Distributed double-electric drive assembly, transmission assembly and vehicle

Abstract

The invention provides a distributed double-motor drive assembly, a transmission assembly and a vehicle. The problem that in the prior art, a double-motor drive structure occupies a large space is solved. The distributed double-electric-drive assembly comprises a first motor, a second motor and a speed reducer, and a first output shaft of the first motor and a second output shaft of the second motor are both inserted into the speed reducer and are in transmission connection with corresponding first transmission shafts. Therefore, a transmission structure of the first motor and the speed reducer and a transmission structure of the second motor and the speed reducer are integrated in the speed reducer, the size of the double-electric-drive assembly in the axial direction can be effectively reduced, and the double-electric-drive assembly can be arranged in a limited space more easily. And meanwhile, as the structures of the first motor, the second motor and the speed reducer are more compact and highly integrated, the power density of the double-electric-drive assembly is higher, fewer materials are used, and the lightweight degree is higher.

Description

Technical Field

[0001] This invention relates to the field of vehicles, specifically to a distributed dual-electric drive assembly, a transmission assembly, and a vehicle. Background Technology

[0002] With the global research and development and production of electric vehicles, sales are increasing and applications are becoming more widespread. The power system of an electric vehicle includes the drive motor and controller that propels it forward, and the high-voltage electrical circuit (power battery) that powers the drive motor. Especially in range-extended electric vehicles, the overall layout is more compact, but the vehicle is larger and heavier, resulting in reduced acceleration performance.

[0003] Furthermore, with the technological advancements in electric vehicles, their drive systems are evolving towards a dual-motor drive model. This means that each of the vehicle's two tires is driven independently by a separate motor, resulting in improved performance. However, dual-motor drive systems require more space, making them less suitable for vehicles with limited space. Summary of the Invention

[0004] In view of this, embodiments of the present invention aim to provide a distributed dual-electric drive assembly, a transmission assembly, and a vehicle.

[0005] In a first aspect, the present invention provides a distributed dual-electric drive assembly, comprising: a first motor including a first stator, a first rotor, and a first housing, the first stator being fixed to the first housing, the first rotor passing through the first stator, the first rotor having a first output shaft rotatably connected to the first housing; a second motor including a second stator, a second rotor, and a second housing, the second stator being fixed to the second housing, the second rotor passing through the second stator, the second rotor having a second output shaft rotatably connected to the first housing; and a reducer including a third housing, two first drive shafts, and two second drive shafts, both of which are rotatably connected to the third housing, the first output shaft being driveably connected to one of the first drive shafts, and the second output shaft being driveably connected to the other first drive shaft, with each drive shaft corresponding to and drively connected to the first drive shaft; wherein the first motor and the second motor are located on opposite sides of the reducer, the first housing and the third housing are fixedly connected, the second housing and the third housing are fixedly connected, and the first output shaft and the second output shaft are inserted into the third housing and drively connected to their respective first drive shafts.

[0006] In one embodiment, the first output shaft and the second output shaft are coaxially arranged.

[0007] In one embodiment, the first output shaft and the second output shaft are rotatably connected by a bearing.

[0008] In one embodiment, two first drive shafts are coaxially arranged and rotatably connected by bearings; and / or, two second drive shafts are coaxially arranged and rotatably connected by bearings; and / or, the first motor further includes a first rear end cover located at the end of the first output shaft opposite to the reducer, and the first rear end cover is integrally formed with the first housing; and / or, the second motor further includes a second rear end cover located at the end of the second output shaft opposite to the reducer, and the second rear end cover is integrally formed with the second housing.

[0009] In one embodiment, the first housing is integrally connected to the third housing, and the second housing is integrally connected to the third housing; and / or, both the first stator and the second stator have three-phase terminals, with the three-phase terminals of the first stator and the second stator located at one end closer to the reducer.

[0010] In one embodiment, the distributed dual-electric drive assembly further includes a lubrication system, with the first motor and the second motor sharing a lubrication system.

[0011] In one embodiment, the first motor further includes a bearing housing, wherein the bearing housing of the first motor near the reducer is disposed within the reducer; and / or, the second motor further includes a bearing housing, wherein the bearing housing of the second motor near the reducer is disposed within the reducer.

[0012] In one embodiment, the oil passage of the reducer is connected to the oil passage of the first motor at a bearing housing located within the reducer in the first motor; and / or, the oil passage of the reducer is connected to the oil passage of the second motor at a bearing housing located within the reducer in the second motor.

[0013] In a second aspect, the present invention provides a transmission assembly including the aforementioned distributed dual-electric drive assembly.

[0014] In a third aspect, the present invention provides a vehicle including the aforementioned transmission assembly.

[0015] In summary, compared with the prior art, the present invention has at least the following advantages: The distributed dual-electric drive assembly of the present invention includes a first motor, a second motor, and a reducer. The first output shaft of the first motor and the second output shaft of the second motor are both inserted into the reducer and are connected to the corresponding first transmission shaft. This integrates the transmission structures of the first motor and the reducer, as well as the transmission structures of the second motor and the reducer, into the reducer, effectively reducing the axial dimension of the dual-electric drive assembly and facilitating its placement within a limited space. Furthermore, with a more compact and highly integrated structure of the first motor, the second motor, and the reducer, the dual-electric drive assembly achieves higher power density, uses less material, and is significantly lighter. Attached Figure Description

[0016] Figure 1 The diagram shown is a simplified structural diagram of a distributed dual-electric drive assembly provided in an embodiment of the present invention.

[0017] Figure 2 The diagram shown is an external structural schematic of a distributed dual-electric drive assembly provided in an embodiment of the present invention, taken from one angle.

[0018] Figure 3 The diagram shown is a schematic diagram of the external structure of a distributed dual-electric drive assembly provided in an embodiment of the present invention from another angle.

[0019] Figure 4 The figure shown is a cross-sectional view of a first output shaft provided in an embodiment of the present invention.

[0020] Figure 5 The diagram shown is a simplified structural diagram of another distributed dual-electric drive assembly provided in an embodiment of the present invention.

[0021] Figure 6 The diagram shown is a simplified structural diagram of a transmission assembly provided in an embodiment of the present invention.

[0022] Explanation of reference numerals in the attached figures: 1. First motor; 11. First housing; 12. First output shaft; 121. Ring structure; 122. Support structure; 13. First rear end cover; 2. Second motor; 21. Second housing; 22. Second output shaft; 221. Groove; 23. Second rear end cover; 3. Reducer; 31. Third housing; 32. First drive shaft; 33. Second drive shaft; 4. Junction box; 5. Half shaft; 6. Tire. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0024] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0025] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. It should be noted that, unless otherwise specified, different features in the embodiments of this application can be combined with each other.

[0026] For certain elements, terms like "above" or "above the vertical" are sometimes used when describing the position of an element in the vertical direction, while "below" or "below the vertical" are used when describing the position of an element in the opposite direction. Furthermore, when using terms like "above," "above the vertical," "below the vertical," or "relative" to define the positional relationship between two elements, this includes not only the state where the two elements are directly adjacent, but also the state where the two elements are separated by gaps or other elements. Additionally, terms like "first," "second," and "third" are used only for distinguishing descriptions and should not be interpreted as indicating or implying relative importance.

[0027] As mentioned earlier, some dual-electric drive structures include two independently driven motors and reducers. Each motor is connected to its corresponding reducer, transmitting torque to different output shafts for independent control of different tire rotations. This allows the vehicle to perform more complex maneuvers, such as U-turns and dynamic vector control.

[0028] Compared to traditional single-electric drive structures, dual-electric drive structures are larger and occupy more space, making them less suitable for vehicles with limited space. This is especially true for range-extended electric vehicles, which require both electric and gasoline-powered drive systems, further reducing the space available for the electric drive system and making it difficult to accommodate a space-constrained dual-electric drive structure.

[0029] To address the aforementioned problems, this application provides a distributed dual-electric drive assembly, including a first motor, a second motor, and a reducer. The first motor and the second motor are located on opposite sides of the reducer. The reducer includes first drive shafts corresponding to the first motor and the second motor respectively. A first housing of the first motor and a second housing of the second motor are fixedly connected to a third housing of the reducer. A first output shaft of the first motor and a second output shaft of the second motor are inserted into the third housing and drivenly connected to their corresponding first drive shafts. In a first aspect, by including first drive shafts corresponding to the first motor and the second motor respectively within the reducer, the reduction structures corresponding to the first motor and the second motor are integrated into a single reducer, effectively reducing the axial space occupied by the reducer. In a second aspect, by inserting the first output shaft of the first motor and the second output shaft of the second motor into the third housing and drivenly connected to their corresponding first drive shafts, the transmission structure between the first motor and the reducer, and between the second motor and the reducer, is simplified. By setting the first motor, the second motor, and the reducer as a highly integrated integral structure, the structural compactness of the dual-electric drive assembly is improved, and the axial dimensions of the dual-electric drive assembly are reduced.

[0030] Based on the above, this application provides a distributed dual-electric drive assembly.

[0031] refer to Figures 1 to 3 The distributed dual-electric drive assembly includes a first motor 1, a second motor 2, and a reducer 3. The first motor 1 and the second motor 2 are located on opposite sides of the reducer 3. The output shaft of the first motor 1 is inserted into the reducer 3 and is connected to one input shaft of the reducer 3. The output shaft of the second motor 2 is inserted into the reducer 3 and is connected to the other input shaft of the reducer 3. The first motor 1 and the second motor 2 are permanent magnet synchronous motors.

[0032] The first motor 1 includes a first stator, a first rotor, and a first housing 11. The first stator is fixed to the first housing 11, and the first rotor passes through the first stator. The first rotor has a first output shaft 12, which is rotatably connected to the first housing 11. The first output shaft 12 is the output shaft of the first motor 1. The end of the first output shaft 12 closer to the reducer 3 is the output end, and the end away from the reducer 3 is the non-output end. A bearing seat is provided inside the first housing 11, and bearing seats are provided at both the output end and the non-output end of the first output shaft 12. Each bearing seat contains a bearing, and the first output shaft 12 is rotatably connected to the bearing seat and the housing through the bearings. The bearings can be rolling bearings or sliding bearings. For example, a sliding bearing includes a bushing and a bearing shell. The bushing is installed on the first output shaft 12 of the rotor, and the bearing shell is installed in the bearing seat. A position sensor is also provided on the first rotor. The position sensor is mainly used to detect the position of the rotor magnetic field relative to the stator windings to achieve electronic commutation. The position sensor can be fixed by a bushing, that is, the position sensor is set between the bushing and the first output shaft 12 to ensure the position accuracy of the position sensor and the first output shaft 12.

[0033] The first rotor is equipped with conductive rings at both the output and non-output ends of the first output shaft 12. The conductive rings are mainly used to stably transmit current, signals or data during rotation and to prevent wires from tangling.

[0034] The first motor 1 also includes a first rear end cover 13, which is located at the end of the first output shaft 12 away from the reducer 3 (i.e., the non-output end). The bearing seat at the non-output end is disposed at the rear end cover. In a specific example of this application, the first rear end cover 13 can be integrally formed with the first housing 11, and the two are not connected by bolts or other structures. This can improve the structural compactness of the first motor 1 and help reduce the size of the first motor 1, especially the axial size of the first motor 1 (i.e., the length direction of the first output shaft 12).

[0035] Besides the first output shaft 12, the first rotor also includes a rotor core, which is fixed to the first output shaft 12. The first output shaft 12 is hollow internally, and a spline is provided at the end of the first output shaft 12 closest to the reducer 3 (i.e., the output end) to facilitate the mounting of gears and other components on the first output shaft 12 for transmission connection with the reducer 3. (Reference) Figure 4The first output shaft 12 has concave annular structures 121 at both ends, and a spoke-type support structure 122 in the middle for supporting and fixing the rotor core. The bearing housing and bearing are placed into the concave annular structures 121 of the first output shaft 12 in the axial direction. There is a certain gap between the bearing bush fixed to the bearing housing and the bushing fixed to the first output shaft 12. As the first output shaft 12 rotates, a lubricating oil film can be formed in the gap between the bushing and the bearing bush, thereby reducing the rotational friction of the first output shaft 12.

[0036] In some possible examples, the bearing housing corresponding to and located at the output end of the first output shaft 12 is fixed inside the reducer 3, and the output end of the first output shaft 12 is directly inserted into the reducer 3 for transmission connection. In this way, the structure of the first motor 1 and the reducer 3 can be simplified, and the difficulty of sealing the first output shaft 12 at the output end can be reduced when the first output shaft 12 is inserted into the reducer 3.

[0037] For example, if the first housing 11 of the first motor 1 and the third housing 31 of the reducer 3 are integrally formed, it is only necessary to ensure the seal at the joint between the first housing 11 and the third housing 31. The oil passages in the reducer 3 and the first motor 1 can be connected at the bearing seat corresponding to the output end of the first output shaft 12. In this case, the first motor 1 and the reducer 3 do not need to be sealed at the first output shaft 12, thus reducing the sealing difficulty of the first motor 1 and the reducer 3.

[0038] The structure of the second motor 2 is the same as that of the first motor 1, and the two are arranged symmetrically with respect to the reducer 3.

[0039] Specifically, the second motor 2 includes a second stator, a second rotor, and a second housing 21. The second stator is fixed to the second housing 21, and the second rotor passes through the second stator. The second rotor has a second output shaft 22, which is rotatably connected to the second housing 21. The second output shaft 22 is the output shaft of the second motor 2. The end of the second output shaft 22 closer to the reducer 3 is the output end, and the end away from the reducer 3 is the non-output end. A bearing seat is provided inside the second housing 21, and bearing seats are provided at both the output end and the non-output end of the second output shaft 22. Each bearing seat contains a bearing, and the second output shaft 22 is rotatably connected to the bearing seat and the housing through the bearings. The bearings can be rolling bearings or sliding bearings. For example, a sliding bearing includes a bushing and a bearing shell. The bushing is installed on the second output shaft 22 of the rotor, and the bearing shell is installed in the bearing seat. A position sensor is also provided on the second rotor. The position sensor is mainly used to detect the position of the rotor magnetic field relative to the stator windings to achieve electronic commutation. The position sensor can be fixed by a bushing, that is, the position sensor is set between the bushing and the second output shaft 22 to ensure the position accuracy of the position sensor and the second output shaft 22.

[0040] The second rotor is equipped with conductive rings at both the output and non-output ends of the second output shaft 22. The conductive rings are mainly used to stably transmit current, signals or data during rotation and to prevent wires from tangling.

[0041] The second motor 2 also includes a second rear end cover 23, which is located at the end of the second output shaft 22 away from the reducer 3 (i.e., the non-output end). The bearing housing at the non-output end is located at the rear end cover. In a specific example of this application, the second rear end cover 23 can be integrally formed with the second housing 21 without being connected by bolts or other structures. This can improve the structural compactness of the second motor 2 and help reduce the size of the second motor 2, especially its axial dimension (i.e., the length direction of the second output shaft 22).

[0042] In addition to the second output shaft 22, the second rotor also includes a rotor core, which is fixed to the second output shaft 22. The second output shaft 22 is hollow inside, and a spline is provided at the end of the second output shaft 22 near the reducer 3 (i.e., the output end) to facilitate the mounting of gears and other components on the second output shaft 22 for transmission connection with the reducer 3. The structure of the second output shaft 22 is the same as that of the first output shaft 12.

[0043] In some possible examples, the bearing housing corresponding to and located at the output end of the second output shaft 22 is fixed inside the reducer 3, and the output end of the second output shaft 22 is directly inserted into the reducer 3 for transmission connection. In this way, the structure of the second motor 2 and the reducer 3 can be simplified, and the difficulty of sealing the output end of the second output shaft 22 can be reduced when the second output shaft 22 is inserted into the reducer 3.

[0044] For example, if the second housing 21 of the second motor 2 and the third housing 31 of the reducer 3 are integrally formed, only the sealing of the joint between the second housing 21 and the third housing 31 is required. The oil passages in the reducer 3 and the second motor 2 can be connected at the bearing housing corresponding to the output end of the second output shaft 22. In this case, the second motor 2 and the reducer 3 do not need to be sealed at the second output shaft 22, thus reducing the sealing difficulty of the second motor 2 and the reducer 3.

[0045] The reducer 3 includes a third housing 31, two first drive shafts 32, and two second drive shafts 33. All three drive shafts are rotatably connected to the third housing 31. A first output shaft 12 is driven by one of the first drive shafts 32, and a second output shaft 22 is driven by the other first drive shaft 32. Each first drive shaft 32 and second drive shaft 33 corresponds to and is driven by a gear. For example, gear transmission may be used between the first output shaft 12 and its corresponding first drive shaft 32, and between the second output shaft 22 and its corresponding first drive shaft 32. Similarly, gear transmission may be used between the first drive shaft 32 and its corresponding second drive shaft 33.

[0046] In some possible examples, one or more intermediate drive shafts may be provided between the first drive shaft 32 and the second drive shaft 33, with the first drive shaft 32 connected to the second drive shaft 33 via an intermediate drive shaft. It is understood that the transmission ratio of the first motor 1 after passing through the reducer 3 is the same as the transmission ratio of the second motor 2 after passing through the reducer 3; that is, the transmission structures in the reducer 3 corresponding to the first output shaft 12 and the second output shaft 22 are identical.

[0047] The first output shaft 12 of the first motor 1 and the second output shaft 22 of the second motor 2 can be coaxially arranged. At this time, the first transmission shaft 32 corresponding to the first output shaft 12 and the second output shaft 22 can also be coaxially arranged, and the second transmission shaft 33 corresponding to the two first transmission shafts 32 can also be coaxially arranged.

[0048] refer to Figure 5The first output shaft 12 and the second output shaft 22 can also be rotatably connected by bearings, thereby improving the support stability of the first output shaft 12 and the second output shaft 22, while ensuring that the rotation of the first output shaft 12 and the second output shaft 22 will not affect each other. For example, the end of the first output shaft 12 near the second output shaft 22 is provided with a groove 221 with a circular bottom surface. The end of the second output shaft 22 near the first output shaft 12 is inserted into the groove 221. The second output shaft 22 and the first output shaft 12 can be rotatably connected at the groove 221 by a rolling bearing or a sliding bearing. Of course, it is understandable that since the ends of the first output shaft 12 and the second output shaft 22 that are close to each other are both located inside the reducer 3, the bearings rotatably connected between the first output shaft 12 and the second output shaft 22 can also be lubricated and cooled by the lubricating oil inside the reducer 3.

[0049] refer to Figure 5 When the two first drive shafts 32 are coaxially arranged, they can be rotatably connected by bearings, thereby improving the stability of the two first drive shafts 32 and preventing interference between them. Simultaneously, the two first drive shafts 32 also have an overlapping area in the axial direction, which helps to reduce the axial size of the reducer 3. The specific method of rotatably connecting the two first drive shafts 32 is the same as the method of rotatably connecting the first output shaft 12 and the second output shaft 22; either a sliding bearing rotatable connection or a rolling bearing rotatable connection can be used.

[0050] Similarly, when the two second drive shafts 33 are coaxially arranged, they can also be rotatably connected by bearings, thereby improving the stability of the two second drive shafts 33 and avoiding interference between them. At the same time, the two second drive shafts 33 also have overlapping areas in the axial direction, which also helps to reduce the axial size of the reducer 3.

[0051] The distributed dual-electric drive assembly also includes a lubrication system, with the first motor 1 and the second motor 2 sharing a single lubrication system. Alternatively, the first motor 1, the second motor 2, and the reducer 3 can also share a single lubrication system for lubrication and cooling, improving lubrication efficiency and reducing the cost of installing the lubrication system. Specifically, as mentioned earlier, the bearing housing of the first motor 1 near the reducer 3 is located inside the reducer 3, allowing the oil passages of the reducer 3 and the first motor 1 to connect at the bearing housing within the reducer 3. Similarly, the bearing housing of the second motor 2 near the reducer 3 is located inside the reducer 3, allowing the oil passages of the reducer 3 and the second motor 2 to connect at the bearing housing within the reducer 3.

[0052] refer to Figure 2 and Figure 3The distributed dual-electric drive assembly also includes a junction box 4, which is located on the same side of the reducer 3, the first motor 1, and the second motor 2. The junction box 4 is situated in the central area corresponding to the reducer 3 in the overall arrangement of the distributed dual-electric drive assembly, and does not occupy the axial space of the first motor 1, the second motor 2, and the reducer 3. Both the first stator and the second stator have three-phase terminals, which are located near the reducer 3 (i.e., the output end). Therefore, the wiring of the three-phase terminals of the first stator and the second stator can be centralized in the central area and directly connected to the junction box 4. Compared to the traditional motor structure where the three-phase terminals are located at the non-output end of the motor, the junction box 4 in this application can be positioned closer to the reducer 3, thereby reducing the axial size of the first motor 1.

[0053] In summary, the distributed dual-electric drive assembly provided in this application has at least the following advantages: (1) The first output shaft 12 of the first motor 1 and the second output shaft 22 of the second motor 2 are both inserted into the reducer 3 and connected to the corresponding first transmission shaft 32. This integrates the transmission structure of the first motor 1 and the reducer 3, as well as the transmission structure of the second motor 2 and the reducer 3, into the reducer 3. This effectively reduces the axial size of the dual electric drive assembly, making it easier to arrange the dual electric drive assembly in a limited space. At the same time, with the more compact and highly integrated structure of the first motor 1, the second motor 2, and the reducer 3, the power density of the dual electric drive assembly is higher, less material is used, and the weight reduction is greater.

[0054] (2) The bearing housings at the output ends of the first motor 1 and the second motor 2 can be housed within the reducer 3, thereby improving the integration of the first motor 1 and the second motor 2 with the reducer 3 and further reducing the axial dimensions of the dual-electric drive assembly. Simultaneously, the oil passages between the first motor 1 and the reducer 3, and between the second motor 2 and the reducer 3, can be connected at the bearing housings within the reducer 3, allowing the first motor 1, the second motor 2, and the reducer 3 to share a single lubrication system for lubrication and cooling, thus improving lubrication efficiency and reducing the cost of installing the lubrication system.

[0055] (3) The first rear end cover 13 of the first motor 1 is integrally set with the first housing 11, and the second rear end cover 23 of the second motor 2 is integrally set with the second housing 21. This helps to improve the structural compactness of the first motor 1 and the second motor 2, and helps to reduce the size of the first motor 1 and the second motor 2 in the axial direction (i.e., the length direction of the second output shaft 22).

[0056] (4) The first output shaft 12 and the second output shaft 22 are both driven by independent first transmission shaft 32 and second transmission shaft 33, with two independent torque output paths and sufficient safety redundancy. Even if one motor fails to work properly, the other motor can still drive it. At the same time, the first motor 1 and the second motor 2 can also be optimized for energy efficiency, and the load can be distributed according to driving needs to reduce the operation of inefficient areas, thereby improving energy utilization efficiency.

[0057] (5) The dual electric drive assembly of this application has flexible adaptability, and the modular design supports rapid expansion (such as increasing the number of drive units) and can also be customized.

[0058] refer to Figure 6 One embodiment of this application also provides a transmission assembly, including the aforementioned distributed dual-electric drive assembly, half-shafts 5, and tires 6. When the second drive shaft 33 serves as the output shaft of the reducer 3, each second drive shaft 33 is connected to one tire 6 via half-shafts 5. In this case, both the first motor 1 and the second motor 2 can drive one tire 6 independently. Generally, the two tires 6 driven by the first motor 1 and the second motor 2 are either two front tires or two rear tires.

[0059] One embodiment of this application also provides a vehicle including one or two of the above-described transmission assemblies. Each motor in this vehicle can independently drive the corresponding tire to rotate, and the rotation speed can be adjusted as needed. This supports functions such as U-turns, dynamic vector control, and millisecond-level dynamic response X-Motion, which helps to improve the vehicle's driving range.

[0060] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0061] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this invention patent should be determined by the appended claims.

Claims

1. A distributed dual-electric drive assembly, characterized in that, include: The first motor (1) includes a first stator, a first rotor and a first housing (11). The first stator is fixed to the first housing (11). The first rotor passes through the first stator. The first rotor has a first output shaft (12). The first output shaft (12) is rotatably connected to the first housing (11). The second motor (2) includes a second stator, a second rotor, and a second housing (21). The second stator is fixed to the second housing (21), and the second rotor passes through the second stator. The second rotor has a second output shaft (22), which is rotatably connected to the first housing (11). The reducer (3) includes a third housing (31), two first drive shafts (32) and two second drive shafts (33). The two first drive shafts (32) and the two second drive shafts (33) are rotatably connected to the third housing (31). The first output shaft (12) is driven to one of the first drive shafts (32), and the second output shaft (22) is driven to the other first drive shaft (32). The first drive shafts (32) and the second drive shafts (33) are one-to-one and driven to each other. The first motor (1) and the second motor (2) are located on opposite sides of the reducer (3), the first housing (11) is fixedly connected to the third housing (31), the second housing (21) is fixedly connected to the third housing (31), the first output shaft (12) and the second output shaft (22) are inserted into the third housing (31) and are connected to the corresponding first transmission shaft (32).

2. The distributed dual-electric drive assembly according to claim 1, characterized in that, The first output shaft (12) and the second output shaft (22) are coaxially arranged.

3. The distributed dual-electric drive assembly according to claim 2, characterized in that, The first output shaft (12) and the second output shaft (22) are rotatably connected by bearings.

4. The distributed dual-electric drive assembly according to claim 1, characterized in that, The two first drive shafts (32) are coaxially arranged, and the two first drive shafts (32) are rotatably connected by bearings; and / or, The two second drive shafts (33) are coaxially arranged, and the two second drive shafts (33) are rotatably connected by bearings; and / or, The first motor (1) further includes a first rear end cover (13), which is located at the end of the first output shaft (12) away from the reducer (3), and the first rear end cover (13) is integrally formed with the first housing (11); and / or, The second motor (2) also includes a second rear end cover (23), which is located at one end of the second output shaft (22) away from the reducer (3), and the second rear end cover (23) is integrally formed with the second housing (21).

5. The distributed dual-electric drive assembly according to claim 1, characterized in that, The first housing (11) is integrally connected to the third housing (31), and the second housing (21) is integrally connected to the third housing (31); and / or, Both the first stator and the second stator have three-phase terminals, and the three-phase terminals of the first stator and the second stator are located at one end close to the reducer (3).

6. The distributed dual-electric drive assembly according to claim 1, characterized in that, The distributed dual-electric drive assembly also includes a lubrication system, and the first motor (1) and the second motor (2) share the same lubrication system.

7. The distributed dual-electric drive assembly according to claim 1, characterized in that, The first motor (1) further includes a bearing housing, wherein the bearing housing of the first motor (1) near the reducer (3) is disposed within the reducer (3); and / or, The second motor (2) also includes a bearing housing, wherein the bearing housing of the second motor (2) near the reducer (3) is disposed within the reducer (3).

8. The distributed dual-electric drive assembly according to claim 7, characterized in that, The oil circuit of the reducer (3) is connected to the oil circuit of the first motor (1) at the bearing seat located inside the reducer (3) in the first motor (1); and / or, The oil circuit of the reducer (3) and the oil circuit of the second motor (2) are connected at the bearing seat in the reducer (3) in the second motor (2).

9. A transmission assembly, characterized in that, Includes the distributed dual-electric drive assembly as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, Includes the drivetrain assembly as described in claim 9.

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