305, so that the AC power transmitted from the power module 1301 in the electrical control slot 150 of the other integrated housing 100b to the other set of output copper busbars 1305 can be directly transmitted through the connecting plate 140 to the stator winding of the drive motor 11. This allows the arrangement of the other set of output copper busbars 1305 to make full use of the gap space between the motor housing 110 and the reducer housing 120 below the bottom of the electrical control slot 150, without occupying too much of the axial and radial dimensions of the dual-motor powertrain 10, which is beneficial to reducing the volume of the dual-motor powertrain 10.

[0145] like Figure 14 As shown in the embodiment of this application, a portion of the outer wall 121 of the reducer housing 120 of the integrated housing 100a includes a set of three interconnected through holes 1213, and the connecting plate 140 of the integrated housing 100b includes another set of three interconnected through holes 1411. This allows the power module 1301 in the electrical control slot 150 of the integrated housing 100a to be arranged towards the intermediate housing 200 along the dual-motor powertrain axis O, and the power module 1301 in the electrical control slot 150 of the integrated housing 100b to be arranged away from the intermediate housing 200 along the dual-motor powertrain axis O. This allows the two power modules 1301 of the dual-motor controller 13 to be arranged in a translated manner along the dual-motor powertrain axis O, making the arrangement of the dual-motor controller 13 more regular, which is beneficial to reduce the volume of the dual-motor controller 13, thereby reducing the volume of the dual-motor powertrain 10 and optimizing the layout of the dual-motor powertrain 10 in the vehicle.

[0146] Figure 15 This is another schematic diagram of the main housing 10a of the dual-motor powertrain 10 provided in the embodiments of this application.

[0147] In one embodiment, such as Figure 8 , Figure 14 and Figure 15As shown, each group of three interconnected vias 1501 includes three three interconnected vias 1501, which are respectively used to pass through the three output copper busbars 1305 of each group of output copper busbars 1305, wherein, as Figure 14 As shown, the three interconnected through holes 1501 are arranged in directions that intersect the axial direction O of the dual-motor powertrain 10, as follows. Figure 15 As shown, or three interconnected through holes 1501 are arranged at intervals along the axial direction O of the dual-motor powertrain 10.

[0148] In the embodiments of this application, such as Figure 14 As shown, three three-way interconnected holes 1501 are respectively used to pass through the three output copper busbars 1305 of each group of output copper busbars 1305. The arrangement direction of the three three-way interconnected holes 1501 intersects the axial direction O of the dual-motor powertrain 10, so that the width direction of the power module 1301 connected to the three output copper busbars 1305 passing through the three three-way interconnected holes 1501 is arranged in the same way as the axial direction O of the dual-motor powertrain. The length direction of the power module 1301 can make better use of the space of the outer wall of the reducer housing 120, so that the axial dimension of the dual-motor controller 13 is smaller.

[0149] In one embodiment, to adapt the layout of the three interconnected vias 1501 to the component arrangement of the electrical control slot 150, the arrangement direction of the three interconnected vias 1501 can be the approximate arrangement direction of the three interconnected vias 1501. In one embodiment, when one of the three interconnected vias 1501 deviates from the arrangement direction of the other two interconnected vias 1501, it should also be understood that the arrangement direction of the three interconnected vias 1501 is the arrangement direction of the other two interconnected vias 1501, such as... Figure 14 As shown, Figure 14 In the electrical control slot 150 on the right side, the uppermost three-way through hole 1501 is offset to the right from the arrangement direction of the other two three-way through holes 1501 below. It should be understood that the arrangement direction of the other two three-way through holes 1501 is the same as the arrangement direction of the three three-way through holes 1501.

[0150] In one embodiment, the three interconnected holes 1501 are arranged in the same direction as the connecting plate 140 and the motor housing 110.

[0151] In the embodiments of this application, such as Figure 15As shown, the three interconnected through holes 1501 are arranged at intervals along the axial direction O of the dual-motor powertrain 10, so that the length direction of the power module 1301 connected to the three output copper busbars 1305 passing through the three interconnected through holes 1501 can be arranged in the same direction as the axial direction O of the dual-motor powertrain. This can make full use of the space along the axial direction O of the dual-motor powertrain, so that the space occupied by the dual-motor controller 13 in the direction perpendicular to the axial direction O of the dual-motor powertrain is smaller.

[0152] In one embodiment, different arrangements of the three interconnected holes 1501 can be selected according to the different spaces in the vehicle, thereby selecting different arrangements of the two power modules 1301.

[0153] Figure 16 This is another schematic diagram of the main housing 10a of the dual-motor powertrain 10 provided in the embodiments of this application.

[0154] In some embodiments, a set of output copper busbars 1305 of the power module 1301 does not correspond to a set of three-way interconnects 1501. A set of output copper busbars 1305 can be electrically connected to the stator windings of the drive motor 11 using an adapter copper busbar 1307. For example... Figure 16 As shown, the width direction of the power module 1301 is parallel to the axial direction O of the dual-motor powertrain 10. The three output copper busbars 1305 of the power module 1301 within the two electrical control slots 150 extend towards the same side along the axial direction O of the dual-motor powertrain 10. Figure 16 As shown, the three output copper busbars 1305 of the power module 1301 in the two electrical control slots 150 have their axial direction O facing to the left. The three output copper busbars 1305 of the power module 1301 in the left electrical control slot 150 are connected to the stator winding through a transition copper busbar 1307.

[0155] Figure 17 yes Figure 7 A partial enlarged view of the M1 section of the dual-motor powertrain 10.

[0156] Please see Figure 4 , Figure 7 and Figure 17In one embodiment, the first power port 230 and the second power port 1211 are also used to accommodate a communication cable 103. The communication cable 103 passes through the two first power ports 230 of the intermediate housing 200 and the two second power ports 1211 of the integrated housing 100. The communication cable 103 is used to connect the two circuit boards 1302 of the dual motor controller 13 and to enable communication between the two circuit boards 1302. The electrical control slot 150 is also used to accommodate a shield 104. The shield 104 is used to cover part of the power connector 101 between the first power ports 230 and the second power ports 1211 and the power module 1301. Since the power connector 101 is used to transmit high-voltage DC power, and the communication cable 103 contained in the first power hole 230 and the second power hole 1211 has the same arrangement path as part of the power connector 101, a shield 104 is provided over part of the power connector 101 between the first power hole 230 and the second power hole 1211 and the power module 1301 to isolate the power connector 101 from the communication cable 103.

[0157] Figure 18 This is a schematic diagram of a shielding cover 104 provided in an embodiment of this application. Figure 19 This is a partial cross-sectional view of the shielding cover 104 and the power connector 101 provided in the embodiments of this application.

[0158] In one embodiment, such as Figure 18 and Figure 19 As shown, the shielding cover 104 includes clips 1041 and spring plates 1042 on both sides, and a fixing hole 1043 on the top. The shielding cover 104 is directly fixed to the electrical control slot 150 by the clips 1041 and spring plates 1042, without the need for screws, resulting in a reliable structure and convenient installation. Cable tie clips pass through the fixing hole 1043 to secure the wire harness within the electrical control slot 150. In one embodiment, the shielding cover 104 is made of stainless steel.

[0159] In one embodiment, such as Figure 7 , Figure 17 , Figure 18 and Figure 19As shown, the shielding cover 104 also includes windows 1044 on both sides. The power connector 101 includes a plastic part 101a and a copper busbar 101b fixed in the plastic part 101a. The copper busbar 101b is used to electrically connect the electrical component 1304 and the power module 1301. The plastic part 101a includes an inverted structure 101c corresponding to the window 1044. The shielding cover 104 forms the window 1044 at the position corresponding to the inverted structure 101c. When the shielding cover 104 is inserted downward into the electrical control slot 150, the spring force of the spring plates 1042 on both sides of the shielding cover 104 limits the position of both sides of the shielding cover 104. The inverted structure 101c on the plastic part 101a prevents the shielding cover 104 from falling out, thereby stably fixing the shielding cover 104 in the electrical control slot 150.

[0160] Figure 20 This is another schematic diagram of the dual-motor powertrain 10 provided in the embodiments of this application.

[0161] In one embodiment, such as Figure 7 , Figure 17 and Figure 20 As shown, the dual-motor controller 13 also includes two bus capacitors 1306, each electrical control slot 150 is used to accommodate one bus capacitor 1306, and each power connector 101 is used to electrically connect the electrical component 1304 and the input terminal of one bus capacitor 1306. When the functional components of the dual-motor controller 13 in the two electrical control slots 150 are arranged in a translational manner, that is, when the three-phase input copper busbar 1308 of the power module 1301 of the electrical control slot 150 faces the same side along the axial direction O of the dual-motor power assembly 10, the input terminals of the two bus capacitors 1306 also face the same side along the axial direction O of the dual-motor power assembly 10. This results in a different distance between the input terminal of one of the bus capacitors 1306 and the first power hole 230. The power connector 101 between the input terminal of the bus capacitor 1306 that is farther from the first power hole 230 and the electrical component 1304 is longer. Covering the longer power connector 101 with a shield 104 helps to reduce the interference of the power connector 101 to the communication cable 103.

[0162] Figure 21 This is another schematic diagram of the integrated housing 100 provided in the embodiments of this application.

[0163] In one embodiment, such as Figure 5 and Figure 21As shown, a portion of the outer peripheral wall 111 of the motor housing 110 and a portion of the outer wall 122 of the reducer housing 120 respectively form two groove walls 151 of the electrical control groove 150. The connecting plate 140 includes a bottom plate 141 and two side plates 142 and 143, which are the other two groove walls 152 of the electrical control groove 150. The bottom plate 141 and another portion of the outer wall 123 of the reducer housing 120 form the groove bottom 154 of the electrical control groove 150. One side plate 142 is arranged opposite to a portion of the outer wall 122 of the reducer housing 120 along the axial direction O of the dual-motor powertrain, and the other side plate 143 is opposite to a portion of the outer peripheral wall 111 of the motor housing 110.

[0164] In this embodiment, a portion of the outer peripheral wall 111 of the motor housing 110 and a portion of the outer wall 122 of the reducer housing 120 respectively constitute two groove walls 151 of the electrical control groove 150. The two groove walls 151 of the electrical control groove 150 reuse a portion of the outer peripheral wall 111 of the motor housing 110 and a portion of the outer wall 122 of the reducer housing 120, resulting in a higher degree of integration between the electrical control groove 150, the motor housing 110, and the reducer housing 120 of the integrated housing 100. This leads to a higher integration level and stronger strength of the integrated housing 100, which is beneficial for improving the overall structural strength of the overall housing 10a of the dual-motor powertrain 10. The base plate 141 and another portion of the outer wall 123 of the reducer housing 120 constitute the groove bottom 154 of the electrical control groove 150. The formation of the groove bottom 154 of the electrical control groove 150 reuses another portion of the outer wall 123 of the reducer housing 120, further improving the integration level and structural strength of the integrated housing 100.

[0165] In this embodiment, one side plate 142 is arranged opposite to a portion of the outer wall 122 of the reducer housing 120 along the axial direction O of the dual-motor powertrain, and the other side plate 143 is opposite to a portion of the outer peripheral wall 111 of the motor housing 110. This allows the bottom 154 of the electrical control slot 150 and the other two slot walls 152 to fully utilize the gap space between the motor housing 110 and the reducer housing 120, which is beneficial for a more compact layout and smaller size of the dual-motor powertrain 10. Furthermore, the arrangement of the side plates 142 does not additionally occupy space in the reducer housing 120 along the direction perpendicular to the axial direction O of the dual-motor powertrain, and the arrangement of the side plates 143 does not additionally occupy space in the motor housing 110 along the axial direction O of the dual-motor powertrain. Therefore, the arrangement of the electrical control slot 150 does not excessively occupy the axial and radial dimensions of the dual-motor powertrain 10, which helps to reduce the volume of the dual-motor powertrain 10 and facilitates its layout within the vehicle.

[0166] like Figure 3 and Figure 5As shown, in one embodiment, a portion of the outer peripheral wall 111 of the motor housing 110 includes a fixed protrusion 111a, and a portion of the outer wall 122 of the reducer housing 120 includes another fixed protrusion 122a. The fixed protrusions 111a and 122a are used to form the slot 153 of the electrical control groove 150 with the two side plates 142 and 143 of the connecting plate 140. The fixed protrusions 111a and 122a are flush with the end faces of the two side plates 142 and 143 away from the bottom plate 141, so that the slot 153 of the electrical control groove 150 is flush, which is beneficial for the slot 153 of the electrical control groove 150 to be covered by the electrical control cover plate 130a.

[0167] In one embodiment, such as Figure 5 As shown, the length of the O-side plate 143 along the axial direction of the dual-motor powertrain is less than or equal to the sum of the lengths of the motor housing 110 and the reducer housing 120 connected thereto. The length of the X-side plate 142 along the arrangement direction of the side plate 143 and a portion of the outer peripheral wall 111 of the motor housing 110 is less than the length of the reducer housing 120.

[0168] In this embodiment, along the axial direction O of the dual-motor powertrain, the length of the side plate 143 is denoted as L1, and the sum of the lengths of the motor housing 110 and the reducer housing 120 connected thereto is denoted as L2, where L1≤L2. This arrangement of the side plate 143 does not occupy additional space of the motor housing 110 and the reducer housing 120 along the axial direction O of the dual-motor powertrain, thereby ensuring that the arrangement of the electrical control slot 150 does not occupy additional axial space of the motor housing 110 and the reducer housing 120 along the axial direction O of the dual-motor powertrain. This is beneficial for reducing the volume of the integrated housing 100 and the total housing 10a of the dual-motor powertrain 10.

[0169] In this embodiment, the length of the side plate 142 along the arrangement direction X of the side plate 143 and part of the outer peripheral wall 111 of the motor housing 110 is denoted as L3, and the length of the reducer housing 120 is denoted as L4, where L3 < L4. This arrangement of the side plate 142 will not occupy additional space in the reducer housing 120 along the arrangement direction X of the side plate 143 and part of the outer peripheral wall 111 of the motor housing 110, which is beneficial to reducing the volume of the integrated housing 100 and the total housing 10a of the dual-motor power assembly 10.

[0170] In one embodiment, such as Figure 15 As shown, the length of side plate 142 is less than the length of side plate 143.

[0171] In the embodiments of this application, such as Figure 8 and Figure 15As shown, the length of side plate 142 is less than the length of side plate 143, so that the length direction of the electrical control slot 150 is the same as the axial direction O of the dual-motor powertrain 10. This facilitates the arrangement of the three three-way interconnected holes 1501 in the electrical control slot 150 at intervals along the axial direction O of the dual-motor powertrain 10. The three three-way interconnected holes 1501 are used to pass through the three output copper busbars 1305, so that the three output copper busbars 1305 are arranged at intervals along the axial direction O of the dual-motor powertrain 10. The three output copper busbars 1305 are electrically connected to the power module 1301, so that the length direction of the power module 1301 in the electrical control slot 150 can be arranged along the axial direction O of the dual-motor powertrain. This allows the power module 1301 to make full use of the space in the electrical control slot 150, so that the electrical control slot 150 has a smaller volume along the arrangement direction X of the side plate 143 and part of the outer peripheral wall 111 of the motor housing 110, thereby reducing the volume of the dual-motor powertrain 10. In this embodiment, the length of the side plate 142 is less than the length of the side plate 143, so that the length direction of the electrical control slot 150 is the same as the axial direction O of the dual-motor powertrain 10. This provides a variety of electrical control slot 150 layouts for the dual-motor powertrain 10 and also helps to increase the compatibility of the dual-motor powertrain 10 with electric vehicles.

[0172] In one embodiment, such as Figure 14 As shown, the length of side plate 142 is greater than the length of side plate 143.

[0173] In the embodiments of this application, such as Figure 8 and Figure 14 As shown, the length of side plate 142 is greater than the length of side plate 143, so that the length direction of the electrical control slot 150 is the same as the arrangement direction X of the side plate 143 and part of the outer peripheral wall 111 of the motor housing 110. This facilitates the arrangement of the three three-way interconnected holes 1501 in the electrical control slot 150 along the arrangement direction X of the side plate 143 and part of the outer peripheral wall 111 of the motor housing 110. The three three-way interconnected holes 1501 are used to pass through the three output copper busbars 1305, so that the three output copper busbars 1305 are arranged along the side plate 143 and the motor housing 110. The outer peripheral walls 111 of the motor housing 110 are arranged at intervals in the X direction. Three output copper busbars 1305 are electrically connected to the power module 1301, allowing the power module 1301 in the control slot 150 to be arranged along the X direction of the arrangement of the outer peripheral walls 111 of the side plate 143 and the motor housing 110. This makes full use of the space within the control slot 150, resulting in a smaller volume of the control slot 150 along the axial direction O of the dual-motor powertrain 10, thereby reducing the overall volume of the dual-motor powertrain 10. In this embodiment, the length of the side plate 142 is less than the length of the side plate 143, making the width direction of the control slot 150 the same as the axial direction O of the dual-motor powertrain 10. This provides multiple layouts of the control slot 150 for the dual-motor powertrain 10 and also increases the compatibility of the dual-motor powertrain 10 with the electric vehicle 1.

[0174] Figure 22 This is a schematic diagram of the intermediate housing 200 and the gear shaft assembly 12a of the reducer 12 provided in an embodiment of this application. Figure 23 This is a cross-sectional view of the intermediate housing 200 and the gear shaft assembly 12a of the reducer 12 provided in the embodiments of this application.

[0175] In one embodiment, such as Figure 22 As shown, the two sides 210 of the intermediate housing 200 each include two reducer receiving slots 250, and the slot openings 251 of the two reducer receiving slots 250 are opposite to each other along the axial direction O of the dual-motor powertrain 10, as shown. Figure 21 and Figure 22 As shown, each reducer receiving groove 250 is used to enclose a reducer cavity 124 with the reducer housing 120 of the integrated housing 100, and each reducer cavity 124 is used to accommodate the gear shaft assembly 12a of the reducer 12. Each reducer 12 includes an output wheel 1201, the radius of which is larger than the radius of any other gear in the reducer 12. The output wheel 1201 is used for drive connection to the wheel 40, such as... Figure 22 and Figure 23 As shown, each reducer receiving groove 250 is used to receive at least a portion of the output wheel 1201, and a portion 220a of the receiving groove 220 is recessed toward the gap between the output wheels 1201 of the two reducers 12.

[0176] In this embodiment, the slots 251 of the two reducer receiving slots 250 are opposite to each other along the axial direction O of the dual-motor powertrain 10. Each reducer receiving slot 250 is used to enclose a reducer cavity 124 with the reducer housing 120 of the integrated housing 100. Each reducer cavity 124 is used to accommodate the gear shaft assembly 12a of the reducer 12, so that the gear shaft assemblies 12a of the two reducers 12 of the dual-motor powertrain 10 can work independently without interfering with each other, which is beneficial to the normal operation of the dual-motor powertrain 10.

[0177] In this embodiment, each reducer 12 includes an output wheel 1201. The radius of the output wheel 1201 of each reducer 12 is larger than the radius of any other gear of each reducer 12. A portion 220a of the receiving groove 220 is recessed toward the gap between the output wheels 1201 of the two reducers 12, so that the gap between the output wheels 1201 of the two reducers 12 can be fully utilized by the receiving groove 220. This makes the arrangement of the components of the dual-motor powertrain 10 more compact and improves the integration of the dual-motor powertrain 10. It also helps to give the receiving groove 220 more space to accommodate electrical components, so that the electrical components 1304 and control board 1303 in the dual-motor controller 13 can be placed in the receiving groove 220. This helps to reduce the volume of the two electrical control slots 150 of the dual-motor controller 13, thereby reducing the overall volume of the dual-motor powertrain 10 and facilitating the layout of the dual-motor powertrain 10 in the vehicle.

[0178] Figure 24 This is another cross-sectional view of the intermediate housing 200 and the gear shaft assembly 12a of the reducer 12 provided in the embodiments of this application.

[0179] In one embodiment, such as Figure 22 and Figure 24 As shown, each reducer 12 also includes an input wheel 1202 and an intermediate wheel 1203. The input wheel 1202 is used for driving the motor shaft of the drive motor 11, and the intermediate wheel 1203 is used for driving the input wheel 1202 and the output wheel 1201. Another portion 220b of the receiving groove 220 is recessed along the radial direction R of the dual-motor powertrain towards the input wheel 1202 and the intermediate wheel 1203 of the two reducers 12.

[0180] In this embodiment, the radius of the input wheel 1202 and intermediate wheel 1203 of each reducer 12 is small, resulting in a large gap between the input wheel 1202 and intermediate wheel 1203 above the radial direction R of the dual-motor powertrain. The other part 220b of the receiving groove 220 is recessed towards the input wheel 1202 and intermediate wheel 1203 of the two reducers 12 along the radial direction R of the dual-motor powertrain. This allows the space of the input wheel 1202 and intermediate wheel 1203 of the two reducers 12 along the radial direction R of the dual-motor powertrain to be fully utilized by the receiving groove 220. This gives the receiving groove 220 more space to accommodate the electrical components 1304 and the control board 1303, which is more conducive to reducing the volume of the two electrical control slots 150 of the dual-motor controller 13 and reducing the overall volume of the dual-motor powertrain 10, which is beneficial to the layout of the dual-motor powertrain 10 in the vehicle.

[0181] In one embodiment, the intermediate housing 200 further includes two circumferential plates 222, such as Figure 22As shown, two circumferential plates 222 are distributed at intervals along the circumferential C of the dual-motor powertrain 10. Each circumferential plate 222 is fixedly connected to the outer side of the groove wall of the two reducer receiving grooves 250. The two circumferential plates 222 are used to enclose the outer side of the groove wall of the two reducer receiving grooves 250 to form receiving grooves 220.

[0182] In the embodiments of this application, such as Figure 7 and Figure 22 As shown, two circumferential plates 222 are distributed at intervals along the circumferential direction C of the dual-motor powertrain 10. Each circumferential plate 222 is fixedly connected to the outer side of the groove wall of the two reducer receiving grooves 250, so that the groove walls of the two reducer receiving grooves 250 can be reused to form a receiving groove 220. The space of the two reducer receiving grooves 250 along the radial direction R of the dual-motor powertrain is fully utilized, so that the formation of the receiving groove 220 does not increase the space of the dual-motor powertrain 10 along the radial direction R. The receiving groove 220 can accommodate the electrical components 1304 and the control board 1303, thereby saving the space originally occupied by the electrical components 1304 and the control board 1303 in the two electrical control grooves 150 of the dual-motor controller 13 in the receiving groove 220, making the volume of the two electrical control grooves 150 smaller, thereby reducing the overall volume of the dual-motor powertrain 10 and optimizing the overall vehicle layout.

[0183] In one embodiment, such as Figure 6 As shown, the bottom of each reducer receiving slot 250 includes multiple bearing slots 252, each bearing slot 252 for fixing a bearing. The depth of each reducer receiving slot 250 along the dual-motor powertrain axial direction O is greater than the depth of each bearing slot 252 of each reducer receiving slot 250.

[0184] In this embodiment, the depth of each reducer receiving groove 250 along the axial direction O of the dual-motor powertrain is greater than the depth of each bearing groove 252 of each reducer receiving groove 250. This results in each reducer receiving groove 250 having a larger axial space in addition to accommodating the bearing. Consequently, the receiving groove 220 formed by the outer side of the groove wall of two reducer receiving grooves 250 can be reused, which has a larger axial space. This is beneficial for having a larger space in the receiving groove 220, which is beneficial for placing more electrical components in the receiving groove 220, reducing the volume of the electrical control groove 150 of the dual-motor controller 13, and thus reducing the overall volume of the dual-motor powertrain 10.

[0185] In one embodiment, such as Figure 3 and Figure 22 As shown, a circumferential plate 222a includes two DC mounting holes 2221 for fixing a DC connector 105 for electrically connecting the electrical component 1304 and the positive and negative terminals of the power battery 30.

[0186] In this embodiment, the circumferential plate 222a includes two DC mounting holes 2221 for fixing a DC connector 105. The DC connector 105 is used to electrically connect the electrical component 1304 and the positive and negative terminals of the power battery 30. By placing the two DC mounting holes 2221 on the circumferential plate 222a near the power battery 30, the space of the circumferential plate 222a is fully utilized. In this embodiment, the high-voltage DC power output from the power battery 30 is transmitted to the electrical component 1304 through the DC connector 105. The electrical component 1304 then outputs the DC power to the dual-motor controller 13 of the two drive motors 11.

[0187] In one embodiment, a DC mounting hole 2221 extends through the circumferential plate 222a. This allows the DC connector 105 to pass through the two DC mounting holes 2221 to electrically connect the positive and negative terminals of the power battery 30 to the electrical components 1304 within the receiving slot 220.

[0188] In one embodiment, such as Figure 7 and Figure 22 As shown, another circumferential plate 222b includes a communication mounting hole 2222 for fixing a communication connector 106 for transmitting control signals to the control board 1303.

[0189] In this embodiment, the receiving slot 220 is also used to receive the control board 1303. The control board 1303 can coordinate the speed of the wheels 40 on both sides of the electric vehicle 1 by controlling the two drive motors 11, thereby improving the vehicle's turning response and stability on different road surfaces, and making driving and handling more flexible. The communication connector 106 is used to transmit signals from the vehicle to the control board 1303, so that the control board 1303 can coordinate and control the two drive motors 11 to ensure the normal operation of the electric vehicle 1. In one embodiment, the control board 1303 can be a board of the vehicle controller.

[0190] In this embodiment, the peripheral plate 222b includes a communication mounting hole 2222 for fixing a communication connector 106, which is used to transmit control signals to the control board 1303, thus making full use of the space of the peripheral plate 222b.

[0191] In one embodiment, two DC mounting holes 2221 are formed on the circumferential plate 222a, and a communication mounting hole 2222 is formed on the circumferential plate 222b. This arrangement ensures that the communication mounting hole 2222 and the two DC mounting holes 2221 are spaced apart along the circumferential C of the dual-motor powertrain, resulting in a greater distance between the communication connector 106 and the DC connector 105. This helps reduce telecommunications interference from the high-voltage DC power input from the power battery 30 to the communication connector 106 and the control board 1303. Furthermore, it ensures that the DC mounting holes 2221 and the communication mounting holes 2222 are arranged regularly within the intermediate housing 200.

[0192] In one embodiment, such as Figure 7 and Figure 22 As shown, the communication mounting hole 2222 penetrates the circumferential plate 222b. This allows the communication connector 106 to transmit control signals to the control board 1303 through the communication mounting hole 2222.

[0193] In one embodiment, such as Figure 6 and Figure 7 As shown, the intermediate housing 200 also includes a partition plate 223, which is used to divide the receiving slot 220 into two sub-slots 224 and 225. One sub-slot 224 is used to accommodate the electrical component 1304, and the other sub-slot 225 is used to accommodate the control board 1303. The first power hole 230 and the first communication hole 240 in the slot wall of each reducer receiving slot 250 are respectively arranged on both sides of the partition plate 223.

[0194] In this embodiment, the partition plate 223 is used to separate the receiving slot 220 into two sub-slots 224 and 225. Sub-slot 224 is used to accommodate the electrical component 1304, and sub-slot 225 is used to accommodate the control board 1303. The partition plate 223 can shield the electrical signals between the electrical component 1304 and the control board 1303, so that the electrical component 1304 in sub-slot 224 will not affect the signal transmission quality of the control board 1303 in sub-slot 225.

[0195] In this embodiment, the first power hole 230 is used to pass through the power connector 101, which is used to electrically connect the electrical component 1304 and the power module 1301. The first communication hole 240 is used to pass through the communication connector 102, which is used to transmit control signals between the control board 1303 and the circuit board 1302. The second power hole 1211 and the second communication hole 1212 in the groove wall of each reducer receiving groove 250 are respectively arranged on both sides of the partition plate 223, which means that the power connector 101 and the communication connector 102 are respectively arranged on both sides of the partition plate 223, so that the electrical signals between the power connector 101 and the communication connector 102 will not interfere with each other, which is beneficial to the normal operation of the dual motor powertrain 10.

[0196] Figure 25 This is another schematic diagram of the integrated housing 100 provided in the embodiments of this application. Figure 26 This is a cross-sectional view of the integrated housing 100 provided in an embodiment of this application.

[0197] In one embodiment, each integrated housing 100 further includes an isolation cavity 260 formed in a portion of the motor housing 110 constituting a wall of the electrical control slot 150, the opening of the isolation cavity 260 facing away from the bottom plate 141 of the connecting plate 140. Figure 25 and Figure 26 As shown, the isolation cavity 260, formed by draft molding, reduces material buildup between the electrical control slot 150 and the motor housing 110, preventing coolant from seeping between them. It also prevents heat from the motor housing 110 from being transferred to the electrical control slot 150 through the sidewalls of the integrated housing 100, thus avoiding heat loss from the dual-motor controller 13. Draft molding of the isolation cavity 260 also reduces the weight of the integrated housing 100, saving on die-casting material. The isolation cavity 260, formed by draft molding, has relatively rough sidewalls, making it easier to form a denser surface, thus maintaining the structural strength and density of the integrated housing 100, motor housing 110, and electrical control slot 150.

[0198] In one embodiment, such as Figure 25 As shown, each integrated housing 100 also includes multiple openings 261 and an axial cavity 270. The axial cavity 270 extends along the axial direction O of the dual-motor powertrain 10. Each opening 261 connects the isolation cavity 260 and the axial cavity 270. The multiple openings 261 prevent water from depositing in the isolation cavity 260. The multiple openings 261 are machined using a cutting tool. The axial cavity 270 can reduce the wall thickness between the motor housing 110 and the electrical control tank 150, thereby reducing weight. It can also isolate the coolant in the motor housing 110 from the coolant in the electrical control tank 150.

[0199] Figure 27 yes Figure 26 A partial enlarged view of the M2 portion of the integrated housing 100.

[0200] In one embodiment, such as Figure 26 and Figure 27As shown, the bottom 154 of the electrical control tank 150 includes an internal channel 154a, which is used to transport coolant. The coolant is used to cool the power module 1301 and bus capacitor 1306 of the dual motor controller 13. An isolation cavity 260 is formed between the internal channel 154a of the bottom 154 and the inner wall of the motor housing 110, so that the isolation cavity 260 isolates the coolant in the internal channel 154a of the bottom 154 from the coolant in the motor housing 110. The coolant in the motor housing 110 is oil, and the coolant in the internal channel 154a of the bottom 154 is cooling water. The isolation cavity 260 prevents oil and water from seeping between the electrical control tank 150 and the motor housing 110.

[0201] The dual-motor powertrain and electric vehicle provided in the embodiments of this application have been described in detail above. Specific examples have been used to illustrate the principles and embodiments of this application. The description of the embodiments above is only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in specific embodiments and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A dual-motor powertrain, characterized in that, The dual-motor powertrain includes two drive motors, two reducers, and a dual-motor controller. The two reducers are arranged between the two drive motors along the axial direction of the dual-motor powertrain. The overall housing of the dual-motor powertrain includes two integrated housings and an intermediate housing. Each integrated housing includes a motor housing, a reducer housing, and a connecting plate. Each motor housing is used to fix the stator of one drive motor and to house the rotor of one drive motor. Each reducer housing is used to house the gear shaft assembly of one reducer. The reducer housings of the two integrated housings are respectively fixed to two sides of the intermediate housing, wherein: The dual-motor controller includes an electrical component, a control board, two power modules, and two circuit boards. The electrical component is used to receive DC power output from the power battery and to supply DC power to the two power modules respectively. Each power module is used to supply AC power to one of the drive motors. The control board is used to receive signals from the vehicle and to output signals to the two circuit boards. The intermediate housing includes a receiving groove recessed toward the gap between the two reducers. The receiving groove includes a partition plate for dividing the receiving groove circumferentially along the dual-motor powertrain. The spaces on both sides of the partition plate circumferentially along the dual-motor powertrain are respectively used to accommodate the electrical components and the control board. Each of the connecting plates is used to enclose a portion of the outer peripheral wall of one of the motor housings and a portion of the outer peripheral wall of one of the integrated housings to form an electrical control slot, each of the electrical control slots being used to accommodate one of the power modules and one of the circuit boards.

2. The dual-motor powertrain according to claim 1, characterized in that, The opening of each of the electrical control slots faces the same direction as the opening of the receiving slot.

3. The dual-motor powertrain according to claim 1, characterized in that, The intermediate housing includes two first power holes, and the outer wall of each portion of the reducer housing includes a second power hole. The two first power holes communicate with the receiving groove, and the second power hole of each reducer housing communicates with an electronic control groove, wherein: Along the axial direction of the dual-motor powertrain, a first power hole is used to align with a second power hole, and the aligned first power hole and the second power hole are used to pass through a power connector for electrically connecting the electrical component and the power module.

4. The dual-motor powertrain according to claim 1, characterized in that, The intermediate housing includes two first communication holes, and the outer wall of each portion of the reducer housing includes a second communication hole. The two first communication holes communicate with the receiving groove, and the second communication hole of each reducer housing communicates with an electronic control groove, wherein: Along the axial direction of the dual-motor powertrain, a first communication hole is used to align with a second communication hole, and a first communication hole and a second communication hole that are aligned are used to pass through a communication connector, the communication connector being used to electrically connect the control board and the circuit board.

5. The dual-motor powertrain according to any one of claims 1-4, characterized in that, The dual-motor controller further includes two sets of output copper busbars, each set of output copper busbars including three output copper busbars, the three output copper busbars being used to electrically connect one of the power modules and the stator winding of the drive motor, and the outer wall of each portion of the reducer housing including a set of three-way interconnected holes, each set of three-way interconnected holes including at least one three-way interconnected hole, each set of three-way interconnected holes being used to pass through one set of output copper busbars.

6. The dual-motor powertrain according to any one of claims 1-4, characterized in that, The dual-motor controller further includes two sets of output copper busbars, each set of output copper busbars including three output copper busbars, the three output copper busbars being used to electrically connect one of the power modules and the stator winding of the drive motor, each of the connection plates including a set of three-way interconnects, each set of three-way interconnects including at least one three-way interconnect, each set of three-way interconnects being used to pass through one set of output copper busbars.

7. The dual-motor powertrain according to any one of claims 1-4, characterized in that, The dual-motor controller further includes two sets of output copper busbars, each set of output copper busbars including three output copper busbars, the three output copper busbars being used to electrically connect one of the power modules and the stator winding of the drive motor. The outer wall of a portion of the reducer housing of one of the integrated housings includes a set of three-way interconnected holes, and a connecting plate of another integrated housing includes another set of three-way interconnected holes. Each set of three-way interconnected holes includes at least one three-way interconnected hole, and each set of three-way interconnected holes is used to pass through one set of output copper busbars.

8. The dual-motor powertrain according to claim 5, characterized in that, Each group of three interconnected holes includes three three interconnected holes, which are respectively used to pass through the three output copper busbars of each group of output copper busbars. The arrangement directions of the three three interconnected holes intersect the axial direction of the dual-motor powertrain, or the three three interconnected holes are arranged at intervals along the axial direction of the dual-motor powertrain.

9. The dual-motor powertrain according to claim 6, characterized in that, Each group of three interconnected holes includes three three interconnected holes, which are respectively used to pass through the three output copper busbars of each group of output copper busbars. The arrangement directions of the three three interconnected holes intersect the axial direction of the dual-motor powertrain, or the three three interconnected holes are arranged at intervals along the axial direction of the dual-motor powertrain.

10. The dual-motor powertrain according to claim 7, characterized in that, Each group of three interconnected holes includes three three interconnected holes, which are respectively used to pass through the three output copper busbars of each group of output copper busbars. The arrangement directions of the three three interconnected holes intersect the axial direction of the dual-motor powertrain, or the three three interconnected holes are arranged at intervals along the axial direction of the dual-motor powertrain.

11. The dual-motor powertrain according to any one of claims 1-4 and 8-10, characterized in that, The outer peripheral wall of the motor housing and the outer peripheral wall of the reducer housing respectively form two groove walls of the electrical control groove. The connecting plate includes a bottom plate and two side plates, which are the other two groove walls of the electrical control groove. The bottom plate and the other outer peripheral wall of the reducer housing form the bottom of the electrical control groove. One of the side plates is arranged opposite to a portion of the outer wall of the reducer housing along the axial direction of the dual-motor powertrain, and the other side plate is opposite to a portion of the outer peripheral wall of the motor housing.

12. The dual-motor powertrain according to claim 11, characterized in that, The length of the other side plate along the axial direction of the dual-motor powertrain is less than or equal to the sum of the lengths of one motor housing and one reducer housing connected thereto; Along the arrangement direction of the other side plate and the portion of the outer peripheral wall of the motor housing, the length of the side plate is less than the length of the reducer housing.

13. The dual-motor powertrain according to claim 11, characterized in that, The length of one side plate is less than the length of the other side plate, or the length of one side plate is greater than the length of the other side plate.

14. The dual-motor powertrain according to any one of claims 1-4, 8-10, 12, and 13, characterized in that, The two sides of the intermediate housing each include two reducer receiving slots, the openings of the two reducer receiving slots being opposite to each other along the axial direction of the dual-motor powertrain. Each reducer receiving slot is used to enclose a reducer housing of the integrated housing to form a reducer cavity, and each reducer cavity is used to accommodate a gear shaft assembly of the reducer, wherein: Each of the reducers includes an output wheel, the radius of which is greater than the radius of any other gear in the reducer, the output wheel being used for drive connection of a wheel, and each reducer receiving groove being used to receive at least a portion of the output wheel, a portion of which is recessed toward the gap between the output wheels of the two reducers.

15. The dual-motor powertrain according to claim 11, characterized in that, The two sides of the intermediate housing each include two reducer receiving slots, the openings of the two reducer receiving slots being opposite to each other along the axial direction of the dual-motor powertrain. Each reducer receiving slot is used to enclose a reducer housing of the integrated housing to form a reducer cavity, and each reducer cavity is used to accommodate a gear shaft assembly of the reducer, wherein: Each of the reducers includes an output wheel, the radius of which is greater than the radius of any other gear in the reducer, the output wheel being used for drive connection of a wheel, and each reducer receiving groove being used to receive at least a portion of the output wheel, a portion of which is recessed toward the gap between the output wheels of the two reducers.

16. The dual-motor powertrain according to claim 14, characterized in that, Each of the reducers further includes an input wheel and an intermediate wheel, the input wheel being used for drive-connection to the motor shaft of one of the drive motors, and the intermediate wheel being used for drive-connection between the input wheel and the output wheel, wherein: Another portion of the receiving groove is recessed radially toward the input wheel and the intermediate wheel of the two reducers along the dual-motor powertrain.

17. The dual-motor powertrain according to claim 15, characterized in that, Each of the reducers further includes an input wheel and an intermediate wheel, the input wheel being used for drive-connection to the motor shaft of one of the drive motors, and the intermediate wheel being used for drive-connection between the input wheel and the output wheel, wherein: Another portion of the receiving groove is recessed radially toward the input wheel and the intermediate wheel of the two reducers along the dual-motor powertrain.

18. The dual-motor powertrain according to any one of claims 1-4, 8-10, 12-13, and 15-17, characterized in that, The intermediate housing also includes two circumferential plates, which are distributed circumferentially at intervals along the dual-motor powertrain. Each circumferential plate is fixedly connected to the outer side of the groove wall of the two reducer receiving slots. The two circumferential plates are used to enclose the outer side of the groove wall of the two reducer receiving slots to form the receiving slot.

19. An electric vehicle, characterized in that, The electric vehicle includes a frame, a power battery, and a dual-motor powertrain as described in any one of claims 1-18, wherein the frame is used to fix the power battery and the dual-motor powertrain, the power battery is used to electrically connect to one of the electrical components of the dual-motor powertrain, and each of the drive motors is used to drive a wheel through one of the reducers.

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