Electric drive assembly and vehicle

Abstract

The utility model provides an electric drive assembly and a vehicle, the electric drive assembly comprises a motor, the motor comprises a first shell, and the two ends of the first shell are open; the electric controller is arranged at one end of the motor, the end, facing the motor, of the electric controller is connected with a first end cover, and the first end cover is connected with one end of the first shell in a sealed mode; the speed reducer is arranged at the other end of the motor, and the speed reducer is in sealed connection with the other end of the first shell; the fastening piece is arranged in the first shell in a penetrating mode, and the two ends of the fastening piece are connected to the first end cover and the speed reducer respectively so that the motor, the electric controller and the speed reducer can be connected into a whole. The space occupied by the electric drive assembly can be reduced, and the actual use space of the vehicle is increased.

Description

Technical Field

[0001] This application relates to the technical field of new energy vehicle drive, and particularly to an electric drive assembly and a vehicle. Background Art

[0002] The electric drive assembly of a new energy vehicle generally includes an electric control unit, a motor, and a reducer. One side of the motor is connected to the electric control unit. The power battery supplies power to the motor through the electric control unit to make the motor rotate. The output shaft of the motor is connected to the reducer, so that the output shaft of the motor drives the gears in the reducer to rotate. The output end of the reducer is connected to the half shaft, and then drives the wheels to rotate.

[0003] In the prior art, the electric control unit, the motor, and the reducer adopt a split structure, and the space occupied by the electric drive assembly is relatively large, resulting in a reduction in the actual usable space of the vehicle. Utility Model Content

[0004] This application provides an electric drive assembly and a vehicle to reduce the space occupied by the electric drive assembly and increase the actual usable space of the vehicle.

[0005] In the first aspect of this application, an electric drive assembly is provided, which includes:

[0006] A motor, the motor includes a first housing with both ends open;

[0007] An electric control unit, disposed at one end of the motor. A first end cover is connected to the end of the electric control unit facing the motor, and the first end cover is sealingly connected to one end of the first housing;

[0008] A reducer, disposed at the other end of the motor, and the reducer is sealingly connected to the other end of the first housing;

[0009] A fastener, the fastener passes through the first housing, and both ends of the fastener are respectively connected to the first end cover and the reducer to connect the motor, the electric control unit, and the reducer into a whole.

[0010] Optionally, a first protrusion is provided on the outer periphery of the first housing. The first protrusion extends along the axial direction of the first housing. The first protrusion is a hollow columnar structure, and the fastener passes through the first protrusion.

[0011] Optionally, a noise reduction structure is provided on the outer periphery of the first housing. The noise reduction structure includes convex ribs or grooves.

[0012] Optionally, sealant is provided at the joint between the first end cover and the first housing, and sealant is provided at the joint between the reducer and the first housing.

[0013] Optionally, the fastener is a bolt. The motor is provided with a first through hole, the first end cover is provided with a second through hole, and the speed reducer is provided with a threaded hole. The bolt sequentially passes through the second through hole and the first through hole and is connected to the threaded hole.

[0014] Optionally, the output shaft of the motor extends into the speed reducer to form the power input end of the speed reducer.

[0015] Optionally, the speed reducer includes a second housing and a second end cover that are detachably connected. A plurality of second protrusion parts are provided on the outer periphery of the second housing. The second protrusion parts extend along the axial direction of the second housing, and the second protrusion parts are used to connect the second end cover;

[0016] A third protrusion part is provided between adjacent second protrusion parts. The third protrusion part extends along the circumferential direction of the second housing and connects the second protrusion parts.

[0017] Optionally, the speed reducer includes a second housing. A bearing seat is formed on one side of the second housing. The bearing seat includes an integrally formed main body part and a reinforcing part. The reinforcing part is arranged on opposite sides of the main body part;

[0018] Along the direction close to the second housing, at least one section of the reinforcing part has a gradually increasing cross-section. A weight-reducing hole is provided at one end of the reinforcing part away from the second housing.

[0019] Optionally, a plurality of cooling channels are provided inside the first housing. The cooling channels extend along the axial direction of the first housing and penetrate through both ends of the first housing. The cooling channels are arranged at intervals along the circumferential direction of the first housing;

[0020] The first end cover is provided with a first cooling groove, and the first cooling groove communicates with two adjacent cooling channels;

[0021] The speed reducer is provided with a second cooling groove, and the second cooling groove communicates with two adjacent cooling channels. The second cooling groove and the first cooling groove are arranged staggeredly along the circumferential direction of the first housing.

[0022] In a second aspect of the present application, a vehicle is provided, which includes any one of the electric drive assemblies provided by the present application.

[0023] The technical solutions provided by the present application can achieve the following beneficial effects:

[0024] The electric drive assembly provided by the embodiment of the present application includes a motor, an electronic control unit (ECU), a reducer, and fasteners; the motor includes a first housing with both ends open; the ECU is arranged at one end of the motor, and a first end cover is connected to the end of the ECU facing the motor, and the first end cover is sealingly connected to one end of the first housing; the reducer is arranged at the other end of the motor, and the reducer is sealingly connected to the other end of the first housing; the fasteners pass through the first housing, and both ends of the fasteners are respectively connected to the first end cover and the reducer to connect the motor, the ECU, and the reducer into a whole, so that the electric drive assembly forms a structurally compact integrated structure, reducing the occupied size of the electric drive assembly, thereby increasing the actual usable space of the vehicle. In addition, the present application uses the same fasteners to connect the motor, the ECU, and the reducer at the same time, instead of separately arranging fastening connectors between the motor and the ECU, and between the motor and the reducer, reducing the number of components and improving the assembly efficiency of the electric drive assembly. And, since both ends of the fasteners are respectively connected to the ECU and the reducer, the motor does not directly interact with the fasteners, and the motor is clamped by the mutual approach of the ECU and the reducer, so that the overall force on the motor is more uniform, extending the service life of the motor.

[0025] It should be understood that the above general description and the following detailed description are only exemplary and do not limit the present application. Description of the Drawings

[0026] Figure 1 is a schematic perspective view of the electric drive assembly provided by the embodiment of the present application;

[0027] Figure 2 is Figure 1 a partial cross-sectional view of the shown electric drive assembly;

[0028] Figure 3 is a schematic structural view of the first housing provided by the embodiment of the present application;

[0029] Figure 4 is a schematic structural view of the cooling system of the electric drive assembly provided by the embodiment of the present application;

[0030] Figure 5 is a schematic structural view of the reducer provided by the embodiment of the present application;

[0031] Figure 6 is Figure 5 a structural view from another angle;

[0032] Figure 7 is Figure 5 a structural view from yet another angle.

[0033] Reference Signs:

[0034] 1 - Motor;

[0035] 11 - First housing;

[0036] 111 - First through - hole;

[0037] 112 - First protrusion;

[0038] 113 - Noise - reduction structure;

[0039] 114 - Cooling channel;

[0040] 12 - Output shaft;

[0041] 2 - Electric control;

[0042] 21 - First end - cover;

[0043] 211 - First cooling groove;

[0044] 3 - Reducer;

[0045] 31 - Second housing;

[0046] 311 - Threaded hole;

[0047] 312 - Second protrusion;

[0048] 313 - Third protrusion;

[0049] 314 - Bearing seat;

[0050] 314a - Main body part;

[0051] 314b - Reinforcement part;

[0052] 314c - Weight - reducing hole;

[0053] 315 - Second cooling groove;

[0054] 32 - Second end - cover;

[0055] 33 - Bearing cover;

[0056] 34 - First - stage driving gear;

[0057] 4 - Fastener.

[0058] The accompanying drawings here are incorporated into the specification and form a part of this specification, showing embodiments consistent with this application, and are used together with the specification to explain the principles of this application. Detailed implementation manners

[0059] In order to make the objectives, technical solutions and advantages of this application clearer and more understandable, the following further elaborates on this application in combination with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not used to limit this application.

[0060] In the description of the present application, unless otherwise clearly specified or limited, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance; unless otherwise specified or stated, the term "plural" means two or more; the terms "connection", "fixation", etc. should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, an integral connection, or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0061] In the description of this specification, it should be understood that the orientation terms such as "upper" and "lower" described in the embodiments of the present application are described from the angles shown in the drawings and should not be construed as limiting the embodiments of the present application. In addition, in the context, it should also be understood that when it is mentioned that one component is connected "above" or "below" another component, it can not only be directly connected "above" or "below" another component, but also be indirectly connected "above" or "below" another component through an intermediate component.

[0062] As Figures 1-7 shown, the embodiments of the present application provide an electric drive assembly, which can be applied to a vehicle to drive the wheels of the vehicle to rotate. The electric drive assembly includes a motor 1, an electronic control unit 2, a reducer 3, and a fastener 4. The electronic control unit 2 is arranged at one end of the motor 1. A first end cover 21 is connected to one end of the electronic control unit 2 facing the motor 1. The reducer 3 is arranged at the other end of the motor 1; the fastener 4 passes through the motor 1, and both ends of the fastener 4 are respectively connected to the first end cover 21 and the reducer 3 to connect the motor 1, the electronic control unit 2, and the reducer 3 into a whole, so that the electric drive assembly forms a structurally compact integrated structure, reducing the occupied size of the electric drive assembly, thereby increasing the actual usable space of the vehicle.

[0063] In addition, the embodiments of the present application use the same fastener 4 to connect the motor 1, the electronic control unit 2, and the reducer 3 at the same time, instead of respectively arranging fastening connectors between the motor 1 and the electronic control unit 2, and between the motor 1 and the reducer 3, reducing the number of components and improving the assembly efficiency of the electric drive assembly. And because both ends of the fastener 4 are respectively connected to the electronic control unit 2 and the reducer 3, the motor 1 does not directly interact with the fastener 4. By making the electronic control unit 2 and the reducer 3 approach each other and clamp the motor 1, the overall force on the motor 1 is more uniform, extending the service life of the motor 1.

[0064] As Figure 1 and Figure 2As shown, the electric control 2, the motor 1, and the reducer 3 are arranged in sequence along the axial direction. The fastener 4 extends along the axial direction and connects the first end cover 21 of the electric control 2, the housing of the motor 1, and the housing of the reducer 3 to each other, so that the electric control 2, the motor 1, and the reducer 3 form an integral whole externally. The fastener 4 can be a stud, a screw, a bolt, etc. The number of fasteners 4 is multiple, and each fastener 4 is arranged in sequence along the circumferential direction to ensure a stable and reliable connection of the electric control 2, the motor 1, and the reducer 3.

[0065] Furthermore, the output shaft 12 of the motor 1 extends into the reducer 3 to form the power input end of the reducer 3. For example, the first-stage driving gear 34 of the reducer 3 is directly installed on or integrally formed with the output shaft 12 of the motor 1, so that the motor 1 and the reducer 3 are internally connected to form an integral whole, without the need to set up a power transmission structure such as a transmission shaft between the motor 1 and the reducer 3, shortening the power transmission path and reducing energy loss.

[0066] Among them, the output shaft 12 can form a cantilever structure inside the reducer 3 to reduce the overall weight; or, the output shaft 12 can be supported at one end of the reducer 3 away from the motor 1 to increase the stability of the support of the output shaft 12 and prevent damage such as deformation or fracture of the output shaft 12. Along the arrangement direction of the output shaft 12, at least two bearings can be provided to maintain or ensure the stable operation of the output shaft 12. An oil seal can be provided between the output shaft and the reducer to prevent the lubricating oil in the reducer from entering the motor and causing the motor to malfunction.

[0067] In an embodiment, the fastener 4 is a bolt. The motor 1 is provided with a first through hole 111, the first end cover 21 is provided with a second through hole, and the reducer 3 is provided with a threaded hole 311. The bolt passes through the second through hole and the first through hole 111 in sequence and is connected to the threaded hole 311. The structure on the side of the first end cover 21 away from the motor 1 is simple and has a large installation space. The bolt penetrates into the second through hole on the first end cover 21, making the assembly operation of the electric drive assembly more convenient.

[0068] As Figures 3-7 shown, furthermore, the motor 1 includes a first housing 11 with both ends open. The electric control 2 and the reducer 3 are respectively sealed and connected (for example, using a sealing ring, etc.) to both ends of the first housing 11. That is to say, the first end cover 21 of the electric control 2 and the reducer 3 directly serve as the front cover and the rear cover of the motor 1, thereby further reducing the axial dimension of the motor 1, and also reducing the axial dimension of the electric drive assembly, making the electric drive assembly more compact.

[0069] Further, a first protrusion 112 is provided on the outer periphery of the first housing 11. The first protrusion 112 extends along the axial direction of the first housing 11. The first protrusion 112 is a hollow columnar structure. The fastener 4 is inserted through the first protrusion 112. For example, the first protrusion 112 is provided with a first through hole 111 extending along the axial direction, and the fastener 4 is inserted through the first through hole 111. By providing the first protrusion 112, the local thickness of the first housing 11 is increased to meet the installation requirements of the fastener 4, so that the first housing 11 can maintain a relatively small wall thickness as a whole, reducing the overall weight of the motor 1. On the other hand, by providing the first protrusion 112, the overall strength of the first housing 11 is increased, preventing the first housing 11 from deforming or being damaged, which affects the reliability of the connection of the fastener 4 and causes the fastener 4 to loosen or fall off. It can be understood that in other embodiments, the wall thickness of the first housing 11 can also be increased as a whole.

[0070] Wherein, a stator and a rotor are installed inside the first housing 11. During the operation of the motor 1, noise will be generated at the stator and the rotor, and the noise will pass through the first housing and conduct to the outside, thereby affecting the performance of the vehicle such as NVH.

[0071] Further, a noise reduction structure 113 is provided on the outer periphery of the first housing 11. The noise reduction structure 113 includes ribs or grooves to change the flatness of the surface of the first housing 11, thereby improving the transmission path of the noise, reducing the possibility of resonance of the first housing 11, and thus reducing the noise volume transmitted from the motor 1. The density and width of the ribs or grooves can be reasonably set according to the space on the surface of the first housing 11. The greater the density of the ribs or grooves on the surface of the first housing 11, the lower the flatness of the surface of the first housing 11, and the better the noise reduction effect. The ribs or grooves can extend along the axial direction of the first housing 11 or along the circumferential direction of the first housing 11, as long as the flatness of the surface of the first housing 11 can be changed. The first housing 11 can be processed by casting, and the ribs or grooves are integrally formed with the housing in the motor 1. For the convenience of demolding of the first housing 11, it is preferably that the ribs or grooves extend along the axial direction of the first housing 11.

[0072] Furthermore, a plurality of cooling channels 114 are provided inside the first housing 11. The cooling channels 114 extend along the axial direction of the first housing and penetrate through both ends of the first housing 11. The cooling channels 114 are arranged at intervals along the circumferential direction of the first housing 11. The first end cap 21 is provided with a first cooling groove 211, and the first cooling groove 211 communicates with two adjacent cooling channels 114 for reversing the flow direction between the two adjacent cooling channels 114. The housing of the speed reducer 3 is provided with a second cooling groove 315, and the second cooling groove 315 communicates with two adjacent cooling channels 114 for reversing the flow direction between the two adjacent cooling channels 114. The second cooling groove 315 and the first cooling groove 211 are arranged offset from each other in the circumferential direction, so that the coolant can flow successively along the first cooling groove 211, the cooling channels 114, and the second cooling groove 315, enabling the electronic control unit 2, the motor 1, and the speed reducer 3 to jointly form an S-shaped reciprocating cooling path.

[0073] Specifically, two adjacent cooling channels 114 communicate with each other through the first cooling groove 211 to form a U-shaped group of cooling channels 114. The groups of cooling channels 114 are arranged at intervals along the circumferential direction of the first housing 11. Two adjacent groups of cooling channels 114 communicate with each other through the second cooling groove 315, so that the coolant can flow successively along the first cooling groove 211, the cooling channels 114, and the second cooling groove 315, enabling the electronic control unit 2, the motor 1, and the speed reducer 3 to jointly form an S-shaped reciprocating cooling path.

[0074] Furthermore, the number of the cooling channels 114 is an even number, so that every two adjacent cooling channels 114 can form a group of cooling channels 114, and every two adjacent groups of cooling channels 114 communicate with each other through the second cooling groove 315, thereby forming a closed channel along the circumferential direction of the cooling path, making the overall temperature of the housing relatively uniform and avoiding local overheating.

[0075] Furthermore, one of the first cooling grooves 211 is provided with a liquid inlet, and one of the second cooling grooves 315 is provided with a liquid outlet. Along the circumferential direction from the liquid inlet to the liquid outlet, the cross-sectional area of each cooling channel 114 decreases successively. That is to say, among two adjacent cooling channels 114, the cross-sectional area of the cooling channel 114 closer to the liquid outlet is smaller than the cross-sectional area of the cooling channel 114 closer to the liquid inlet. Since the coolant flows through each cooling channel 114 successively during the process of flowing from the liquid inlet to the liquid outlet and continuously absorbs heat, resulting in a gradual increase in the temperature of the coolant in each channel and a reduction in the heat dissipation efficiency. By successively reducing the cross-sectional area of the cooling channels 114, the flow rate of the coolant in the cooling channels 114 can be increased successively, thereby improving the heat dissipation efficiency and making the heat dissipation effects in the regions (circumferentially extending regions) corresponding to the cooling channels 114 basically the same, avoiding a large temperature difference along the circumference of the tubular housing.

[0076] Further, two cooling branches are formed on both sides of the liquid inlet, and both cooling branches are connected to the second cooling tank 315 corresponding to the liquid outlet, so that the coolant in the two cooling branches converges in the second cooling tank 315 corresponding to the liquid outlet and is discharged from the liquid outlet. It can be seen from this that there are arc-shaped regions between both sides of the liquid inlet and the liquid outlet respectively. After the coolant enters the first cooling tank 211 through the liquid inlet, it flows to the cooling flow channel 114 group corresponding to the first cooling tank 211, and simultaneously enters the two cooling flow channels 114 included in the cooling flow channel 114 group to form two cooling branches. The coolant only needs to flow in the arc-shaped region between the liquid inlet and the liquid outlet, without flowing in the complete circumferential region, shortening the path of the coolant in the motor cooling system, reducing the residence time of the coolant in the motor cooling system, and increasing the update speed of the coolant in the motor cooling system, thereby effectively improving the heat dissipation efficiency of the motor cooling system.

[0077] Further, sealant is provided at the joint between the electronic control 2 and the first housing 11, and sealant is provided at the joint between the reducer 3 and the first housing 11. That is to say, sealant is provided on both end faces of the first housing 11, and the sealant forms end face seals at both ends of the first housing 11. After the electronic control 2, the first housing 11, and the reducer 3 are locked by the fasteners 4, the first housing 11 and the reducer 3 as well as the first housing 11 and the electronic control 2 respectively squeeze the sealant at both ends, which can not only improve the sealing performance of the joint, reduce the possibility of water ingress into the electric drive assembly, but also play a buffering and filling role, dispersing and absorbing vibration or impact, enabling the electric drive assembly to operate more smoothly and extending the service life of the electric drive assembly.

[0078] As Figures 5-7 shown, the reducer 3 includes a second housing 31 and a second end cover 32. Both ends of the second housing 31 are open. One end of the second housing 31 is connected to the motor 1, and the other end of the second housing 31 is connected to the second end cover 32. The second end cover 32 is detachably connected to the second housing 31. For example, the second end cover 32 can be installed on the second housing 31 by means of screws or the like to facilitate the repair or replacement of each component in the reducer 3 during later use and reduce the maintenance cost of the electric drive assembly. It can be understood that in other embodiments, the second end cover 32 and the second housing 31 can also be connected to each other by means of integral molding or the like.

[0079] Further, a plurality of second protrusion parts 312 are provided on the outer periphery of the second housing 31. The second protrusion parts 312 extend along the axial direction of the second housing 31. The second protrusion parts 312 are provided at one end of the second housing 31 away from the motor 1, and the second protrusion parts 312 are used to connect the second end cover 32. By providing the second protrusion parts 312, the local thickness of the second housing 31 is increased to meet the installation requirements of the screws, so that the second housing 31 can maintain a relatively small wall thickness as a whole, reducing the overall weight of the reducer 3.

[0080] Furthermore, a third protrusion 313 is provided between adjacent second protrusions 312. The third protrusion 313 extends along the circumferential direction of the second housing 31 and connects the second protrusions 312. That is to say, two adjacent second protrusions 312 are connected to each other as a whole through the third protrusion 313, thereby increasing the local stiffness of the second housing 31 and reducing the possibility of deformation of the second housing 31 or the second end cover 32.

[0081] Wherein, the power output end of the speed reducer 3 is connected to the half shaft and can drive the half shaft to rotate, thereby driving the wheels of the vehicle to rotate. A bearing seat 314 is formed on one side of the second housing 31 (the side where the power output end is located). The end of the bearing seat 314 away from the second housing 31 is used to connect the bearing cover 33. The bearing seat 314 and the bearing cover 33 together enclose a closed circular hole for installing the bearing, and the bearing supports the power output end of the speed reducer 3 to maintain the stable operation of the speed reducer 3.

[0082] Furthermore, the bearing seat 314 includes an integrally formed main body portion 314a and a reinforcing portion 314b. The main body portion 314a is used to connect the bearing cover 33, and the reinforcing portion 314b is provided on opposite sides of the main body portion 314a. Along the direction close to the second housing 31, at least one section of the reinforcing portion 314b has a gradually increasing cross-section to increase the structural strength of the bearing seat 314 and reduce the possibility of deformation or damage of the bearing seat 314.

[0083] Furthermore, a weight-reducing hole 314c is provided at the end of the reinforcing portion 314b away from the second housing 31 to reduce the weight of the second housing, thereby reducing the overall weight of the electric drive assembly. Since the weight-reducing hole 314c is provided in the reinforcing portion 314b, it will not affect the structural strength of the main body portion 314a and can effectively ensure the support strength of the bearing seat 314.

[0084] In addition, an embodiment of the present application also provides a vehicle, which includes any electric drive assembly provided by the embodiment of the present application.

[0085] The above are only the preferred embodiments of the present application and are not used to limit the present application. For those skilled in the art, the present application can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. An electric drive assembly, characterized in that, include: A motor, the motor comprising a first housing, both ends of the first housing being open; An electric control is arranged at one end of the motor, and an end of the electric control facing the motor is connected to a first end cover, and the first end cover is sealed and connected to one end of the first housing; A reducer is arranged at the other end of the motor, and the reducer is sealed and connected to the other end of the first housing; A fastener is provided through the first housing, and two ends of the fastener are respectively connected to the first end cover and the reducer to connect the motor, the electronic control and the reducer into a whole.

2. The electric drive assembly according to claim 1, characterized in that A first protrusion is provided on the outer periphery of the first shell. The first protrusion extends along the axial direction of the first shell. The first protrusion is a hollow columnar structure. The fastener is passed through the first protrusion.

3. The electric drive assembly according to claim 1, wherein, A noise reduction structure is disposed on the outer periphery of the first shell, and the noise reduction structure includes convex ribs or grooves.

4. The electric drive assembly according to claim 1, characterized in that, A sealant is provided at a joint between the first end cover and the first shell, and a sealant is provided at a joint between the reducer and the first shell.

5. The electric drive assembly according to claim 1, characterized in that, The fastener is a bolt, the motor is provided with a first through hole, the first end cover is provided with a second through hole, the reducer is provided with a threaded hole, and the bolt passes through the second through hole and the first through hole in sequence and is connected to the threaded hole.

6. The electric drive assembly according to any one of claims 1-5, characterized in that, The output shaft of the motor extends into the reducer to form a power input end of the reducer.

7. The electric drive assembly according to any one of claims 1-5, characterized in that, The reducer comprises a detachably connected second housing and a second end cover, a plurality of second protrusions are arranged on the outer periphery of the second housing, the second protrusions extend along the axial direction of the second housing, and the second protrusions are used to connect to the second end cover; A third protrusion is provided between adjacent second protrusions, and the third protrusion extends along the circumference of the second shell and connects the second protrusions.

8. The electric drive assembly according to any one of claims 1-5, characterized in that, The reducer comprises a second housing, a bearing seat is formed on one side of the second housing, the bearing seat comprises an integrally formed main body and a reinforcement portion, and the reinforcement portion is arranged on two opposite sides of the main body; Along the direction approaching the second shell, the cross-section of at least one section of the reinforcement portion gradually increases, and a weight-reducing hole is provided at one end of the reinforcement portion away from the second shell.

9. The electric drive assembly according to any one of claims 1-5, characterized in that, A plurality of cooling channels are provided inside the first shell, the cooling channels extend along the axial direction of the first shell and penetrate through both ends of the first shell, and the cooling channels are arranged at intervals along the circumferential direction of the first shell; The first end cover is provided with a first cooling groove, and the first cooling groove is connected to two adjacent cooling channels; The reducer is provided with a second cooling groove, the second cooling groove is connected to two adjacent cooling channels, and the second cooling groove and the first cooling groove are staggered along the circumferential direction of the first shell.

10. A vehicle, characterized in that, Comprising the electric drive assembly as described in any one of claims 1-9.

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