Electric drive assembly and vehicle

Abstract

The utility model provides an electric drive assembly and a vehicle, relates to the technical field of vehicles, and is used for solving the problem that an electric drive assembly in the related technology occupies a large installation space of a vehicle body. The electric drive assembly comprises a first motor, a second motor and an electric control assembly, the first motor is suitable for being in transmission connection with a first wheel, and the second motor is suitable for being in transmission connection with a second wheel; the second motor is suitable for being in transmission connection with a second wheel. The first wheel and the second wheel are oppositely arranged. The electric control assembly is electrically connected with the first motor and the second motor, and the electric control assembly is arranged between the first motor and the second motor.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to an electric drive assembly and a vehicle. Background Technology

[0002] As a core component of new energy vehicles, the electric drive system plays an absolutely crucial role in the vehicle's power performance, driving range, charging time, reliability, and comfort. NVH (Noise-Vibration-Harshness), as a core performance indicator of comfort, significantly affects the subjective experience of passengers. The impact of the three-electric system on NVH performance is reflected in the structural vibrations and surface sound radiation transmitted to the entire vehicle by the motor, reducer, and electronic control components.

[0003] However, current electric drive systems occupy a large amount of installation space in the vehicle body, resulting in low space utilization and reduced overall vehicle layout feasibility. Utility Model Content

[0004] This application provides an electric drive assembly and a vehicle to solve the problem of electric drive assemblies occupying a large installation space in the vehicle body in related technologies.

[0005] To achieve the above objectives, this application adopts the following technical solution:

[0006] In a first aspect, this application provides an electric drive assembly including a first motor, a second motor, and an electronic control component. The first motor is adapted to be connected to a first wheel for transmission, and the second motor is adapted to be connected to a second wheel for transmission. The first wheel and the second wheel are disposed opposite to each other. The electronic control component is electrically connected to both the first motor and the second motor, and is disposed between the first motor and the second motor.

[0007] Since the electronic control components are located between the first and second motors, this layout is compact and reasonable, effectively utilizing the space between the two motors, reducing the lateral area occupied by the entire electric drive assembly on the vehicle, reserving more space for the arrangement of other components of the vehicle, and helping to reduce the installation space occupied by the electric drive assembly, so as to achieve the lightweight design of the whole vehicle.

[0008] Furthermore, by employing dual motors (i.e., the first motor and the second motor) to drive two oppositely positioned wheels (i.e., the first wheel and the second wheel), independent torque distribution can be achieved. When the vehicle starts, accelerates, or climbs a hill, the electronic control components can precisely regulate the output of different torques from the first motor and the second motor to their respective wheels, thereby enhancing the vehicle's instantaneous burst of power. Compared to a single-motor electric drive assembly, this significantly improves the vehicle's acceleration performance, enabling the vehicle to reach its target speed more quickly.

[0009] In some embodiments of this application, the first motor and the second motor are coaxially arranged, and the projection of the electronic control component in a first direction at least partially coincides with the first motor, wherein the first direction is the axial direction of the first motor.

[0010] In some embodiments of this application, a first reducer is also included, which is coaxially arranged with the first motor. The first reducer is adapted to be connected between the first wheel and the first motor, and the first reducer is located on the side of the first motor away from the electronic control components.

[0011] In some embodiments of this application, a second reducer is also included, which is coaxially arranged with the second motor. The second reducer is adapted to be drive-connected between the second wheel and the second motor, and the second reducer is located on the side of the second motor away from the electronic control components.

[0012] In some embodiments of this application, the first motor includes a first housing, and the second motor includes a second housing; an electronic control chamber is formed between the first housing and the second housing, and an electronic control component is disposed in the electronic control chamber.

[0013] In some embodiments of this application, a first chamber is provided on the first housing, and a first opening communicating with the first chamber is provided on the side of the first housing near the second housing; a second chamber is provided on the second housing, and a second opening communicating with the second chamber is provided on the side of the second housing near the first housing; the first opening and the second opening are arranged opposite to each other, and the first chamber and the second chamber together constitute an electronically controlled chamber.

[0014] In some embodiments of this application, the electronic control component includes a first electronic control component and a second electronic control component. The first electronic control component is electrically connected to a first motor, and the second electronic control component is electrically connected to a second motor. Both the first and second electronic control components are disposed in an electronic control chamber.

[0015] In some embodiments of this application, a first motor cavity is further formed within the first housing, which is spaced apart from the first chamber. The first motor cavity is located on the side of the first chamber facing away from the second chamber. The first motor further includes a stator assembly and a first rotor assembly, at least a portion of which is located within the second chamber.

[0016] In some embodiments of this application, the first housing includes a first half-shell and a second half-shell, the second half-shell being located on the side of the first half-shell opposite to the second housing, and the first half-shell and the second half-shell cooperating to form a first motor cavity.

[0017] In some embodiments of this application, the stator assembly includes a stator assembly disposed on a first half-shell and a second stator assembly disposed on a second half-shell; at least a portion of the first rotor assembly is disposed between the stator assembly and the second stator assembly, and the first rotor assembly is rotatably connected to the first half-shell.

[0018] In some embodiments of this application, the first rotor assembly includes a first rotor body and a first drive wheel connected together; the first rotor body is disposed between the stator assembly and the second stator assembly; the electric drive assembly further includes a first reducer disposed on the side of the first motor opposite to the second motor, and the first reducer is drively connected to the first drive wheel.

[0019] In some embodiments of this application, the second half-shell is provided with a clearance opening that communicates with the first motor cavity, and the first drive wheel extends out of the first motor cavity through the clearance opening and is connected to the first reducer for transmission.

[0020] In some embodiments of this application, a third housing is also included, which is disposed on the side of the second half-shell opposite to the first half-shell; and a reducer cavity suitable for accommodating the first reducer is formed between the third housing and the second half-shell, and the first drive wheel meshes with the first reducer in the reducer cavity.

[0021] In some embodiments of this application, the first reducer is a planetary gear reducer.

[0022] In some embodiments of this application, the first reducer is a dual planetary gear reducer.

[0023] In some embodiments of this application, the first motor is an axial flux motor, and / or the second motor is an axial flux motor.

[0024] In some embodiments of this application, a cooling module is also included, which is adapted to cool the first motor and the electronic control components.

[0025] In some embodiments of this application, a cooling module is also included, which is at least partially disposed within the first half-shell and is disposed between the first motor cavity and the electronic control cavity.

[0026] In some embodiments of this application, the cooling module includes a cooling channel integrated within a first half-shell, the cooling channel being adapted to cool a first motor and electronic control components.

[0027] A second aspect of this application provides a vehicle that includes the electric drive assembly described in the first aspect above.

[0028] It should be noted that the technical effects of the second implementation method can be found in the technical effects of the corresponding implementation method in the first aspect, and will not be repeated here. Attached Figure Description

[0029] The accompanying drawings are provided to further illustrate the technical solution of this utility model and constitute a part of the specification. They are used together with the embodiments of this application to explain the technical solution of this utility model and do not constitute a limitation on the technical solution of this utility model.

[0030] Figure 1 A schematic diagram of the structure of a vehicle provided in this application embodiment;

[0031] Figure 2 This is one of the structural schematic diagrams of an electric drive assembly provided in an embodiment of this application;

[0032] Figure 3 A three-dimensional structural schematic diagram of an electric drive assembly provided in an embodiment of this application;

[0033] Figure 4 Provided for the embodiments of this application Figure 3 Front view of the electric drive assembly in the middle;

[0034] Figure 5 Provided for the embodiments of this application Figure 4 A cross-sectional view of the electric drive assembly along the BB direction;

[0035] Figure 6 Provided for the embodiments of this application Figure 3 Exploded view of the electric drive assembly in the image;

[0036] Figure 7 This is a second schematic diagram of the structure of an electric drive assembly provided in an embodiment of this application;

[0037] Figure 8 This is the third schematic diagram of an electric drive assembly provided in an embodiment of this application;

[0038] Figure 9 This is the fourth schematic diagram of an electric drive assembly provided in the embodiments of this application;

[0039] Figure 10 This is the fifth schematic diagram of an electric drive assembly provided in the embodiments of this application.

[0040] Figure label:

[0041] 1000, vehicles;

[0042] 100. Electric drive assembly; 201. First wheel; 202. Second wheel;

[0043] 10. First motor; 11. First housing; 11A. First half-shell; 11A1. Third housing surface; 11B. Second half-shell; 11B1. Fourth housing surface; 11B2. Clearance opening; 11B3. Fifth housing surface; 111. First chamber; 112. First opening; 113. First housing surface; 114. Third housing surface; 115. First motor cavity; 116. First receiving cavity; 1161. First rotor bearing cavity; 117. Second receiving cavity; 1171. Second rotor bearing cavity; 12. Stator assembly; 121. First stator assembly; 122. Second stator assembly; 13. First rotor assembly; 131. First rotor body; 132. First drive wheel; 133. First rotor bearing; 134. Second rotor bearing;

[0044] 20. Second motor; 21. Second housing; 211. Second chamber; 212. Second opening; 213. Second housing surface; 214. Fourth housing surface;

[0045] 30. Electrical control assembly; 30A. Electrical control chamber; 31. First electrical control assembly; 32. Second electrical control assembly;

[0046] 40. First reducer;

[0047] 50. Second reducer;

[0048] 60. Connecting shell; 61. First sub-box face; 62. Second sub-box face;

[0049] 70. Third housing; 701. Reducer cavity; 71. Sixth housing surface;

[0050] 80. Oil seal;

[0051] 90. Cooling module; 91. Cooling flow channel; Detailed Implementation

[0052] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0053] It should be noted that all directional indicators (such as up, down, left, right, front, back, etc.) in this utility model embodiment are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0054] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0055] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "connected" and "linked" should be interpreted broadly, for example, as a fixed connection, a detachable connection, or an integral connection. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. Furthermore, when describing pipelines, the terms "connected" and "linked" as used in this application have the meaning of establishing electrical connection. The specific meaning needs to be understood in conjunction with the context.

[0056] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0057] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0058] It should be noted that all directional indicators (such as up, down, left, right, front, back, etc.) in this utility model embodiment are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0059] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0060] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "connected" and "linked" should be interpreted broadly, for example, as a fixed connection, a detachable connection, or an integral connection. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. Furthermore, when describing pipelines, the terms "connected" and "linked" as used in this application have the meaning of establishing electrical connection. The specific meaning needs to be understood in conjunction with the context.

[0061] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0062] In the description of this specification, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0063] This application provides a vehicle that can be a pure electric vehicle, a hybrid electric vehicle, a plug-in hybrid electric vehicle, or a gasoline-powered vehicle. The vehicle can also be a sedan, truck, bus, lorry, trailer, etc.

[0064] Please refer to Figure 1 As shown, Figure 1 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle 1000 includes a body and wheels. The body is used for passengers and for carrying goods, and the wheels are mounted under the body to support the body and are able to roll on the road surface so that the vehicle 1000 can move.

[0065] Please refer to Figure 1 and Figure 2 , Figure 2 The diagram shows a schematic of an electric drive assembly provided in an embodiment of this application. In some embodiments, the vehicle 1000 may include an electric drive assembly 100, which is adapted to drive the wheels to rotate so that the vehicle 1000 can travel.

[0066] Because the electric drive assembly 100 has high energy conversion efficiency, it can more effectively convert electrical energy into mechanical energy, reducing energy loss and improving the vehicle's range and energy utilization. Furthermore, the electric drive assembly 100 can quickly respond to driver commands, providing strong instantaneous torque, giving the electric vehicle excellent acceleration and hill-climbing ability to meet the needs of different driving conditions. In addition, compared with traditional internal combustion engine drive systems, the electric drive assembly 100 significantly reduces noise and vibration, providing a quieter and more comfortable driving environment for passengers.

[0067] In some embodiments of this application, the electric drive assembly 100 includes a first motor 10, a second motor 20, and an electronic control component 30. The first motor 10 is adapted to be connected to a first wheel 201 for transmission, and the second motor 20 is adapted to be connected to a second wheel 202 for transmission. The first wheel 201 and the second wheel 202 are arranged opposite to each other.

[0068] For example, the first wheel 201 can be the left front wheel and the second wheel 202 can be the right front wheel. For example, the first wheel 201 can also be the left rear wheel and the second wheel 202 can be the right rear wheel; this application does not limit this.

[0069] In some examples, the electronic control component 30 can be an electronically controlled IGBT module, which is a power module composed of insulated-gate bipolar transistors, assembled and physically packaged using multiple IGBT power semiconductor chips. The electronically controlled IGBT module is a core component of the electric drive assembly 100 of the electric vehicle, responsible for converting the direct current from the power battery into alternating current to drive the motor, and for recovering energy during vehicle braking to improve energy efficiency.

[0070] In other examples, the electronic control component 30 can also be a microcontroller unit (MCU), also known as a single-chip microcomputer or microcontroller, which is a microcomputer that integrates the main computer functional components such as the central processing unit (CPU), random access memory (RAM), read-only memory (ROM), and input / output ports (I / O) onto a single integrated circuit chip. This MCU can control the start, stop, speed, and torque of the first motor 10 and the second motor 20, realizing the acceleration, deceleration, and steering functions of the vehicle 1000. It can also coordinate the battery management system of the vehicle 1000 for energy management.

[0071] In addition, the electronic control component 30 is electrically connected to both the first motor 10 and the second motor 20, and the electronic control component 30 is disposed between the first motor 10 and the second motor 20.

[0072] Since the electronic control component 30 is located between the first motor 10 and the second motor 20, this layout is compact and reasonable, effectively utilizing the space between the two motors, reducing the lateral area occupied by the entire electric drive assembly 100 on the vehicle 1000, reserving more space for the arrangement of other components of the vehicle 1000, and helping to reduce the installation space occupied by the electric drive assembly, so as to achieve the lightweight design of the whole vehicle.

[0073] Furthermore, by employing dual motors (i.e., the first motor 10 and the second motor 20) to drive two oppositely positioned wheels (i.e., the first wheel 201 and the second wheel 202) respectively, independent torque distribution can be achieved. When the vehicle 1000 starts, accelerates, or climbs a hill, the electronic control component 30 can precisely regulate the output of different torques from the first motor 10 and the second motor 20 to their respective wheels, thereby enhancing the instantaneous burst power of the vehicle 1000. Compared to the single-motor electric drive assembly 100, this significantly improves the acceleration performance of the vehicle 1000, enabling it to reach the target speed more quickly.

[0074] In some embodiments of this application, the first motor 10 and the second motor 20 are coaxially arranged, and the projection of the electronic control component 30 in a first direction at least partially coincides with the first motor 10, wherein the first direction is the axial direction of the first motor 10.

[0075] Because the first motor 10 and the second motor 20 are coaxially arranged, the space occupied by the electric drive assembly 100 in the direction perpendicular to the axial direction is reduced. Compared with a non-coaxial arrangement, this design makes the layout of the entire system in the lateral or longitudinal direction of the vehicle 1000 more regular and compact, thereby freeing up more design space for the chassis, suspension and other peripheral components of the vehicle 1000, which helps to achieve a compact design of the vehicle 1000.

[0076] Furthermore, the projection of the electronic control component 30 in the first direction at least partially overlaps with the first motor 10, which means that the overall outer contour of the electronic control component 30 is uniform and aesthetically pleasing, and also achieves efficient space reuse in the axial direction of the first motor 10. Related technologies may require additional installation space if the electronic control component 30 is set up independently, but the embodiments of this application, by overlapping the first motor 10, the electronic control component 30, and the second motor 20, allow the electronic control component 30 to utilize the space between the first motor 10 and the second motor 20, further compressing the overall space occupied by the electric drive assembly 100. This makes the installation of the electric drive assembly 100 on the vehicle 1000 more convenient, improves adaptability, and also facilitates the modular production and assembly of the entire vehicle.

[0077] In some embodiments of this application, the electric drive assembly 100 further includes a first reducer 40 coaxially disposed with the first motor 10. The first reducer 40 is adapted to be drive-connected between the first wheel 201 and the first motor 10, and the first reducer 40 is disposed on the side of the first motor 10 away from the electronic control component 30.

[0078] Please continue reading. Figure 2 In this embodiment, by arranging the first reducer 40 on the side of the first motor 10 away from the electronic control component 30, the electric drive assembly 100 does not increase the floor space of the electric drive assembly 100 in the plane perpendicular to the axial direction. This allows the entire electric drive assembly 100 to be more reasonably embedded in the limited chassis space of the vehicle 1000, avoiding the compression of space for other components.

[0079] Furthermore, in this embodiment, the first reducer 40 is coaxially arranged with the first motor 10 and located on the side of the first motor 10 away from the electronic control component 30, which ensures the coaxiality and straightness of power transmission from the first motor 10 to the first wheel 201, reduces energy loss caused by changes in transmission direction, and enables power to be transmitted to the first wheel 201 with higher efficiency, thereby improving the overall vehicle's power performance and energy utilization rate.

[0080] In some embodiments, the electric drive assembly 100 further includes a second reducer 50 coaxially disposed with the second motor 20, the second reducer 50 being adapted to be drively connected between the second wheel 202 and the second motor 20, and the second reducer 50 being disposed on the side of the second motor 20 away from the electronic control component 30.

[0081] This embodiment of the application further ensures a compact layout of the electric drive assembly 100 by placing the second reducer 50 on the side of the second motor 20 away from the electronic control component 30. The symmetrical distribution of the reducers on both sides (i.e., the first reducer 40 and the second reducer) and the motor combination (i.e., the first motor 10 and the second motor 20) not only provides neat and sufficient space for other key components of the vehicle 1000 (such as the battery, suspension components, etc.), but also makes the installation of the entire electric drive assembly 100 on the vehicle 1000 more convenient, facilitating rapid positioning and assembly during the production assembly process and improving production efficiency.

[0082] Please see Figure 2 , Figure 3 , Figure 4 , Figure 5 and Figure 6 , Figure 3 This illustration shows a three-dimensional structural diagram of an electric drive assembly provided in an embodiment of this application. Figure 4 The embodiments provided in this application are shown. Figure 3 Front view of the electric drive assembly in the middle. Figure 5 The embodiments provided in this application are shown. Figure 4 A cross-sectional view of the electric drive assembly along the BB direction. Figure 6 The embodiments provided in this application are shown. Figure 3 An exploded view of the electric drive assembly. In some embodiments of this application, the first motor 10 includes a first housing 11, and the second motor 20 includes a second housing 21. An electronic control chamber 30A is formed between the first housing 11 and the second housing 21, and the electronic control assembly 30 is disposed within the electronic control chamber 30A.

[0083] Specifically, the first motor 10 has a first housing 11, and the second motor 20 has a second housing 21. When the first housing 11 and the second housing 21 are assembled, they can form an electronic control chamber 30A, which is suitable for accommodating the electronic control component 30.

[0084] In this embodiment, the electronic control component 30 is mounted in an electronic control chamber 30A formed between the first housing 11 and the second housing 21. This integrated design improves the structural integration of the electric drive assembly 100. Compared to a distributed external mounting of the electronic control component 30, it reduces the need for additional housings and support structures, making the entire electric drive assembly 100 more compact and simple. This not only saves on raw material costs but also reduces the installation volume on the vehicle 1000, freeing up more space for surrounding components.

[0085] In some embodiments of this application, a first chamber 111 is provided on the first housing 11, and a first opening 112 communicating with the first chamber 111 is provided on the side of the first housing 11 near the second housing 21.

[0086] Similarly, a second chamber 211 is provided on the second housing 21, and a second opening 212 communicating with the second chamber 211 is provided on the side of the second housing 21 near the first housing 11; the first opening 112 and the second opening 212 are arranged opposite to each other, and the first chamber 111 and the second chamber 211 together constitute the electronic control chamber 30A.

[0087] In one possible structural design, both the first chamber 111 and the second chamber 211 can be square chambers, forming an electronically controlled chamber 30A, in which an electronically controlled component 30 is disposed. The electronically controlled component 30 can be fixed to the electronically controlled chamber 30A via a first connector.

[0088] For example, the first connector may be a bolt, a snap-fit ​​structure, etc., and this application does not limit it.

[0089] Specifically, the first housing 11 has a first mating surface 113 on the side facing the second housing 21, and the second housing 21 has a second mating surface 213 on the side facing the first housing 11. The first mating surface 113 can mate with the second mating surface 213. Thus, after the first mating surface 113 and the second mating surface 213 are joined, bolts can be used to connect the first housing 11 and the second housing 21, forming an electronic control chamber 30A between them, thereby achieving a seal for the electronic control chamber 30A.

[0090] Thus, the electronic control component 30 can be fixed to the electronic control chamber 30A through the first connector, which can prevent the electronic control component 30 from colliding with the first housing 11 or the second housing 21 and being damaged. In addition, since the drive board, capacitor and other components of the electronic control component 30 are often square, this embodiment of the application improves the space utilization of the electronic control chamber 30A by making both the first chamber 111 and the second chamber 211 square.

[0091] Please see Figures 1-7 , Figure 7 The diagram shows a schematic of the structure of an electric drive assembly provided in an embodiment of this application. In other embodiments of this application, the electric drive assembly 100 further includes a connecting housing 60, on which a first chamber 111 and a second chamber 211 are formed at intervals. The connecting housing 60 is provided with a first opening 112 communicating with the first chamber 111 and a second opening 212 communicating with the second chamber 211. The first opening 112 and the second opening 212 are arranged opposite to each other, that is, the first opening 112 faces the side away from the second chamber 211, and the second opening 212 faces the side away from the first chamber 111.

[0092] After the connecting housing 60 is connected to the first housing 11, the first housing 11 seals the first opening 112 to seal the first chamber 111. After the connecting housing 60 is connected to the second housing 21, the second housing 21 seals the second opening 212 to seal the second chamber 211. The first chamber 111 and the second chamber 211 constitute an electronically controlled chamber 30A. Electronically controlled components 30 can be installed in both the first chamber 111 and the second chamber 211. For example, the first chamber 111 can be equipped with a first electronically controlled component 31 as described below, and the second chamber 211 can be equipped with a second electronically controlled component 32 as described below.

[0093] Specifically, the connecting housing 60 may have a first mating surface 61 on the side facing the first housing 11, a second mating surface 62 on the side facing the second housing 21, a third mating surface 114 on the side facing the first housing 11, and a fourth mating surface 214 on the side facing the second housing 21. Thus, the first chamber 111 can be sealed by the cooperation of the first and third mating surfaces 61 and 114, and the second chamber 211 can be sealed by the cooperation of the second and fourth mating surfaces 62 and 214. In this way, the first chamber 111 and the second chamber 211 formed within the connecting housing 60 can accommodate the electronic control component 30. Therefore, the cavity suitable for accommodating the electronic control component 30 is an integral structure, facilitating the assembly of the electronic control component 30 and the fixation of its internal components.

[0094] In some embodiments of this application, the electronic control component 30 includes a first electronic control component 31 and a second electronic control component 32. The first electronic control component 31 is electrically connected to the first motor 10, and the second electronic control component 32 is electrically connected to the second motor 20. Both the first electronic control component 31 and the second electronic control component 32 are disposed in the electronic control chamber 30A.

[0095] The first electronic control component 31 is electrically connected to the first motor 10, and the second electronic control component 32 is electrically connected to the second motor 20. Both are located within the electronic control chamber 30A. This layout allows for more precise control of the two motors. Different electronic control components 30 can independently and precisely adjust the corresponding motor output torque, speed, and other parameters according to the vehicle's driving conditions, such as starting, acceleration, climbing, turning, and braking.

[0096] For example, when the vehicle is turning at 1000 degrees, the first electronic control component 31 can reduce the power of the inner first motor 10 in real time, while the second electronic control component 32 increases the output of the outer second motor 20 to achieve a similar differential steering effect, thereby improving the handling flexibility and precision of the vehicle at 1000 degrees. Compared with the mode of controlling two motors with a single electronic control component 30, it can better adapt to complex and ever-changing driving needs and optimize the overall vehicle power performance.

[0097] It should be noted that the electric drive assembly 100 described in the embodiments of this application can be symmetrically arranged, that is, the first motor 10 and the second motor 20 of the electric drive assembly 100 are symmetrically arranged on one side. For ease of description, the embodiments of this application will describe the specific structure of the first motor 10 side (such as the first reducer 40, reducer cavity 701, etc.). The specific structure of the second motor 20 side can be referred to the first motor 10 side. This application will not elaborate on these details.

[0098] In some embodiments of this application, a first motor cavity 115 is further formed within the first housing 11, spaced apart from the first chamber 111. The first motor cavity 115 is located on the side of the first chamber 111 facing away from the second chamber 211. The first motor 10 also includes a stator assembly 12 and a first rotor assembly 13, at least a portion of which are disposed within the second chamber 211.

[0099] Because the first housing 11 has a first motor cavity 115 spaced apart from the first chamber 111, and the first motor cavity 115 is located on the side of the first chamber 111 facing away from the second chamber 211, this layered layout achieves refined utilization of space. In this embodiment, by placing at least part of the stator assembly 12 and the first rotor assembly 13 of the first motor 10 within the first motor cavity 115, the electric drive assembly 100 maintains a compact structure in the lateral and longitudinal directions of the vehicle 1000 chassis, reserving more space for other components.

[0100] In addition, the electronic control component 30 and the first motor cavity 115 are separated only by the wall of the first housing 11, and can be connected to the stator assembly 12 by the wire 63. This connection path is extremely short, which can reduce current loss, reduce the weight of the electric drive assembly 100, and reduce costs.

[0101] In some embodiments of this application, the first housing 11 includes a first half-shell 11A and a second half-shell 11B, the second half-shell 11B being located on the side of the first half-shell 11A away from the second housing 21, and the first half-shell 11A and the second half-shell 11B cooperating to form a first motor cavity 115.

[0102] The first half-shell 11A and the second half-shell 11B are connected to form the first motor cavity 115. This split design improves the flexibility and convenience of the assembly process. During production, workers can pre-assemble some motor components in the first half-shell 11A and the second half-shell 11B respectively. For example, one side of the stator winding of the stator assembly 12 can be pre-fixed at the corresponding position in the first half-shell 11A, while another stator assembly or related sensors or heat dissipation structures can be placed in the second half-shell 11B.

[0103] Furthermore, when vehicle 1000 requires maintenance, especially when components inside the first motor cavity 115 are involved, maintenance personnel only need to disassemble the connection between the first half-shell 11A and the second half-shell 11B to directly and fully expose all components inside the first motor cavity 115. Compared to a monolithic housing, this eliminates the need for special tools or complex disassembly procedures to access the confined internal space, thus shortening troubleshooting and repair time.

[0104] In some embodiments of this application, the stator assembly 12 includes a first stator assembly 121 disposed on a first half-shell 11A and a second stator assembly 122 disposed on a second half-shell 11B. Specifically, the first stator assembly 121 can be connected to the first half-shell 11A via a second connector, and the second stator assembly 122 can be connected to the second half-shell 11B via a third connector. The second and third connectors can be the same or different, and this application does not limit them. For example, the second and third connectors can be bolts, screws, rivets, snap-fit ​​components, etc., and this application does not limit them.

[0105] In one possible structural design, a first chamber 111 is formed on one side of the first half-shell 11A, and a first receiving cavity 116 is formed on the other side, with the first chamber 111 and the first receiving cavity 116 arranged opposite to each other. The first receiving cavity 116 constitutes at least a portion of the first motor cavity 115, and the first stator assembly 121 is disposed within the first receiving cavity 116.

[0106] Similarly, a second receiving cavity 117 may also be formed on the second half-shell 11B, and the second stator assembly 122 is disposed in the second receiving cavity 117, which constitutes at least a portion of the first motor cavity 115.

[0107] The second receiving cavity 117 can be disposed opposite to the first receiving cavity 116. When the first half-shell 11A and the second half-shell 11B are assembled, the first receiving cavity 116 can communicate with the second receiving cavity 117 to form the first motor cavity 115. Specifically, the first half-shell 11A can be provided with a third assembly surface 11A1 on the side near the second half-shell 11B, and the second half-shell 11B can be provided with a fourth assembly surface 11B1 on the side near the first half-shell 11A. After the third assembly surface 11A1 and the fourth assembly surface 11B1 are connected, the first half-shell 11A and the second half-shell 11B can be connected by a fourth connector to realize the assembly of the first motor cavity 115.

[0108] Since at least a portion of the first rotor assembly 13 is disposed between the first stator assembly 121 and the second stator assembly 122, and the first rotor assembly 13 is rotatably connected to the first half-shell 11A.

[0109] Thus, if the second stator assembly 122 experiences an open circuit or insulation damage, the fault point can be directly accessed by simply disassembling the connection between the first half-shell 11A and the second half-shell 11B, allowing for precise implementation of repair measures and improved maintenance efficiency.

[0110] Please see Figures 1-8 , Figure 8A schematic diagram of an electric drive assembly provided in an embodiment of this application is shown. In another possible structural design, a first chamber 111 is formed on one side of the first half-shell 11A, and a first receiving cavity 116 is formed on the other side. The first chamber 111 and the first receiving cavity 116 are arranged opposite to each other. The first receiving cavity 116 constitutes at least a part of the first motor cavity 115, and the first stator assembly 121, the second stator assembly 122, and the first rotor assembly 13 can all be disposed in the first receiving cavity 116. A third mating surface 11A1 can be provided on the side of the first half-shell 11A near the second half-shell 11B. The second half-shell 11B does not have a second receiving cavity 117. The second half-shell 11B only has a fourth mating surface 11B1 that mates with the first half-shell 11A. After the third mating surface 11A1 and the fourth mating surface 11B1 are connected, the first half-shell 11A and the second half-shell 11B can be connected by a fourth connector to realize the assembly of the first motor cavity 115.

[0111] In some embodiments of this application, the first rotor assembly 13 includes a first rotor body 131, a first drive wheel 132, a first rotor bearing 133, and a second rotor bearing 134 connected together. For example, the first drive wheel 132 may be a sun gear.

[0112] The first rotor bearing 133 on one side of the first rotor assembly 13 is fixedly connected to the first housing 11. The other side of the first rotor assembly 13 consists of a first drive wheel 132 and a second rotor bearing 134 integrated with the motor shaft. The second rotor bearing 134 is disposed between the first drive wheel 132 and the first rotor body 131, and the first rotor body 131 is disposed between the first rotor bearing 133 and the second rotor bearing 134.

[0113] A first rotor bearing cavity 1161 may be provided within the first receiving cavity 116, and a first rotor bearing 133 may be installed within the first rotor bearing cavity 1161. The first rotor body 131 may be disposed between the first stator assembly 121 and the second stator assembly 122. Similarly, a second rotor bearing cavity 1171 may be provided within the second receiving cavity 117, and a second rotor bearing 134 may be installed within the second rotor bearing cavity 1171.

[0114] In addition, the electric drive assembly 100 also includes a first reducer 40 disposed on the side of the first motor 10 away from the second motor 20, and the first reducer 40 is connected to the first drive wheel 132 in a transmission connection.

[0115] In this embodiment, the first reducer 40 is positioned on the side of the first motor 10 away from the second motor 20 and is connected to the first drive wheel 132. This results in a compact structure for the electric drive assembly 100 and ensures a short power transmission path and minimal losses from the motor to the reducer. Furthermore, the first reducer 40 is positioned adjacent to the first motor 10 and directly connected to the first drive wheel 132, making the entire power transmission chain highly compact in the lateral space of the vehicle 1000 chassis.

[0116] In some embodiments of this application, the second half-shell 11B is provided with a clearance opening 11B2 that communicates with the first motor cavity 115. The first drive wheel 132 extends out of the first motor cavity 115 through the clearance opening 11B2 and is connected to the first reducer 40 in a transmission connection.

[0117] Because the second half-shell 11B has a clearance opening 11B2 that communicates with the first motor cavity 115, the first drive wheel 132 can smoothly extend through the clearance opening 11B2 and connect with the first reducer 40 for transmission. Compared with a complex transition structure or a bypass layout, this reduces energy loss and mechanical wear during power transmission, ensuring that the power generated by the motor can be efficiently transmitted to the first reducer 40, thereby improving the overall power output performance of the vehicle.

[0118] In some embodiments of this application, the electric drive assembly 100 further includes a third housing 70, which is disposed on the side of the second half-shell 11B opposite to the first half-shell 11A. A reducer cavity 701 suitable for accommodating the first reducer 40 is formed between the third housing 70 and the second half-shell 11B. The first drive wheel 132 meshes with the first reducer 40 in the reducer cavity 701. Furthermore, the first reducer 40 may also be provided with a connecting structure, which is suitable for connecting with a half-shaft. The half-shaft is suitable for connecting between the first reducer 40 and the first wheel 201. For example, the connecting structure may be a bolt hole or a spline, etc., which is not limited in this application.

[0119] In one possible structural design, the opposite sides of the first reducer can also be fixed by bearings to the side of the second half-shell 11B away from the first half-shell 11A and the side of the third shell 70 close to the second half-shell 11B, respectively. Specifically, a third bearing cavity is provided on the side of the second half-shell 11B away from the first half-shell 11A, and a fourth bearing cavity is provided on the side of the third shell 70 close to the second half-shell 11B. These third and fourth bearing cavities are used to mount two bearings on opposite sides of the reducer, respectively.

[0120] In this embodiment, the third housing 70 and the second half-shell 11B cooperate to form a reducer cavity 701 to accommodate the first reducer 40, which improves the structural integration of the electric drive assembly 100, reduces the need for external connectors and support structures, makes the whole system more compact and simple, saves raw material costs and installation space, and makes the layout of the electric drive assembly 100 on the vehicle 1000 more regular.

[0121] In addition, the first drive wheel 132 meshes with the first reducer 40 in the reducer cavity 701. Compared with the meshing environment of open or non-dedicated chambers, the embodiment of this application can effectively avoid problems such as meshing misalignment and gap changes caused by external interference (such as vibration and foreign object collision) by making the first drive wheel 132 mesh with the first reducer 40 in the reducer cavity 701, so that the power transmission from the first drive wheel 132 to the first reducer 40 is more accurate and stable.

[0122] It should be noted that a fifth mating surface 11B3 may be provided on the side of the second half-shell 11B away from the first half-shell 11A, and a sixth mating surface 71 may be provided on the side of the third shell 70 close to the second half-shell 11B. After the fifth mating surface 11B3 and the sixth mating surface 71 are attached, the second half-shell 11B and the third shell 70 can be connected by a fifth connector to form a reducer cavity 701.

[0123] It is understood that the half-shaft passes through the third housing 70 and connects between the first reducer 40 and the first wheel 201. Thus, the oil in the lubrication system can easily leak from the gap between the half-shaft and the third housing 70 in the reducer cavity 701. In order to avoid lubricating oil leakage, in some embodiments, the electronic control assembly 30 also includes an oil seal 80 disposed on the third housing 70. The oil seal 80 is disposed on the third housing 70 and is suitable for sealing the gap between the half-shaft and the third housing 70.

[0124] For example, the material of the oil seal 80 can be nitrile rubber, fluororubber, silicone rubber or polytetrafluoroethylene, etc., and this application does not limit it.

[0125] In this way, the oil seal 80 can prevent lubricating oil from leaking from the gap between the third housing 70 and the half shaft, effectively protecting the first reducer 40 and preventing its service life from being reduced or even damaged due to insufficient lubrication.

[0126] In some embodiments of this application, the first reducer 40 is a planetary gear reducer. Planetary gear reducers have the characteristics of a large transmission ratio and high load-bearing capacity, making them perfectly compatible with the electric drive assembly 100. In conditions requiring high torque output, such as when the vehicle 1000 starts or climbs hills, the planetary gear reducer can efficiently convert the high-speed, low-torque power of the first motor 10 into the low-speed, high-torque power required by the first wheel 201, significantly improving the driving force of the vehicle 1000 and enabling it to easily handle conditions such as steep slopes and heavy-load starts.

[0127] Optional, please refer to Figure 9 The first reducer 40 can be a double planetary gear reducer. Since a double planetary gear reducer can achieve a large transmission ratio in a small space, its structure is relatively compact, making it suitable for installation in equipment with limited space. This further reduces the space occupied by the electric drive assembly 100, which is beneficial for the miniaturization design of the electric drive assembly 100.

[0128] Optional, please refer to Figure 8 The first reducer 40 can also be a single-row planetary gear reducer. Compared to complex structures such as double-row planetary gear reducers, the single-row planetary gear reducer has a simpler structure and fewer parts, making its manufacturing, assembly, and subsequent maintenance relatively simple. This helps reduce the initial cost and subsequent maintenance costs of the electric drive assembly.

[0129] Optional, please refer to Figure 10 The first reducer 40 can also be a double-row planetary gear reducer. A double-row planetary gear reducer consists of two sets of planetary gears, each containing basic components such as a sun gear, planet gears, a planet carrier, and an internal ring gear. Compared to a single-row planetary gear reducer, a double-row planetary gear reducer, through the synergistic effect of the two sets of planetary gears, can more easily achieve a larger transmission ratio range and provide multi-stage speed change capabilities to meet more complex reduction and speed change requirements.

[0130] In some embodiments of this application, the first motor 10 is an axial flux motor, and / or the second motor 20 is an axial flux motor. Axial flux motors have the significant advantage of high power density; compared to traditional radial flux motors, they can output more power within the same volume and weight. When the first motor 10 and / or the second motor 20 are axial flux motors, the electric drive assembly 100 can provide the vehicle 1000 with more powerful performance, significantly enhancing both the initial burst of power and the sustained acceleration at high speeds, thus achieving a higher level of power performance for the vehicle 1000.

[0131] In addition, the axial flux motor can occupy less height space in the limited vertical space of the vehicle 1000 chassis, providing more possibilities for the arrangement of other key components such as the battery pack of the vehicle 1000. This helps to optimize the overall layout of the vehicle 1000, achieve a more efficient lightweight design, and effectively shorten the size of the electric drive assembly and increase the power density.

[0132] In some embodiments of this application, the electric drive assembly 100 further includes a cooling module 90 adapted to cool at least the first motor 10 and the electronic control component 30.

[0133] In this way, the cooling module 90 can remove excess heat in time, maintain the high power density output of the motor, avoid power decay caused by overheating, and ensure the continuity of the vehicle's 1000 power performance.

[0134] In some embodiments of this application, the cooling module is at least partially disposed within the first half-shell 11A, and the cooling module is disposed between the first motor cavity 115 and the electronic control chamber 30A.

[0135] In this embodiment, a cooling module 90 is positioned between the first motor cavity 115 and the electrical control chamber 30A. On one hand, the first motor 10 within the first motor cavity 115 generates heat during operation. Prolonged high-temperature operation may affect the performance and lifespan of the first motor 10. The cooling module 90, located near the first motor cavity 115, can effectively remove the heat generated by the first motor 10, providing a good cooling effect and ensuring stable and reliable operation. On the other hand, the electrical control components 30 in the electrical control chamber 30A also have certain temperature requirements. Excessively high temperatures may lead to performance degradation or even malfunctions in the electrical control components 30. The cooling module 90, located nearby, can also dissipate heat from the electrical control chamber 30A, maintaining a suitable operating temperature for the electrical control components 30.

[0136] In some embodiments of this application, the cooling module 90 includes a cooling channel 91 integrated within the first half-shell 11A. The cooling channel 91 is disposed between the first motor cavity 115 and the electronic control cavity 30A, and is adapted to cool the first motor 10 and the electronic control component 30.

[0137] Optionally, the cooling channel 91 can be connected to the water cooling circulation system of the vehicle 1000, and the water pump of the water cooling circulation system can pump cooling water to the cooling channel to achieve cooling of the first motor 10 and the electronic control component 30.

[0138] Optionally, the cooling channel 91 can be connected to the oil cooling circulation system of the vehicle 1000, and the oil pump of the oil cooling circulation system can pump the cooling oil to the cooling channel to cool the first motor 10 and the electronic control component 30.

[0139] In this embodiment, the cooling channel 91 is integrated into the first half-shell 11A. Since the electronic control chamber 30A and the first motor chamber 115 are formed on opposite sides of the first half-shell 11A, the cooling channel 91 integrated into the first half-shell 11A can cool the first motor 10 and the electronic control component 30, thereby effectively reducing the number of water channels and pipes, thus reducing costs and saving installation space.

[0140] It is understood that the electric drive assembly 100 provided in this application embodiment can be symmetrically arranged with respect to the electronic control component 30. That is, the structure on the side of the second reducer 50 can be the same as the structure on the side of the first reducer 40, which can be referred to the above description, and will not be repeated here.

[0141] In understanding the scope of this utility model, the term "comprising" and its derivatives, as used herein, are intended to be open-ended terms that specify the presence of the described features, elements, components, groups, integrals, and / or steps, but do not exclude the presence of other undescribed features, elements, components, groups, integrals, and / or steps. This concept also applies to words with similar meanings, such as the terms "comprising," "having," and their derivatives.

[0142] The term "attached" or "joined" as used herein includes: a construction in which one element is directly fixed to another element by fixing it directly to another element; a construction in which one element is indirectly fixed to another element by fixing it to an intermediate member, which in turn is fixed to another element; and a construction in which one element is integral with another element, that is, one element is substantially part of another element. This definition also applies to words with similar meanings, such as "connect," "joint," "couple," "install," "adhere," "fix," and their derivatives. Finally, degree terms such as "substantially," "approximately," and "approximately" as used herein indicate the amount of deviation from which modifications to the terminology do not significantly alter the final result.

[0143] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used herein is for descriptive purposes only and is not intended to limit the scope of the invention. Features described in one embodiment may be applied, alone or in combination with other features, to another embodiment, unless that feature is not applicable in that other embodiment or is otherwise stated.

[0144] The utility model has been described through the above embodiments. However, it should be understood that the above embodiments are for illustrative purposes only and are not intended to limit the utility model to the described embodiments. Furthermore, those skilled in the art will understand that the utility model is not limited to the above embodiments, and many more variations and modifications can be made based on the teachings of the utility model, all of which fall within the scope of protection claimed by the utility model.

Claims

1. An electric drive assembly, characterized in that, It includes a first motor (10), a second motor (20) and an electronic control component (30). The first motor (10) is adapted to be connected to a first wheel (201) for transmission, and the second motor (20) is adapted to be connected to a second wheel (202) for transmission. The first wheel (201) and the second wheel (202) are arranged opposite to each other. The electronic control component (30) is electrically connected to both the first motor (10) and the second motor (20), and the electronic control component (30) is disposed between the first motor (10) and the second motor (20).

2. The electric drive assembly according to claim 1, characterized in that, The first motor (10) and the second motor (20) are coaxially arranged, and the projection of the electronic control component (30) in a first direction at least partially coincides with the first motor (10), the first direction being the axial direction of the first motor (10).

3. The electric drive assembly according to claim 2, characterized in that, It also includes a first reducer (40) coaxially disposed with the first motor (10), the first reducer (40) being adapted to be connected between the first wheel (201) and the first motor (10), and the first reducer (40) being disposed on the side of the first motor (10) away from the electronic control component (30).

4. The electric drive assembly according to claim 2, characterized in that, It also includes a second reducer (50) coaxially disposed with the second motor (20), the second reducer (50) being adapted to be drive-connected between the second wheel (202) and the second motor (20), and the second reducer (50) being disposed on the side of the second motor (20) away from the electronic control component (30).

5. The electric drive assembly according to any one of claims 1-4, characterized in that, The first motor (10) includes a first housing (11), and the second motor (20) includes a second housing (21); An electronically controlled chamber (30A) is formed between the first housing (11) and the second housing (21), and the electronically controlled component (30) is disposed in the electronically controlled chamber (30A).

6. The electric drive assembly according to claim 5, characterized in that, The first housing (11) is provided with a first chamber (111), and the first housing (11) is provided with a first opening (112) communicating with the first chamber (111) on the side of the first housing (11) near the second housing (21); The second housing (21) is provided with a second chamber (211), and the second housing (21) is provided with a second opening (212) communicating with the second chamber (211) on the side of the second housing (11) near the first housing (11); the first opening (112) and the second opening (212) are arranged opposite to each other, and the first chamber (111) and the second chamber (211) together constitute the electronic control chamber (30A).

7. The electric drive assembly according to claim 5, characterized in that, The electronic control component (30) includes a first electronic control component (31) and a second electronic control component (32). The first electronic control component (31) is electrically connected to the first motor (10), and the second electronic control component (32) is electrically connected to the second motor (20). Both the first electronic control component (31) and the second electronic control component (32) are disposed in the electronic control chamber (30A).

8. The electric drive assembly according to claim 6, characterized in that, The first housing (11) also has a first motor cavity (115) spaced apart from the first chamber (111), and the first motor cavity (115) is located on the side of the first chamber (111) away from the second chamber (211); The first motor (10) further includes a stator assembly (12) and a first rotor assembly (13), at least a portion of which is disposed within the second chamber (211).

9. The electric drive assembly according to claim 8, characterized in that, The first housing (11) includes a first half-shell (11A) and a second half-shell (11B), the second half-shell (11B) being located on the side of the first half-shell (11A) away from the second housing (21), and the first half-shell (11A) and the second half-shell (11B) cooperating to form the first motor cavity (115).

10. The electric drive assembly according to claim 9, characterized in that, The stator assembly (12) includes a first stator assembly (121) disposed on the first half-shell (11A) and a second stator assembly (122) disposed on the second half-shell (11B); At least a portion of the first rotor assembly (13) is disposed between the first stator assembly (121) and the second stator assembly (122), and the first rotor assembly (13) is rotatably connected to the first half-shell (11A).

11. The electric drive assembly according to claim 10, characterized in that, The first rotor assembly (13) includes a first rotor body (131) and a first drive wheel (132) connected to each other; the first rotor body (131) is disposed between the stator assembly (12) and the second stator assembly (12); The electric drive assembly further includes a first reducer (40) disposed on the side of the first motor (10) away from the second motor (20), and the first reducer (40) is connected to the first drive wheel (132) in a transmission connection.

12. The electric drive assembly according to claim 11, characterized in that, The second half-shell (11B) is provided with a clearance opening (11B2) that communicates with the first motor cavity (115). The first drive wheel (132) extends out of the first motor cavity (115) through the clearance opening (11B2) and is connected to the first reducer (40) in a transmission connection.

13. The electric drive assembly according to claim 12, characterized in that, It also includes a third housing (70), which is disposed on the side of the second half-shell (11B) away from the first half-shell (11A); and a reducer cavity (701) suitable for accommodating the first reducer (40) is formed between the third housing (70) and the second half-shell (11B), and the first drive wheel (132) meshes with the first reducer (40) in the reducer cavity (701).

14. The electric drive assembly according to claim 11, characterized in that, The first reducer (40) is a planetary gear reducer.

15. The electric drive assembly according to claim 11, characterized in that, The first reducer (40) is a double planetary gear reducer.

16. The electric drive assembly according to any one of claims 1-4, characterized in that, The first motor (10) is an axial flux motor, and / or the second motor (20) is an axial flux motor.

17. The electric drive assembly according to any one of claims 1-4, characterized in that, It also includes a cooling module (90) adapted to cool the first motor (10) and the electronic control assembly (30).

18. The electric drive assembly according to claim 9, characterized in that, It also includes a cooling module (90), which is at least partially disposed within the first half-shell (11A) and is disposed between the first motor cavity (115) and the electronic control cavity (30A).

19. The electric drive assembly according to claim 18, characterized in that, The cooling module (90) includes a cooling channel (91) integrated within the first half-shell (11A), and the cooling channel (91) is adapted to cool the first motor (10) and the electronic control assembly (30).

20. A vehicle, characterized in that, Includes the electric drive assembly (100) according to any one of claims 1-19.

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