Dual-motor distributed driving assembly, driving system and vehicle

Abstract

The utility model discloses a dual-motor distributed driving assembly, a driving system and a vehicle, and the dual-motor distributed driving assembly comprises a first motor, a second motor, a first speed reducer, a second speed reducer, a first half shaft and a second half shaft, a first speed reducer and a second speed reducer are both designed to be of a brand new structure of parallel shaft gear speed reduction transmission and planetary gear speed reduction transmission, and a first motor and a second motor are arranged on the circumferential outer sides of a first planetary gear speed reduction assembly and a second planetary gear speed reduction assembly correspondingly; the radial space of the first half shaft and the radial space of the second half shaft are fully utilized, the size of the dual-motor distributed driving assembly in the width direction of a vehicle is effectively reduced, the dual-motor distributed driving assembly can be directly matched with an existing chassis, redesign is not needed, distributed driving and centralized driving on the same platform are achieved, and the driving efficiency is improved. An auxiliary frame, a shared suspension, a shared air suspension and a CDC shock absorber can be shared, the research and development cost is greatly reduced, and the research and development period of the whole vehicle is shortened.

Description

Technical Field

[0001] The utility model relates to the technical field of electric drive devices, and in particular to a dual-motor distributed drive assembly, a drive system and a vehicle. Background Art

[0002] The dual-motor drive assembly can be applied to the rear axle of a tricycle, the front axle and rear axle of a car, and has a wide range of application scenarios.

[0003] Please refer to the Chinese utility model patent with publication number CN210363338U and the Chinese invention patent application with publication number CN117656796A. Both use dual motors to drive corresponding half-shafts through their own independent reducers, wherein the two reducers in the Chinese utility model patent with publication number CN210363338U have the same speed ratio. The Chinese invention patent application with publication number CN117656796A both use dual motors to drive corresponding half-shafts through their own independent reducers, wherein the two reducers in the Chinese utility model patent with publication number CN210363338U have different speed ratios.

[0004] However, the various technical solutions disclosed in the Chinese utility model patent application with publication number CN210363338U and the Chinese invention patent application with publication number CN117656796A have relatively large dimensions in the vehicle width direction, and are poorly compatible with the existing chassis. The chassis needs to be redesigned, especially the centralized drive chassis cannot be shared. As a result, components such as the subframe, suspension, air suspension and CDC shock absorbers need to be redeveloped, which not only requires huge R&D costs but also leads to a long R&D cycle for the entire vehicle. Utility Model Content

[0005] In order to solve the technical problem that the existing dual-motor drive assembly has a large size in the vehicle width direction, the utility model provides a dual-motor distributed drive assembly, a drive system and a vehicle.

[0006] The technical solution is as follows:

[0007] The first aspect of the present application relates to a dual-motor distributed drive assembly, comprising a first reducer, a second reducer, a coaxially arranged first motor and a second motor, and a coaxially arranged first half-shaft and a second half-shaft, the first reducer comprising a first parallel shaft gear reduction assembly and a first planetary gear reduction assembly, the input end of the first parallel shaft gear reduction assembly being connected to the first motor, the output end of the first parallel shaft gear reduction assembly being connected to the input end of the first planetary gear reduction assembly, the output end of the first planetary gear reduction assembly being connected to the first half-shaft, the second reducer comprising a second parallel shaft gear reduction assembly and a second planetary gear reduction assembly, the input end of the second parallel shaft gear reduction assembly being connected to the second motor, the output end of the second parallel shaft gear reduction assembly being connected to the input end of the second planetary gear reduction assembly, the output end of the second planetary gear reduction assembly being connected to the second half-shaft, the first planetary gear reduction assembly and the second planetary gear reduction assembly being respectively located at the inner ends of the first half-shaft and the second half-shaft, and the first motor and the second motor being respectively located at the circumferential outsides of the first planetary gear reduction assembly and the second planetary gear reduction assembly.

[0008] By adopting the above dual-motor distributed drive assembly, by designing the first reducer and the second reducer as a new structure of parallel shaft gear reduction transmission and planetary gear reduction transmission, and arranging the first motor and the second motor on the circumferential outside of the first planetary gear reduction assembly and the second planetary gear reduction assembly respectively, the radial space of the first half shaft and the second half shaft is fully utilized, and the size of the dual-motor distributed drive assembly in the vehicle width direction (axial direction) is effectively reduced. It can be directly matched with the existing chassis without redesign, and the distributed drive and centralized drive can be realized on the same platform. The subframe, common suspension, common air suspension and CDC shock absorber can be shared, which not only greatly reduces the R&D cost, but also shortens the R&D cycle of the whole vehicle.

[0009] In some embodiments, the first parallel shaft gear reduction assembly is located at an end of the first motor close to the first half shaft, and the second parallel shaft gear reduction assembly is located at an end of the second motor close to the second half shaft.

[0010] In some embodiments, a differential locking device is connected between the inner end of the first half-shaft and the inner end of the second half-shaft.

[0011] In some embodiments, the first parallel axis gear reduction assembly and the second parallel axis gear reduction assembly each have at least one stage of reduction, and the first parallel axis gear reduction assembly and the second parallel axis gear reduction assembly have the same number of reduction stages.

[0012] In some embodiments, the speed ratios of the corresponding stages of the first parallel shaft gear reduction assembly and the second parallel shaft gear reduction assembly are the same;

[0013] or,

[0014] The first parallel axis gear reduction assembly and the second parallel axis gear reduction assembly have at least one corresponding stage with a different speed ratio.

[0015] In some embodiments, the first parallel axis gear reduction assembly and the second parallel axis gear reduction assembly each have at least one stage of reduction, and the first parallel axis gear reduction assembly and the second parallel axis gear reduction assembly have different numbers of reduction stages.

[0016] In some embodiments, the speed ratios of the first planetary gear reduction assembly and the second planetary gear reduction assembly are the same;

[0017] or,

[0018] The first and second planetary gear reduction assemblies have different speed ratios.

[0019] In some embodiments, an electric drive assembly housing is also included, which includes a housing body, a first end cover and a second end cover. The housing body is a box-shaped structure, and the housing body has openings at both ends of the first half-shaft and the second half-shaft in the axial direction. After the first motor and the first reducer and the second motor and the second reducer are respectively installed from the openings at both ends of the housing body, the first end cover and the second end cover are respectively covered on the openings at both ends of the housing body.

[0020] A second aspect of the present application relates to a drive system comprising a front drive axle and a rear drive axle, wherein the front drive axle or the rear drive axle is provided with the above-mentioned dual-motor distributed drive assembly;

[0021] or,

[0022] The above-mentioned dual-motor distributed drive assembly is provided on both the front drive axle and the rear drive axle.

[0023] The above drive system has all the advantages of the dual-motor distributed drive assembly.

[0024] A third aspect of the present application relates to a vehicle comprising the above-mentioned dual-motor distributed drive assembly or the above-mentioned drive system.

[0025] Using the above vehicle has all the advantages of the above-mentioned dual-motor distributed drive assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 This is a schematic diagram of a dual-motor distributed drive assembly embodiment 1;

[0027] Figure 2 This is a schematic diagram of embodiment 2 of the dual-motor distributed drive assembly. DETAILED DESCRIPTION

[0028] The present invention will be further described below with reference to the embodiments and accompanying drawings.

[0029] Example 1:

[0030] like Figure 1 As shown, a dual-motor distributed drive assembly mainly includes a first motor 1, a second motor 2, a first reducer 3, a second reducer 4, a first half-shaft 5 and a second half-shaft 6. The first half-shaft 5 and the second half-shaft 6 are coaxially arranged, with the outer end of the first half-shaft 5 connected to the left drive wheel 200 and the outer end of the second half-shaft 6 connected to the right drive wheel 300. The first motor 1 and the second motor 2 are also coaxially arranged, and the central axes of the first motor 1 and the second motor 2 are parallel to the central axes of the first half-shaft 5 and the second half-shaft 6.

[0031] In this embodiment, the first reducer 3 includes a first parallel shaft gear reduction assembly and a first planetary gear reduction assembly.

[0032] The first parallel shaft gear reduction assembly includes a first input shaft 33_01, a first idler shaft 33_02, a first intermediate shaft 33_03, a first primary reduction driving gear 33_04, a first primary reduction intermediate gear 33_05 and a first primary reduction driven gear 33_06.

[0033] One end of the first input shaft 33_01 is rotatably mounted on the electric drive assembly housing 9. The other end of the first input shaft 33_01 is coaxially connected to the motor shaft of the first motor 1, enabling synchronous rotation with the motor shaft of the first motor 1. The first input shaft 33_01 and the motor shaft of the first motor 1 can also be coaxial. The first idler shaft 33_02 and the first intermediate shaft 33_03 are both parallel to the first input shaft 33_01. Both ends of the first idler shaft 33_02 are fixedly connected to the electric drive assembly housing 9. The first intermediate shaft 33_03 is a hollow sleeve that is rotatably mounted on the first half-shaft 5 and can rotate relative to the electric drive assembly housing 9.

[0034] The first primary reduction driving gear 33_04 is synchronously mounted on the first input shaft 33_01, meaning that the first input shaft 33_01 can drive the first primary reduction driving gear 33_04 to rotate synchronously with it. The first primary reduction intermediate gear 33_05 is relatively rotatably mounted on the first idler shaft 33_02, meaning that the first idler shaft 33_02 does not rotate with the first primary reduction intermediate gear 33_05. The first primary reduction driven gear 33_06 is synchronously mounted on the first intermediate shaft 33_03, meaning that the first primary reduction driven gear 33_06 can drive the first intermediate shaft 33_03 to rotate synchronously with it. The first primary reduction driving gear 33_04 meshes with the first primary reduction intermediate gear 33_05. Both the diameter and number of teeth of the first primary reduction driving gear 33_04 are smaller than those of the first primary reduction intermediate gear 33_05, thereby achieving the first stage reduction transmission of the first reducer 3 between the first primary reduction driving gear 33_04 and the first primary reduction intermediate gear 33_05. The first stage reduction intermediate gear 33_05 is meshed with the first stage reduction driven gear 33_06, and the diameter and number of teeth of the first stage reduction intermediate gear 33_05 are smaller than the diameter and number of teeth of the first stage reduction driven gear 33_06, thereby realizing the second stage reduction transmission of the first reducer 3 between the first stage reduction intermediate gear 33_05 and the first stage reduction driven gear 33_06.

[0035] The first planetary gear reduction assembly includes a first sun gear 33_07, a first planet carrier 33_09, a first ring gear 33_10 and a plurality of first planetary gears 33_08.

[0036] The first sun gear 33_07 is synchronously mounted on the first intermediate shaft 33_03, meaning that the first intermediate shaft 33_03 can drive the first sun gear 33_07 to rotate synchronously with it. The first planet carrier 33_09 is synchronously mounted on the first axle 5, meaning that the first planet carrier 33_09 can drive the first axle 5 to rotate synchronously with it. The first ring gear 33_10 is fixedly mounted on the electric drive assembly housing 9 and does not rotate. Each of the first planet gears 33_08 is rotatably mounted on the first planet carrier 33_09 and is distributed along the circumference of the first planet carrier 33_09. Preferably, the first planet gears 33_08 are evenly distributed along the circumference of the first planet carrier 33_09 to ensure overall balance and effectively reduce operating noise.

[0037] The diameter and number of teeth of each first planetary gear 33_08 are identical, and the diameter and number of teeth of the first sun gear 33_07 are larger than those of the first planetary gears 33_08. With the above structure, the rotation of the first sun gear 33_07 drives the rotation of each first planetary gear 33_08. Since the first ring gear 33_10 does not rotate, the first planet carrier 33_09 rotates, simultaneously driving the first half-shaft 5 to rotate synchronously with it, thus achieving the third stage of reduction transmission of the first reducer 3.

[0038] In this embodiment, the second reducer 4 includes a second parallel shaft gear reduction assembly and a second planetary gear reduction assembly.

[0039] The second parallel shaft gear reduction assembly includes a second input shaft 43_01, a second idler shaft 43_02, a second intermediate shaft 43_03, a second primary reduction driving gear 43_04, a second primary reduction intermediate gear 43_05 and a second primary reduction driven gear 43_06.

[0040] One end of the second input shaft 43_01 is rotatably mounted on the electric drive assembly housing 9. The other end of the second input shaft 43_01 is coaxially connected to the motor shaft of the second motor 2, enabling synchronous rotation with the motor shaft of the second motor 2. The second input shaft 43_01 and the motor shaft of the second motor 2 can also be coaxial. The second idler shaft 43_02 and the second intermediate shaft 43_03 are both parallel to the second input shaft 43_01. Both ends of the second idler shaft 43_02 are fixedly connected to the electric drive assembly housing 9. The second intermediate shaft 43_03 is a hollow sleeve that is rotatably mounted on the second half-shaft 6 and can rotate relative to the electric drive assembly housing 9.

[0041] The second first-stage reduction driving gear 43_04 is synchronously mounted on the second input shaft 43_01, meaning that the second input shaft 43_01 can drive the second first-stage reduction driving gear 43_04 to rotate synchronously therewith. The second first-stage reduction intermediate gear 43_05 is relatively rotatably mounted on the second idler shaft 43_02, meaning that the second idler shaft 43_02 does not rotate with the second first-stage reduction intermediate gear 43_05. The second first-stage reduction driven gear 43_06 is synchronously mounted on the second intermediate shaft 43_03, meaning that the second first-stage reduction driven gear 43_06 can drive the second intermediate shaft 43_03 to rotate synchronously therewith. The second first-stage reduction driving gear 43_04 meshes with the second first-stage reduction intermediate gear 43_05. Both the diameter and number of teeth of the second first-stage reduction driving gear 43_04 are smaller than those of the second first-stage reduction intermediate gear 43_05, thereby achieving the first-stage reduction transmission of the second reducer 4 between the second first-stage reduction driving gear 43_04 and the second first-stage reduction intermediate gear 43_05. The second first-stage reduction intermediate gear 43_05 is meshed with the second first-stage reduction driven gear 43_06, and the diameter and number of teeth of the second first-stage reduction intermediate gear 43_05 are smaller than the diameter and number of teeth of the second first-stage reduction driven gear 43_06, thereby realizing the second-stage reduction transmission of the second reducer 4 between the second first-stage reduction intermediate gear 43_05 and the second first-stage reduction driven gear 43_06.

[0042] The second planetary gear reduction assembly includes a second sun gear 43_07, a second planet carrier 43_09, a second ring gear 43_10 and a plurality of second planetary gears 43_08.

[0043] The second sun gear 43_07 is synchronously mounted on the second intermediate shaft 43_03, meaning that the second intermediate shaft 43_03 can drive the second sun gear 43_07 to rotate synchronously with it. The second planet carrier 43_09 is synchronously mounted on the second axle 6, meaning that the second planet carrier 43_09 can drive the second axle 6 to rotate synchronously with it. The second ring gear 43_10 is fixedly mounted on the electric drive assembly housing 9 and does not rotate. Each of the second planet gears 43_08 is rotatably mounted on the second planet carrier 43_09 and is distributed along the circumference of the second planet carrier 43_09. Most preferably, the second planet gears 43_08 are evenly distributed along the circumference of the second planet carrier 43_09 to ensure overall balance and effectively reduce operating noise.

[0044] The diameter and number of teeth of each second planetary gear 43_08 are identical, and the diameter and number of teeth of the second sun gear 43_07 are larger than those of the second planetary gears 43_08. With the above structure, the rotation of the second sun gear 43_07 drives the rotation of each second planetary gear 43_08. Since the second ring gear 43_10 does not rotate, the second planetary carrier 43_09 rotates, simultaneously driving the second half-shaft 6 to rotate synchronously with it, thus achieving the third stage of reduction transmission of the second reducer 4.

[0045] In this embodiment, the first planetary gear reduction assembly and the second planetary gear reduction assembly are respectively located at the inner ends of the first half-shaft 5 and the second half-shaft 6, and the first motor 1 and the second motor 2 are respectively located at the circumferential outside of the first planetary gear reduction assembly and the second planetary gear reduction assembly. Therefore, the radial space of the first half-shaft 5 and the second half-shaft 6 is fully utilized, and the size of the dual-motor distributed drive assembly in the vehicle width direction (axial direction) is effectively reduced. It can be directly matched with the existing chassis without the need for redesign, and the distributed drive and centralized drive can be realized on the same platform. They can share the subframe, common suspension, common air suspension and CDC shock absorber, which not only greatly reduces the R&D cost, but also shortens the R&D cycle of the whole vehicle.

[0046] The first parallel shaft gear reduction assembly and the second planetary gear reduction assembly can be arranged between the first motor 1 and the second motor 2, or can be arranged at ends of the first motor 1 and the second motor 2 that are away from each other. In this embodiment, it is preferred that the first parallel shaft gear reduction assembly is located at the end of the first motor 1 close to the first axle 5, and the second parallel shaft gear reduction assembly is located at the end of the second motor 2 close to the second axle 6. This design facilitates assembly and maintenance of the first parallel shaft gear reduction assembly and the second planetary gear reduction assembly.

[0047] The reduction ratios of the first speed reducer 3 and the second speed reducer 4 may be the same or different.

[0048] When the reduction ratios of the first reducer 3 and the second reducer 4 are the same, it is sufficient to ensure that the speed ratio of each stage of the transmission of the first reducer 3 is the same as the speed ratio of each stage of the transmission of the second reducer 4. Of course, the speed ratio of each stage of the transmission of the first reducer 3 can also be different from the speed ratio of each stage of the transmission of the second reducer 4, but it is sufficient as long as the combined speed ratio of the various stages of the transmission of the first reducer 3 is the same as the combined speed ratio of the various stages of the transmission of the second reducer 4.

[0049] When the reduction ratios of the first reducer 3 and the second reducer 4 are different, the speed ratio of one stage of the first reducer 3 can be different from the speed ratio of one stage of the second reducer 4, and the speed ratios of the other stages are the same; or the speed ratio of any stage of the first reducer 3 can be different from the speed ratio of any stage of the second reducer 4, but it is necessary to ensure that the speed ratio of the combined transmission of each stage of the first reducer 3 is different from the speed ratio of the combined transmission of each stage of the second reducer 4.

[0050] In general, the first and second parallel-axis gear reduction assemblies of this embodiment both have two-stage reduction, and the speed ratios of the corresponding stages of the first and second parallel-axis gear reduction assemblies are the same, or the speed ratios of at least one corresponding stage of the first and second parallel-axis gear reduction assemblies are different. The first and second planetary gear reduction assemblies both have one-stage reduction, and the speed ratios of the first and second planetary gear reduction assemblies are the same, or the speed ratios of the first and second planetary gear reduction assemblies are different.

[0051] Furthermore, a differential locking device 7 is connected between the inner ends of the first half-shaft 5 and the second half-shaft 6. This differential locking device 7 is used to selectively engage or disengage the first half-shaft 5 and the second half-shaft 6. The differential locking device 7 can be any of a clutch, a brake, and a synchronizer. In this embodiment, the differential locking device 7 is preferably a synchronizer. When the differential locking device 7 synchronizes the rotation of the first half-shaft 5 and the second half-shaft 6, the first half-shaft 5 and the second half-shaft 6 can output equal torque and speed, thereby improving the vehicle's ability to escape from difficulties.

[0052] This embodiment also includes an electric drive assembly housing 9, which includes a housing body 91, a first end cover 92 and a second end cover 93. The housing body 91 is a box-shaped structure, and the housing body 91 has openings at both ends of the first half-shaft 5 and the second half-shaft 6 in the axial direction. After the first motor 1 and the first reducer 3 and the second motor 2 and the second reducer 4 are respectively installed from the openings at both ends of the housing body 91, the first end cover 92 and the second end cover 93 are respectively covered on the openings at both ends of the housing body 91. At this time, the outer end of the first half-shaft 5 passes through the first end cover 92 and is connected to the left drive wheel 200, and the outer end of the second half-shaft 6 passes through the second end cover 93 and is connected to the right drive wheel 300. It is not only convenient for assembling the first motor 1, the second motor 2, the first reducer 3, the second reducer 4, the first half-shaft 5 and the second half-shaft 6, but also after the assembly is completed, since the shell body 91 is integrally formed, the overall structural strength is extremely high, and it is easy to maintain, service and replace the first motor 1, the second motor 2, the first reducer 3, the second reducer 4, the first half-shaft 5 and the second half-shaft 6.

[0053] Example 2:

[0054] See Figure 2 The main structure of this embodiment is exactly the same as that of Example 1, with the difference being that the first parallel shaft gear reduction assembly and the second parallel shaft gear reduction assembly of this embodiment are both single-stage reduction, i.e., the first parallel shaft gear reduction assembly removes the first idler shaft 33_02 and the first-stage reduction intermediate gear 33_05, and the first-stage reduction driving gear 33_04 is directly engaged with the first-stage reduction driven gear 33_06, and the diameter and number of teeth of the first-stage reduction driving gear 33_04 are both smaller than the diameter and number of teeth of the first-stage reduction driven gear 33_06, thereby realizing the first-stage reduction transmission of the first reducer 3 between the first-stage reduction driving gear 33_04 and the first-stage reduction driven gear 33_06. Similarly, the second parallel shaft gear reduction assembly removes the second idler shaft 43_02 and the second first-stage reduction intermediate gear 43_05, and the second first-stage reduction driving gear 43_04 is directly engaged with the second first-stage reduction driven gear 43_06. In addition, the diameter and number of teeth of the second first-stage reduction driving gear 43_04 are smaller than the diameter and number of teeth of the second first-stage reduction driven gear 43_06, thereby realizing the first-stage reduction transmission of the second reducer 4 between the second first-stage reduction driving gear 43_04 and the second first-stage reduction driven gear 43_06.

[0055] Example 3:

[0056] The main structure of this embodiment is exactly the same as that of Embodiment 1, except that the first parallel shaft gear reduction assembly and the second parallel shaft gear reduction assembly have different reduction stages, thereby achieving a different speed ratio between the first parallel shaft gear reduction assembly and the second parallel shaft gear reduction assembly.

[0057] Example 4:

[0058] A drive system includes a front drive axle and a rear drive axle, wherein the rear drive axle is provided with any one of the dual-motor distributed drive assemblies in Examples 1-3 to realize a rear-wheel drive arrangement.

[0059] Example 5:

[0060] A drive system includes a front drive axle and a rear drive axle, wherein the front drive axle and the rear drive axle are both provided with any one of the dual-motor distributed drive assemblies of Examples 1-3 to achieve a four-wheel drive arrangement.

[0061] Example 6:

[0062] A vehicle adopts the drive system of embodiment 4 or embodiment 5. The vehicle can be a three-wheeled vehicle or a four-wheeled vehicle such as a car.

[0063] Finally, it should be noted that the above description is only a preferred embodiment of the present invention. Under the guidance of the present invention, ordinary technicians in this field can make various similar expressions without violating the purpose and claims of the present invention. Such changes fall within the scope of protection of the present invention.

Claims

1. A dual-motor distributed drive assembly comprising a first reducer, a second reducer, coaxially arranged first and second motors, and coaxially arranged first and second half-axles, characterized in that: The first reducer includes a first parallel shaft gear reduction assembly and a first planetary gear reduction assembly, the input end of the first parallel shaft gear reduction assembly is connected to the first motor, the output end of the first parallel shaft gear reduction assembly is connected to the input end of the first planetary gear reduction assembly, and the output end of the first planetary gear reduction assembly is connected to the first half shaft. The second reducer includes a second parallel shaft gear reduction assembly and a second planetary gear reduction assembly, the input end of the second parallel shaft gear reduction assembly is connected to the second motor, the output end of the second parallel shaft gear reduction assembly is connected to the input end of the second planetary gear reduction assembly, and the output end of the second planetary gear reduction assembly is connected to the second half shaft. The first planetary gear reduction assembly and the second planetary gear reduction assembly are respectively located at the inner ends of the first half shaft and the second half shaft, and the first motor and the second motor are respectively located on the circumferential outsides of the first planetary gear reduction assembly and the second planetary gear reduction assembly.

2. The dual-motor distributed drive assembly according to claim 1, characterized in that: The first parallel shaft gear reduction assembly is located at one end of the first motor close to the first half shaft, and the second parallel shaft gear reduction assembly is located at one end of the second motor close to the second half shaft.

3. The dual-motor distributed drive assembly according to claim 1, characterized in that: A differential locking device is connected between the inner end of the first half-shaft and the inner end of the second half-shaft.

4. The dual-motor distributed drive assembly according to claim 1, characterized in that: The first parallel axis gear reduction assembly and the second parallel axis gear reduction assembly both have at least one stage of reduction, and the first parallel axis gear reduction assembly and the second parallel axis gear reduction assembly have the same number of reduction stages.

5. The dual-motor distributed drive assembly according to claim 4, characterized in that: The speed ratios of the corresponding stages of the first parallel shaft gear reduction assembly and the second parallel shaft gear reduction assembly are the same; or, The first parallel axis gear reduction assembly and the second parallel axis gear reduction assembly have at least one corresponding stage with a different speed ratio.

6. The dual-motor distributed drive assembly according to claim 1, characterized in that: The first parallel axis gear reduction assembly and the second parallel axis gear reduction assembly both have at least one stage of reduction, and the first parallel axis gear reduction assembly and the second parallel axis gear reduction assembly have different numbers of reduction stages.

7. The dual-motor distributed drive assembly according to claim 1, characterized in that: The speed ratios of the first planetary gear reduction assembly and the second planetary gear reduction assembly are the same; or, The first and second planetary gear reduction assemblies have different speed ratios.

8. The dual-motor distributed drive assembly according to claim 1, characterized in that: It also includes an electric drive assembly housing, which includes a housing body, a first end cover and a second end cover. The housing body is a box-shaped structure, and the housing body has openings at both ends of the first half-shaft and the second half-shaft in the axial direction. After the first motor and the first reducer and the second motor and the second reducer are respectively installed from the openings at both ends of the housing body, the first end cover and the second end cover are respectively covered on the openings at both ends of the housing body.

9. A drive system comprising a front drive axle and a rear drive axle, characterized in that: The front drive axle or the rear drive axle is provided with a dual-motor distributed drive assembly according to any one of claims 1 to 8; or, The front drive axle and the rear drive axle are both provided with a dual-motor distributed drive assembly as described in any one of claims 1 to 8.

10. A vehicle, characterized in that: It includes the dual-motor distributed drive assembly according to any one of claims 1 to 8 or the drive system according to claim 9.

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