Dual-motor distributed water-cooling electric drive structure

Abstract

The embodiment of the invention provides a dual-motor distributed water-cooling electric drive structure which comprises two sets of motor shells which are symmetrically arranged, and transmission motors are arranged in the two sets of motor shells; one sides of the two sets of motor shells are connected with a speed reducer shell, speed reducers connected with the two sets of transmission motors respectively are arranged in the speed reducer shell, and the speed reducers drive wheels to rotate through output shafts. The other sides of the two sets of motor shells are connected with motor controllers used for controlling the two sets of transmission motors to output rotating speed and torque. And the water cooling mechanism comprises a cooling water path arranged in the motor controller and the motor shell so as to cool the motor controller and the transmission motor. Four-wheel drive is achieved, the heat dissipation requirement of motor electric control is met by applying a low-power electric drive system and a set of water cooling system, a low-cost distributed drive scheme is provided, and the requirements for safety, motility and economical efficiency of the household car market are met.

Description

TECHNICAL FIELD

[0001] The embodiment of the present application relates to the field of automobile driving technology, and particularly relates to a double-motor distributed water-cooled electric drive structure. BACKGROUND

[0002] With the development of the automobile industry, people have higher requirements for the quality of automobiles, and four-wheel drive technology that is safer, more comfortable, more economical and more fun to drive is gradually sinking from high-end models to family cars. The four-wheel drive form of traditional fuel vehicles is mainly centralized driving (that is, one engine power source), which divides the power through a split device or a coupling device to transmit a part of the power to other drive axles. Due to the principle of "differential speed and not differential torque" of the differential, the driving torque transmitted by the engine can only be evenly distributed to the two sides of the wheels. Compared with the traditional mid-mounted driving system, the distributed driving system cancels the torque transmission of the intermediate differential, so that the electric motor directly drives the wheels, the transmission chain is simpler and more compact, and electronic differential control is realized, the drive wheels are controlled individually, the turning radius of the whole vehicle is reduced, and problems such as rear wheel steering follow-up are solved; the driving / braking torque of each wheel is independently controlled, which is beneficial to the accurate control of the torque of each wheel in unstable conditions; in addition, the distributed electric drive can accurately feedback the wheel speed and driving torque through the state characteristics such as voltage and current, and provide good basic conditions for the fusion of multiple information units of the vehicle; through individual control of the drive wheels, the whole vehicle can realize crab walking, U-turn and other functions, and enrich the application scenarios of the whole vehicle.

[0003] Another form of distributed driving is to use hub motors, wheel motors or hub hydraulic motors placed in each wheel to directly drive the vehicle. Distributed driving can easily realize four-wheel drive, and generally the hub motor is placed in the wheel to directly drive the wheel without excessive transmission system, so the structure is simple, the space occupation is small, and the transmission efficiency is high, but the hub motor has the technical bottlenecks of low power density, poor reliability due to harsh working environment, and reduced vehicle ride comfort due to increased unsprung mass.

[0004] The existing double-motor distributed electric drive (also an axial flux distributed electric drive, which also has the following problems) adopts oil-cooled motors and water-cooled motor controllers, and has two sets of cooling systems, which are complex in design and have oil coolers, oil pumps and oil filters. Not only is the cost high, but also the size of the whole system is large, which cannot meet the characteristics of application on small vehicles. SUMMARY

[0005] The embodiment of the application provides a double-motor distributed water-cooled electric drive structure, relates to the vehicle driving technical field, realizes four-wheel drive, applies a low-power electric drive system, applies a water-cooled system to meet the heat dissipation demand of motor electric control, provides a low-cost distributed drive scheme, and meets the safety, mobility and economy demand of a household vehicle market.

[0006] In the first aspect, the embodiment of the application provides a double-motor distributed water-cooled electric drive structure, including two groups of motor housings arranged symmetrically, and two groups of transmission motors arranged in the two groups of motor housings; One side of the two groups of motor housings is connected with a reducer housing, the reducer housing is provided with reducers connected with the two groups of transmission motors respectively, and the reducers drive wheels to rotate through output shafts; The other side of the two groups of motor housings is paved with motor controllers, two sets of power devices are arranged in the housings of the motor controllers, and the two sets of power devices are used for controlling the output rotating speed and torque of the two groups of transmission motors; and A water cooling mechanism is arranged in the motor controller and the motor housing, and is used for cooling the motor controller and the transmission motor.

[0007] In the embodiment of the application, the control machine is integrated and arranged on the motor housing, the cooling pipelines and the wire harness between the motor controller and the transmission motor are reduced, the reducer housing is used for connecting the two groups of motor housings, the reducer housing is directly formed by casting, can directly contain two sets of reducers, the space occupied by the reducers can be reduced, the cost of the housings required by the two sets of reducers can be reduced, and the axial space is reduced.

[0008] Optionally, the motor controller is provided with a water inlet, the motor housing is provided with a water outlet, and the cooling water channel is connected between the water inlet and the water outlet.

[0009] In the embodiment of the application, the cooling water enters the water inlet of the motor controller, cools the power device in the controller, and then enters the motor housing, the cooling water channel adopts the electric drive structure, the pipeline design of the oil cooling structure can be reduced, and cost reduction and space arrangement are facilitated.

[0010] Optionally, the cooling water channel in the motor housing is arranged in a spiral manner.

[0011] In the embodiment of the application, the cooling liquid flows through the multiple-layer spiral pipelines in sequence, and effective heat dissipation of the transmission motor is ensured.

[0012] Optionally, the motor housing is provided with a transition water inlet, the motor controller is provided with a transition water outlet, and the transition water inlet and the transition water outlet are connected through a branch pipe.

[0013] In the embodiment of the present application, the cooling water path between the motor controller and the motor shell can be disconnected through the transition water outlet and the transition water inlet, which is beneficial for later maintenance or replacement.

[0014] Optionally, the two groups of transmission motors are arranged along the axial direction of the motor shell, and the transmission motor comprises a rotor assembly and a stator assembly sleeved outside the rotor assembly, and the cooling water path surrounds the outside of the stator assembly.

[0015] Optionally, the motor controller is connected to the stator assemblies of the two groups of transmission motors through three-phase lines.

[0016] Optionally, the side of the two groups of motor shells is further connected with a three-phase connection mounting seat, the three-phase connection mounting seat is provided with a three-phase copper bar, and the three-phase line is connected to the three-phase copper bar.

[0017] In the embodiment of the present application, the controller connects the stator assemblies on both sides through three-phase lines, which is used to control the output speed and torque of the left and right transmission motors respectively. The motor controller is laid on the top of the motor shell, and two sets of power devices are arranged on the shell to control the double motors respectively. This arrangement can utilize the space on the upper end of the shell, reduce the axial space of the motor, and the overall arrangement can reduce the axial space by about 80 mm.

[0018] Optionally, the end of the two groups of motor shells is further provided with a sealingly connected end cover shell.

[0019] Optionally, the three-phase line penetrates through the end cover shell and extends into the motor shell, and is connected with the stator rotor.

[0020] In the embodiment of the present application, the end cover shell is arranged at the end of the two groups of motor shells, provides space for the transmission motor and the electric control communication wire harness and the three-phase copper bar, and is connected with the motor shell to form a seal. The end cover shell is provided with a mounting bracket outside to provide support for the assembly.

[0021] Optionally, the two groups of reducers each comprise an input shaft, an intermediate shaft and an output shaft. The input shaft is connected with the motor shaft of the two groups of transmission motors respectively, the intermediate shaft is engaged between the input shaft and the output shaft, and the output shaft is connected with a driving shaft to drive the wheels.

[0022] In the embodiment of the present application, the two groups of reducers serve the purpose of speed reduction and torque increase, and the two sets of reducers are independent of each other, so that the output of the wheels on both sides can be controlled separately. BRIEF DESCRIPTION OF DRAWINGS

[0023] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the embodiments will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the present application, and all other drawings obtained by those of ordinary skill in the art without creative effort based on these drawings are within the protection scope of the present application.

[0024] Figure 1 A schematic diagram of a double-motor distributed water-cooled electric drive structure provided by the embodiments of the present application is shown in FIG. 1. Figure 2 A cross-sectional schematic diagram of the double-motor distributed water-cooled electric drive structure provided by the embodiments of the present application is shown in FIG. 2. Figure 3 A side view schematic diagram of the double-motor distributed water-cooled electric drive structure provided by the embodiments of the present application is shown in FIG. 3. Figure 4 A structure schematic diagram of a three-phase copper bar provided by the embodiments of the present application is shown in FIG. 4. Figure 5 A connection schematic diagram of a three-phase wire provided by the embodiments of the present application is shown in FIG. 5. Figure 6 A circulation schematic diagram of a cooling water path in a motor shell provided by the embodiments of the present application is shown in FIG. 6.

[0025] Legend of reference signs: 1, motor shell; 2, reducer shell; 3, motor controller; 4, end cover shell; 51, water inlet; 52, transition water inlet; 521, first pipeline; 522, second pipeline; 523, third pipeline; 524, fourth pipeline; 53, water outlet; 61, input shaft; 62, intermediate shaft; 63, output shaft; 7, three-phase connection mounting seat; 71, three-phase copper bar; 72, three-phase wire. DETAILED DESCRIPTION

[0026] In order to better understand the technical solutions of the present application, the embodiments of the present application will be described in detail below with reference to the drawings.

[0027] It should be clear that the described embodiments are only some of the embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present application.

[0028] The terms used in the embodiments of the present application are only for the purpose of describing the specific embodiments, and are not intended to limit the present application. The singular forms "a", "an" and "the" used in the embodiments of the present application and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise.

[0029] The existing double-motor distributed electric drive (another axial flux distributed electric drive also has the following problems) adopts oil-cooled motors and water-cooled motor controllers, and has two sets of cooling systems. The cooling system design is complex, and has an oil cooler, an oil pump, an oil filter and other components, which not only has high cost, but also causes the entire system to have large size, and cannot meet the characteristics of application on small vehicles.

[0030] Therefore, according to the double-motor distributed water-cooled electric drive structure shown in Figures 1 to 6 The embodiment of the present application provides a double-motor distributed water-cooled electric drive structure, which comprises two groups of motor housings 1 arranged symmetrically, and two groups of transmission motors arranged in the two groups of motor housings 1. One side of the two groups of motor housings 1 is connected with a reducer housing 2, the reducer housing 2 is provided with reducers connected with the two groups of transmission motors respectively, and the reducers drive the wheels to rotate through output shafts 63. The other side of the two groups of motor housings 1 is paved with a motor controller 3, two sets of power devices are arranged in the housing of the motor controller 3, and the two sets of power devices are used to control the output rotating speed and torque of the two groups of transmission motors. The water cooling mechanism comprises a cooling water path arranged in the motor controller 3 and the motor housing 1, and is used to cool the motor controller 3 and the transmission motor.

[0031] In the embodiment of the present application, the control machine is integrated and arranged on the motor housing 1, the cooling pipelines and wire harnesses between the motor controller 3 and the transmission motor are reduced, the reducer housing 2 is used for connecting the two groups of motor housings 1, the reducer housing 2 is directly formed by casting, can directly contain two sets of reducers, can reduce the space occupied by the reducers, and can reduce the cost of the housings required by the two sets of reducers, and is beneficial to the reduction of the axial space.

[0032] Specifically, the two groups of motors and the reducers are arranged side by side, the structure is compact, the lateral space of the vehicle is fully utilized, and the structure is particularly suitable for front-drive or rear-drive platforms of pure electric vehicles, and a complex transmission shaft is not needed. The double-motor, the reducer and the controller are integrated into a whole module, the connecting members and supports between independent components are reduced, the total volume and weight of the system are greatly reduced, and therefore a very high power density is realized.

[0033] The cooling water path covers the motor controller 3 and the transmission motor, and realizes unified and efficient cooling of the two core heat sources.

[0034] The cooling of the motor controller 3 (containing high-power elements such as IGBT) can guarantee the continuous output current capacity of the motor controller 3 and prevent the motor controller 3 from being de-rated due to overheating. The cooling of the motor winding and the iron core can effectively control the temperature rise of the motor and guarantee the long-time running capacity of the motor under high peak power.

[0035] Allowing the transmission motor and controller to operate at higher, more sustained power improves vehicle acceleration and hill climbing performance. Low-temperature operating conditions significantly delay the aging of insulation materials and reduce the risk of permanent magnet demagnetization, thereby extending the service life of the entire electric drive system.

[0036] In some embodiments, the motor controller 3 is provided with a water inlet 51, and the motor housing 1 is provided with a water outlet 53, and the cooling water circuit is connected between the water inlet 51 and the water outlet 53.

[0037] In the embodiments of the present application, the cooling water enters the water inlet 51 of the motor controller 3, cools the internal power devices of the controller, and then enters the motor housing 1. The cooling water circuit uses an electric drive structure, which can reduce the design of the oil cooling structure pipeline, and is conducive to cost reduction and space arrangement. Specifically, the flow path of the cooling liquid is: low-temperature cooling liquid → water inlet 51 → motor controller 3 → motor housing 1 → water outlet 53 → high-temperature cooling liquid. The most critical and fragile components, the motor controller 3 (especially the IGBT power chip therein), are preferentially cooled. The motor controller 3 is an electronic component that is extremely sensitive to temperature, and its maximum allowable operating temperature is usually lower than that of the motor winding. Letting the coolest cooling liquid flow through the controller first can provide the strongest and most effective cooling for it, ensuring that it operates in the optimal temperature range, ensuring control accuracy and reliability, and preventing output power from being reduced due to overheating. The heat capacity and temperature resistance of the transmission motor itself are relatively high. After absorbing the heat of the controller, the temperature of the cooling liquid will rise, but it is still sufficient to effectively remove the large amount of heat generated by the motor during operation. This "cool first, then hot" series connection method uses a set of water circuits to scientifically solve the cooling problem of two components with different temperature resistance levels, maximizing cooling efficiency.

[0038] The entire integrated electric drive system (including the controller and the dual motor) only needs to connect one inlet and one outlet to the external water pipes. This greatly simplifies the interface with the vehicle cooling system and reduces the number of pipelines, connectors, and quick connectors.

[0039] Fewer pipelines and interfaces mean fewer potential cooling liquid leakage risks, improving the sealing reliability of the system. Simplifying the piping and reducing the number of components directly leads to a reduction in material and assembly costs.

[0040] The cooling water circuit is completely built into the controller and the motor housing 1 and is connected in series through structural design. This allows the electric drive assembly to be a complete module, and the heat inside the module can be managed as a whole. The vehicle thermal management system only needs to control the flow and temperature of one cooling circuit, making the strategy simpler and more efficient. The water pump speed and radiator fan can be adjusted uniformly according to the overall heating situation of the electric drive assembly to achieve optimal energy efficiency.

[0041] In some embodiments, the cooling water path in the motor housing 1 is arranged in a spiral manner. According to Figure 6 As shown in the figure, it is a circulation diagram of the cooling water path in the motor housing 1 provided by the embodiment of the application. In the figure, the first pipeline 521 is connected with the water inlet of the motor housing 1, the fourth pipeline 524 is connected with the water outlet 53 of the motor housing 1, and the cooling liquid flows from the first pipeline 521, sequentially flows through the second pipeline 522, the third pipeline 523 and the fourth pipeline 524 in a spiral manner, and then flows out from the water outlet 53 of the motor housing 1.

[0042] In the embodiment of the application, the cooling liquid sequentially flows through the multiple spiral pipelines, which ensures the effective heat dissipation of the transmission motor. Compared with a simple straight-through or annular water channel, the spiral water path extends along the axial direction of the motor housing 1 in a meandering manner, which is like that the transmission motor is worn with a closely fitted “cooling vest”. This significantly increases the contact area between the cooling liquid and the metal wall of the motor housing 1. According to the basic principle of heat transfer, the greater the heat transfer area, the more heat is transferred per unit time. This means that the huge heat generated by the motor during operation (mainly from the winding copper loss and the iron core iron loss) can be taken away by the cooling liquid more quickly and fully, thereby directly and effectively reducing the core working temperature of the motor. The spiral water path can continuously and uniformly cover the entire outer surface of the motor stator. The path of the cooling liquid almost traverses every part corresponding to the stator core.

[0043] When the motor is running at high speed and under heavy load, the temperature distribution inside the motor is not uniform, and “hot spots” are easily generated. Local overheating can damage the insulation material and cause the permanent magnet to demagnetize, which is one of the main reasons for the damage of the motor. The spiral water path greatly reduces the cooling dead angle, ensures the uniformity of the overall temperature of the motor, and greatly improves the reliability and continuous output capability of the peak power of the motor.

[0044] In some embodiments, a transition water inlet 52 is arranged on the motor housing 1, a transition water outlet is arranged on the motor controller 3, and the transition water inlet 52 and the transition water outlet are connected through a branch pipe.

[0045] In the embodiment of the application, the transition water outlet and the transition water inlet 52 enable the cooling water path between the motor controller 3 and the motor housing 1 to be disconnected, which is beneficial to the later maintenance or replacement.

[0046] In some embodiments, the two sets of transmission motors are arranged along the axial direction of the motor housing 1, and the transmission motor comprises a rotor assembly and a stator assembly sleeved outside the rotor assembly, and the cooling water path is arranged outside the stator assembly. The stator winding and the iron core, which are the main heat sources of the motor, are in a cylindrical structure. The spiral water path is highly matched with the shape of the cylindrical heat source, forming the shortest and most direct heat conduction path. The heat generated from the inside of the stator can be quickly taken away by the cooling liquid flowing through the outer wall of the housing through the iron core and the housing. This low-thermal-resistance design makes the heat conduction efficiency of the motor very high, reduces the accumulation of internal heat, and makes the cooling system respond faster to suppress the temperature rise of the motor.

[0047] In some embodiments, the motor controller 3 is connected to the stator assemblies of the two sets of transmission motors through three-phase wires 72. The controller can accurately and quickly instruct the left and right motors to output different sizes of torque. This is the physical basis for realizing torque vector control. When the vehicle is turning, the system can apply a larger driving torque to the outside wheels to generate a yaw moment that helps the vehicle turn, thereby significantly improving the handling sensitivity and cornering limit of the vehicle. Without the traditional mechanical differential, the differential function of the left and right wheels can be naturally realized by fine-tuning the rotational speed of the two motors, simplifying the mechanical structure.

[0048] In some embodiments, the side of the two sets of motor housings 1 is also connected with a three-phase connection mounting seat 7, and the three-phase connection mounting seat 7 is provided with a three-phase copper bar 71, and the three-phase wire 72 is connected to the three-phase copper bar 71. Compared with directly using flexible cables and connectors, the three-phase copper bar 71 is firmly installed on the dedicated three-phase connection mounting seat 7. This mechanical fixing method avoids the problems of looseness, wear or poor contact of the cable connector that may occur under long-term vibration of the vehicle, and the connection is extremely stable. The copper bar has the characteristics of large surface area and sufficient cross-sectional area, and can carry the large current (up to several hundred amperes) required by the drive motor, and has low resistance and small heat generation. This ensures high efficiency and high reliability in the process of electric energy transmission, and avoids failures caused by overheating of the connection point. The connection of the motor, the controller and the three-phase copper bar 71 can be pre-assembled and tested as a sub-module. During final assembly, only the entire electric drive assembly needs to be installed in place, and then the three-phase copper bar 71 is fastened to the mounting seat with bolts, greatly simplifying the final assembly process and improving production efficiency. When one of the components (such as the motor or controller) needs to be repaired or replaced, the electrical connection can be disconnected by unscrewing the bolts, which is simple and standard, avoiding the trouble of handling messy wire harnesses and reducing the difficulty and working hours of maintenance.

[0049] In the embodiments of the present application, the controller connects the two stator assemblies through the three-phase line 72 to control the output speed and torque of the left and right two transmission motors respectively. The motor controller 3 is arranged above the motor housing 1, and two sets of power devices are arranged in the housing to control the double motors. This arrangement can utilize the space at the upper end of the housing, reduce the axial space of the motor, and the overall arrangement can reduce the axial space by about 80mm.

[0050] In some embodiments, the end of the two sets of motor housings 1 is also provided with a sealingly connected end cover housing 4. The end cover is sealingly connected with the motor housing 1 to form a closed space together, which isolates the precise stator winding and rotor assembly from the external environment, effectively preventing dust, water vapor, metal debris and other pollutants from entering the motor. This is a basic prerequisite for ensuring long-term stable operation of the motor.

[0051] In some embodiments, the three-phase line 72 extends into the motor housing 1 through the end cover housing 4 and is connected with the stator rotor. The introduction point of the three-phase line 72 is arranged on the end cover, which is conducive to the regularity of the internal wiring of the motor. After the cable is introduced from the end cover, it can be connected to the outgoing end of the stator winding in the shortest path, which is compact and reliable. By using sealing rings, potting glue or sealing glands and other structures at this position, the sealing of the three-phase line 72 can be ensured, so that the entire motor can achieve IP67 or even IP6K9K and other high protection levels. This means that the motor can withstand the washing of a high-pressure water gun and short-term immersion, and adapt to harsh vehicle operating environments.

[0052] In the embodiments of the present application, the end cover housing 4 is arranged at the end of the two sets of motor housings 1 respectively, providing space for the transmission motor and the communication line bundle and three-phase copper bar 71 of the electric control, and being connected with the motor housing 1 to form a seal. The end cover housing 4 is provided with a mounting bracket outside to provide support for the assembly.

[0053] In some embodiments, the two sets of reducers each include an input shaft 61, an intermediate shaft 62 and an output shaft 63. The input shaft 61 is connected with the motor shaft of the two sets of transmission motors respectively, the intermediate shaft 62 is engaged between the input shaft 61 and the output shaft 63, and the output shaft 63 is connected with the driving shaft to drive the wheels.

[0054] In the embodiments of the present application, the two groups of reducers serve the purpose of reducing speed and increasing torque, and the two sets of reducers are independent of each other and can control the output of the wheels on both sides independently. Specifically, the single-stage gear reduction can only achieve a limited reduction ratio. By introducing the intermediate shaft 62, two or more gear pairs can be constructed (the input shaft 61 and the intermediate shaft 62 mesh as the first stage, and the intermediate shaft 62 and the output shaft 63 mesh as the second stage). The total reduction ratio is equal to the product of the reduction ratios of each stage. This structure can easily achieve a large total reduction ratio (for example, the first stage reduction ratio is 5, the second stage is 4, and the total reduction ratio is 20), thereby efficiently converting the high speed and low torque of the motor into the low speed and high torque required by the wheels, perfectly matching the driving requirements of electric vehicles. Since the two motors can be independently controlled in terms of speed and torque, when the vehicle turns, there is no need for a traditional mechanical differential, and the system can achieve electronic differential by directly controlling the speed difference of the left and right motors. This three-shaft structure of the reducer provides an ideal mechanical carrier for the independent input and collaborative output of the two power sources.

[0055] The above only describes the preferred embodiments of the present specification and does not limit the present specification. Any modification, equivalent replacement, improvement, etc. within the spirit and principle of the present specification shall be included in the protection scope of the present specification.

Claims

1. A dual-motor distributed water-cooled electric drive structure, characterized in that, The motor housing includes two groups of symmetrically arranged motor housings, and a transmission motor is arranged in each of the two groups of motor housings; One side of the two groups of motor housings is connected with a reducer housing, and a reducer connected with the two groups of transmission motors is arranged in the reducer housing, and the reducer drives the rotation of the wheels through an output shaft; The other side of the two groups of motor housings is paved with a motor controller, and two sets of power devices are arranged in the housing of the motor controller for controlling the output rotation speed and torque of the two groups of transmission motors, respectively; and A water cooling mechanism is arranged in the motor controller and the motor housing to cool the motor controller and the transmission motor.

2. The dual-motor distributed water-cooled electric drive structure according to claim 1, characterized in that, The motor controller is provided with a water inlet, and the motor housing is provided with a water outlet, and the cooling water channel is connected between the water inlet and the water outlet.

3. The dual-motor distributed water-cooled electric drive structure according to claim 2, characterized in that, The cooling water channel arranged in the motor housing is arranged in a spiral manner.

4. The dual-motor distributed water-cooled electric drive structure according to claim 3, characterized in that, The motor housing is provided with a transition water inlet, and the motor controller is provided with a transition water outlet, and the transition water inlet and the transition water outlet are connected through a branch pipe.

5. The dual-motor distributed water-cooled electric drive structure according to any one of claims 1 to 4, characterized in that, The two groups of transmission motors are arranged along the axial direction of the motor housing, and the transmission motor includes a rotor assembly and a stator assembly sleeved outside the rotor assembly, and the cooling water channel is arranged outside the stator assembly.

6. The dual-motor distributed water-cooled electric drive structure according to claim 5, characterized in that, The motor controller is connected with the stator assembly of the two groups of transmission motors through three-phase lines.

7. The dual-motor distributed water-cooled electric drive structure according to claim 6, characterized in that, The side of the two groups of motor housings is also connected with a three-phase connection mounting seat, and the three-phase connection mounting seat is provided with a three-phase copper bar, and the three-phase line is connected with the three-phase copper bar.

8. The dual-motor distributed water-cooled electric drive structure according to claim 7, characterized in that, The end of the two groups of motor housings is also provided with a sealingly connected end cover housing.

9. The dual-motor distributed water-cooled electric drive structure according to claim 8, characterized in that, The three-phase line penetrates through the end cover housing and extends into the motor housing, and is connected with the stator rotor.

10. The dual-motor distributed water-cooled electric drive structure according to any one of claims 1 to 4, characterized in that, The two groups of reducers each include an input shaft, an intermediate shaft and an output shaft; The input shaft is connected with the motor shaft of the two groups of transmission motors, respectively, the intermediate shaft is engaged between the input shaft and the output shaft, and the output shaft is connected with a driving shaft to drive the wheels.

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