Dual-motor powertrain and electric vehicle

Abstract

Provided in the embodiments of the present application are a dual-motor powertrain and an electric vehicle. A main housing of the dual-motor powertrain comprises an intermediate housing. In the axial direction of the dual-motor powertrain, two reducers are arranged on two sides of the intermediate housing. The intermediate housing comprises two side surfaces and an outer peripheral surface. The two side surfaces each comprise two reducer accommodating recesses, openings of the two reducer accommodating recesses facing away from each other in the axial direction of the dual-motor powertrain. The outer peripheral surface comprises an accommodating recess, wherein the direction in which the accommodating recess is recessed faces a gap between the two reducers, such that the intermediate housing can make full use of the gap between the two reducers to form the accommodating recess; and the space in the accommodating recess is configured to accommodate some electrical components, such that space for arranging electrical components outside the main housing can be saved on, facilitating a reduction in the overall volume of the dual-motor powertrain, thereby facilitating the optimization of the layout of the dual-motor powertrain in the entire vehicle.

Description

Dual-motor powertrain and electric vehicles

[0001] This application claims priority to Chinese Patent Application No. 202411709893.7, filed on November 26, 2024, entitled "Dual Motor Powertrain and Electric Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of electric vehicle technology, and in particular to a dual-motor powertrain and an electric vehicle. Background Technology

[0003] Dual-motor drive technology uses two drive motors to independently control the left and right wheels, achieving high-precision torque vectoring output. Each drive motor has its own motor controller and reducer. However, the space between the left and right wheels is limited, and the overall size of the dual-motor powertrain is relatively large, making it difficult to arrange the dual motors and their corresponding motor controllers and reducers within the vehicle. Summary of the Invention

[0004] This application provides a dual-motor powertrain and electric vehicle, which solves the technical problem of making full use of the gap between the reducers in the dual-motor powertrain, so as to reduce the size of the dual-motor powertrain.

[0005] In a first aspect, this application provides a dual-motor powertrain, comprising two drive motors and two reducers. The two reducers are arranged between the two drive motors along the axial direction of the dual-motor powertrain. The overall housing of the dual-motor powertrain includes an intermediate housing. The two reducers are arranged on both sides of the intermediate housing along the axial direction of the dual-motor powertrain. The intermediate housing includes two side surfaces and an outer peripheral surface. The two side surfaces face away from each other along the axial direction of the dual-motor powertrain. Each side surface includes two reducer receiving slots, the openings of which face away from each other along the axial direction of the dual-motor powertrain. Each reducer receiving slot is used to fix and accommodate multiple bearings of one reducer. The outer peripheral surface includes a receiving groove, the recess of which faces the gap between the two reducers. This receiving groove is used to accommodate an electrical component, which receives DC power output from a power battery and supplies DC power to the motor controllers of the two drive motors respectively.

[0006] In this embodiment, the outer peripheral surface includes a receiving groove, the recess of which faces the gap between the two reducers. This allows the intermediate housing to fully utilize the gap between the two reducers to form the receiving groove, and ensures that the receiving groove does not excessively occupy space outside the main housing of the dual-motor powertrain. The space within the receiving groove can be used to accommodate some electrical components, thereby saving space outside the main housing for arranging electrical components. This helps to reduce the overall volume of the dual-motor powertrain and optimize its layout within the vehicle.

[0007] In this embodiment, the receiving slot is used to house an electrical component. This component receives direct current (DC) from the power battery and supplies DC to the motor controllers of the two drive motors. The motor controllers convert the DC to alternating current (AC) and transmit it to the two drive motors to drive them. The receiving slot, which houses the electrical component within the motor controllers, allows for the inclusion of a shared component within the intermediate housing. This fully utilizes the gap between the two reducers, reduces the space required for the motor controllers, and minimizes the overall size of the dual-motor powertrain, facilitating its layout within the vehicle.

[0008] In one embodiment, each reducer includes an output wheel with a radius greater than that of any other gear in each reducer, the output wheel being used for drive connection of wheels, and a portion of a receiving groove being recessed toward the gap between the output wheels of the two reducers.

[0009] In this embodiment, a portion of the receiving groove is recessed toward the gap between the output wheels of the two reducers, so that the gap between the output wheels of the two reducers can be fully utilized by the receiving groove. This also allows the receiving groove to have more space to accommodate electrical components, thereby allowing more electrical components in the motor controller to be placed in the receiving groove. This helps to reduce the volume of the motor controller outside the intermediate housing, thereby reducing the overall volume of the dual-motor powertrain and facilitating the layout of the dual-motor powertrain within the vehicle.

[0010] In one embodiment, each reducer further includes an input wheel and an intermediate wheel. The input wheel is used to drive the motor shaft of a drive motor, and the intermediate wheel is used to drive the input wheel and an output wheel. A portion of a receiving groove is recessed radially along the dual-motor powertrain toward one input wheel and one intermediate wheel of the two reducers.

[0011] In this embodiment, the radius of the input wheel and intermediate wheel of each reducer is small, resulting in a large gap above the input wheel and intermediate wheel along the radial direction of the dual-motor powertrain. The other part of the receiving groove is recessed along the radial direction of the dual-motor powertrain toward the input wheel and intermediate wheel of the two reducers, so that the space of the input wheel and intermediate wheel of the two reducers along the radial direction of the dual-motor powertrain is fully utilized by the receiving groove, so that the receiving groove has a larger space to accommodate electrical components, which is more conducive to reducing the size of the motor controller and reducing the overall size of the dual-motor powertrain, which is beneficial to the layout of the dual-motor powertrain in the vehicle.

[0012] In one embodiment, an intermediate housing further includes two circumferential plates that are circumferentially spaced along the dual-motor powertrain. Each circumferential plate is fixedly connected to the outer side of the groove wall of two reducer receiving slots, and the two circumferential plates are used to enclose the outer side of the groove wall of the two reducer receiving slots to form a receiving slot.

[0013] In this embodiment, two circumferential plates are spaced apart circumferentially along the dual-motor powertrain. Each circumferential plate is fixedly connected to the outer side of the groove wall of two reducer receiving slots. This allows the groove walls of the two reducer receiving slots to be reused to form receiving slots, making full use of the space of the two reducer receiving slots in the radial direction of the dual-motor powertrain. The formation of the receiving slots does not increase the radial space of the dual-motor powertrain, while the receiving slots can accommodate electrical components, reducing the overall volume of the dual-motor powertrain and thus optimizing the vehicle layout. The two circumferential plates, used to enclose the outer side of the groove walls of the two reducer receiving slots to form receiving slots, can also improve the integration and strength of the intermediate housing, thereby enhancing the overall strength of the dual-motor powertrain's overall housing.

[0014] In one embodiment, the bottom of each reducer receiving slot includes multiple bearing slots, each bearing slot for fixing a bearing. The depth of each reducer receiving slot along the axial direction of the dual-motor powertrain is greater than the depth of each bearing slot within each reducer receiving slot.

[0015] In this embodiment, the depth of each reducer receiving slot along the axial direction of the dual-motor powertrain is greater than the depth of each bearing slot in each reducer receiving slot. This results in each reducer receiving slot having a larger axial space in addition to accommodating the bearing. This allows the receiving slot formed by reusing the outer side of the slot walls of two reducer receiving slots to have a larger axial space, which is beneficial for having a larger space in the receiving slot. This is beneficial for placing more electrical components in the receiving slot, reducing the volume of the motor controller, and thus reducing the overall volume of the dual-motor powertrain.

[0016] In one embodiment, a circumferential plate includes two DC mounting holes for securing a DC connector for electrically connecting an electrical component and the positive and negative terminals of a power battery.

[0017] In this embodiment, a circumferential plate includes two DC mounting holes for fixing DC connectors. The DC connectors are used to electrically connect the electrical components and the positive and negative terminals of the power battery. By placing the two DC mounting holes on a circumferential plate close to the power battery, the space of the circumferential plate is fully utilized. In this embodiment, the high-voltage DC power output from the power battery is transmitted to the electrical components via the DC connectors. The electrical components then output the DC power to the motor controllers of the two drive motors.

[0018] In one embodiment, DC mounting holes extend through a circumferential plate. This allows DC connectors to pass through two DC mounting holes to electrically connect the positive and negative terminals of the battery to electrical components.

[0019] In one embodiment, a receiving slot is also used to receive a control board, and another circumferential plate includes a communication mounting hole for fixing a communication connector for transmitting control signals to a control board.

[0020] In this embodiment, the receiving slot is also used to accommodate a control board. The control board can coordinate the speeds of the wheels on both sides of the electric vehicle by controlling the two drive motors, improving the vehicle's turning response and stability on different road surfaces, and making driving more flexible. A communication connector is used to transmit signals from the vehicle to the control board, enabling the control board to coordinate the control of the two drive motors and ensure the normal operation of the electric vehicle. In one embodiment, the control board can be a board from the vehicle controller.

[0021] In this embodiment, another circumferential plate includes a communication mounting hole for fixing a communication connector, which is used to transmit control signals to the control board, thus making full use of the space of the other circumferential plate.

[0022] In one embodiment, two DC mounting holes are formed on one circumferential plate, and communication mounting holes are formed on another circumferential plate. This arrangement, with the communication mounting holes and the two DC mounting holes spaced apart circumferentially along the dual-motor powertrain, allows the communication connector to be further away from the DC connector, reducing telecommunications interference from the high-voltage DC power input from the power battery to the communication connector and control board. It also ensures that the DC mounting holes and communication mounting holes are neatly arranged within the intermediate housing.

[0023] In one embodiment, a communication mounting hole extends through another circumferential plate. This allows the communication connector to transmit control signals to the control board through the communication mounting hole.

[0024] In one embodiment, the wall of each reducer receiving slot includes a first power hole and a first communication hole, and each reducer receiving slot is connected to another receiving slot through the first power hole and the first communication hole, respectively. Each first power hole is used to pass through a power connector, which is used to electrically connect an electrical component and a motor controller. Each first communication hole is used to pass through a communication connector, which is used to transmit control signals between a control board and a motor controller.

[0025] In this embodiment, the wall of each reducer receiving slot includes a first power hole and a first communication hole. Each reducer receiving slot is connected to the receiving slot through the first power hole and the first communication hole, respectively, so that the power connector and the communication connector can be respectively installed in the first power hole and the first communication hole, realizing the electrical connection between the electrical components and control board in the receiving slot and the motor controller. By opening the first power hole and the first communication hole in the wall of the reducer receiving slot, the DC mounting holes and communication mounting holes of the two circumferential plates can be avoided, which is beneficial for a more orderly circuit layout within the motor controller of the dual-motor powertrain.

[0026] In this embodiment, each first power hole is used to pass through a power connector, which electrically connects the electrical components and the motor controller. This allows the high-voltage DC power input from the power battery to the electrical components via the DC connector to be transmitted to the motor controller through the power connector, shortening the transmission path and simplifying cable routing. Each first communication hole is used to pass through a communication connector, which transmits control signals between the control board and the motor controller. This allows the control signals from the control board to be transmitted to the motor controller through the communication connector passing through the first communication hole, further shortening the transmission path and simplifying cable routing.

[0027] In one embodiment, a first power hole penetrates the wall of the reducer housing along the axial direction of the dual-motor powertrain. This allows power connectors to pass through the first power hole, eliminating the need for additional intermediate housings and motor controller housings when connecting electrical components within the housing, thus simplifying cable routing.

[0028] In one embodiment, a first communication hole penetrates the wall of the reducer housing along the axial direction of the dual-motor powertrain. This allows communication connectors to pass through the first communication hole, eliminating the need for additional cabling outside the intermediate housing and the motor controller housing for control signal cables between the control board and the motor controller within the housing, thus simplifying cable routing.

[0029] In one embodiment, the distance between the first power aperture and each DC mounting aperture is less than the distance between the first power aperture and the communication mounting aperture.

[0030] In this embodiment, the first power hole is positioned closer to the DC mounting hole, which allows the high-voltage DC power input from the power battery to be transmitted to the motor controller more quickly through the DC connector, electrical components, and power connectors passing through the DC mounting hole. This also helps to shorten the cable and reduce current power loss.

[0031] In this embodiment, the power connector in the first power hole and the DC connector in the DC mounting hole are high-voltage devices, and the communication connector in the communication mounting hole is a low-voltage device. By making the distance between the first power hole and each DC mounting hole smaller than the distance between the first power hole and the communication mounting hole, the high voltage transmitted by the power connector and the DC connector can be prevented from affecting the signal quality transmitted by the communication connector.

[0032] In one embodiment, the distance between the first communication hole and the communication mounting hole is less than the distance between the first communication hole and the DC mounting hole.

[0033] In this embodiment, the small distance between the first communication hole and the communication mounting hole facilitates the faster transmission of control signals received by the control board from the communication connector passing through the communication mounting hole to the motor controller. This allows the control board to coordinate the operation of the two drive motors more quickly and timely, and also shortens the wiring. Placing the first communication hole further away from the DC mounting hole reduces the high-voltage interference from the DC connector input to the communication connector passing through the first communication hole, ensuring the signal quality transmitted from the control board to the motor controller via the communication connector.

[0034] In one embodiment, an intermediate housing further includes a partition plate for dividing a receiving slot into two sub-slots, one sub-slot for accommodating an electrical component and the other sub-slot for accommodating a control board. A first power hole and a first communication hole are respectively arranged on both sides of a partition plate in the wall of each reducer receiving slot.

[0035] In this embodiment, a partition plate is used to separate the receiving slot into two sub-slots. One sub-slot is used to accommodate electrical components, and the other sub-slot is used to accommodate control boards. The partition plate can shield the electrical signals between the electrical components and the control boards, so that the high-voltage DC transmission of the electrical components in one sub-slot will not affect the signal quality of the control boards in the other sub-slot.

[0036] In this embodiment, a first power hole is used to pass through a power connector, which is used to electrically connect an electrical component and a motor controller. A first communication hole is used to pass through a communication connector, which is used to transmit control signals between the control board and the motor controller. The first power hole and the first communication hole in the wall of each reducer receiving slot are respectively arranged on both sides of the partition plate, that is, the power connector and the communication connector are respectively arranged on both sides of the partition plate, so that the electrical signals between the power connector and the communication connector will not interfere with each other.

[0037] In one embodiment, the overall housing of the dual-motor powertrain further includes two integrated housings. Each integrated housing includes a motor housing, a reducer housing, and a connecting plate. Each motor housing is used to accommodate the stator and rotor of a drive motor. Each reducer housing, together with a reducer receiving slot in an intermediate housing, forms a reducer receiving cavity. Each reducer receiving cavity is used to accommodate a parallel shaft assembly of a reducer. A connecting plate is fixed to the outer peripheral wall of one motor housing and the outer wall of one reducer housing. The connecting plate, together with the motor housing and the reducer housing, forms an electrical control slot. Each electrical control slot is used to accommodate functional components of a motor controller.

[0038] In this embodiment, the connecting plate is fixed to the outer peripheral wall of the motor housing and the outer wall of the reducer housing. The connecting plate is used to form an electrical control groove with the motor housing and the reducer housing. By reusing a portion of the outer peripheral wall of the motor housing and the outer wall of the reducer housing to form an electrical control groove with the connecting plate, the integration of the electrical control groove with the reducer housing and the motor housing can be higher. This results in a higher integration of the integrated housing, a more compact structure, and higher strength. It is beneficial to reduce the volume of the overall housing of the dual-motor powertrain and improve the overall structural strength of the overall housing of the dual-motor powertrain.

[0039] In this embodiment of the application, each electrical control slot is used to accommodate a functional component of a motor controller, so that high-voltage DC transmitted from the electrical components in the slot and control signals transmitted from the control board can be transmitted to the functional component of the motor controller.

[0040] In this embodiment, since the receiving slot of the intermediate housing is used to accommodate electrical components for transmitting DC power and filter magnetic rings for filtering DC power, the number of components of the motor controller outside the intermediate housing is reduced. The electrical control slot formed by the connecting plate, the outer peripheral wall of the motor housing, and the outer wall of the reducer housing can accommodate the components of the motor controller outside the intermediate housing. Thus, the receiving slot of the intermediate housing and the electrical control slots of the two integrated housings can accommodate the two motor controllers that control the two drive motors, which helps to reduce the overall housing volume of the dual-motor powertrain.

[0041] In one embodiment, the length of an electrical control slot along the axial direction of the dual-motor powertrain is less than the length of a motor housing, and the length of an electrical control slot along the parallel axis arrangement direction of a reducer is less than the length of a reducer housing.

[0042] In this embodiment, the length of the electrical control slot along the axial direction of the dual-motor powertrain is less than the length of the motor housing, so that the electrical control slot does not occupy too much additional space along the axial direction of the dual-motor powertrain, which is beneficial to reducing the volume of the dual-motor powertrain.

[0043] In this embodiment, the length of the electrical control slot along the parallel axis of the reducer is less than the length of the reducer housing. Therefore, the electrical control slot does not excessively occupy additional space in the dual-motor powertrain along the parallel axis of the reducer, which helps to reduce the size of the dual-motor powertrain. The parallel axis of the reducer includes an input shaft, an intermediate shaft, and an output shaft. The intermediate shaft is used to drive the connection between the input and output shafts. The parallel axis arrangement direction of the reducer refers to the arrangement direction of the input and output shafts.

[0044] In one embodiment, a portion of the outer peripheral wall of a motor housing and a portion of the outer wall of a reducer housing respectively constitute two walls of an electrical control slot. A connecting plate includes a bottom plate and two side plates, which are two other walls of an electrical control slot. A bottom plate and another portion of the outer wall of a reducer housing constitute the bottom of an electrical control slot.

[0045] In this embodiment, a portion of the outer peripheral wall of the motor housing and a portion of the outer wall of the reducer housing respectively constitute two slot walls of the electrical control slot. Reusing a portion of the outer peripheral wall of the motor housing and a portion of the outer wall of the reducer housing to form two slot walls of the electrical control slot can increase the integration of the electrical control slot with the reducer housing and the motor housing, resulting in a higher integration of the integrated housing, a more compact structure, and higher strength. This is beneficial for reducing the overall volume of the dual-motor powertrain housing and improving the overall structural strength of the dual-motor powertrain housing.

[0046] In this embodiment, the bottom plate and another part of the outer wall of the reducer housing form the bottom of the electronic control slot. The reuse of another part of the outer wall of the reducer housing forms the bottom of the electronic control slot, which makes the integrated housing more integrated, the structure more compact and the strength higher. This is beneficial to further reduce the volume of the overall housing of the dual-motor powertrain and is beneficial to the layout of the dual-motor powertrain in the whole vehicle.

[0047] In one embodiment, one side plate is arranged opposite to a portion of the outer wall of a reducer housing along the axial direction of the dual-motor powertrain, and another side plate is opposite to a portion of the outer peripheral wall of a motor housing. The length of the other side plate along the axial direction of the dual-motor powertrain is less than the length of the motor housing. The length of the side plate along the arrangement direction of the other side plate and the portion of the outer peripheral wall of the motor housing is less than the length of the reducer housing.

[0048] In this embodiment, the length of the other side plate along the axial direction of the dual-motor powertrain is less than the length of the motor housing, so that the length of the other side plate along the axial direction of the dual-motor powertrain will not exceed the length of the motor housing. This prevents the electrical control slot from occupying too much additional space along the axial direction of the dual-motor powertrain, which helps to reduce the volume of the dual-motor powertrain.

[0049] In this embodiment, the length of one side plate is less than the length of the reducer housing along the arrangement direction of the other side plate and part of the outer peripheral wall of the motor housing. This ensures that the length of one side plate along the arrangement direction of the other side plate and part of the outer peripheral wall of the motor housing does not exceed the length of the reducer housing. As a result, the electrical control slot does not occupy too much additional space of the dual-motor powertrain along the arrangement direction of the other side plate and part of the outer peripheral wall of the motor housing, which is beneficial to reducing the volume of the dual-motor powertrain.

[0050] In one embodiment, each integrated housing includes a second power port and a second communication port for communicating with an electrical control slot. The second power port accommodates a power connector between an electrical component and a bus capacitor in a motor controller, and the second communication port accommodates a communication connector between a control board housed in a receiving slot and a circuit board in the motor controller. The second power port and second communication port of each integrated housing penetrate a slot wall of an electrical control slot in each integrated housing along the dual-motor powertrain axis. The openings of the second power port and second communication port along the dual-motor powertrain axis face an intermediate housing.

[0051] In this embodiment, the second power port is used to accommodate a power connector between the electrical components and the bus capacitor in the motor controller, thereby allowing the high-voltage DC power transmitted from the power battery to the electrical components via the DC connector to be transmitted to the motor controller through the power connector in the second power port. The second communication port is used to accommodate a communication connector between the control board and the circuit board in the motor controller, thereby allowing the control board to transmit the control signal transmitted by the communication connector to the circuit board in the motor controller through the communication connector in the second communication port after the control signal is received by the control board.

[0052] In this embodiment, the second power hole and the second communication hole of each integrated housing along the axial direction of the dual-motor powertrain penetrate one groove wall of the electrical control groove of each integrated housing. The groove wall of each reducer receiving groove along the axial direction of the dual-motor powertrain includes a first power hole and a first communication hole, such that the first power hole can be arranged opposite to the second power hole, and the first communication hole can be arranged opposite to the second communication hole, so that the power connector can be inserted through the first power hole and the second power hole, and the communication connector can be inserted through the first communication hole and the second communication hole.

[0053] In this embodiment, the openings of the second power hole and the second communication hole along the axial direction of the dual-motor powertrain face the intermediate housing, allowing the power connector in the first power hole to pass smoothly through the second power hole. This enables the electrical components in the receiving slot to smoothly transmit high-voltage DC to the motor controller via the power connector. Similarly, the communication connector in the first communication hole can pass smoothly through the second communication hole, allowing the control board in the receiving slot to smoothly transmit control signals to the motor controller via the communication connector.

[0054] Secondly, this application provides an electric vehicle, which includes a frame, a power battery, and a dual-motor powertrain as described in the first aspect. The frame is used to fix the power battery and the dual-motor powertrain. The power battery is used to electrically connect an electrical component of the dual-motor powertrain. Each drive motor is used to drive the wheels through a reducer.

[0055] In the dual-motor powertrain of this application embodiment, the main housing of the dual-motor powertrain includes an intermediate housing. The recessed direction of the receiving groove of the intermediate housing is towards the gap between the two reducers, so that the intermediate housing can make full use of the gap between the two reducers to form the receiving groove. The space in the receiving groove can be used to accommodate some electrical components, thereby saving the space occupied by the electrical components in the dual-motor powertrain, which is conducive to reducing the overall volume of the dual-motor powertrain and thus optimizing the layout of the dual-motor powertrain in the vehicle. Attached Figure Description

[0056] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the embodiments of this application will be described below.

[0057] Figure 1 is a schematic diagram of an electric vehicle provided in an embodiment of this application;

[0058] Figure 2 is a schematic diagram of a dual-motor powertrain provided in an embodiment of this application;

[0059] Figure 3 is another schematic diagram of a dual-motor powertrain provided in an embodiment of this application;

[0060] Figure 4 is a schematic diagram of an intermediate shell provided in an embodiment of this application;

[0061] Figure 5 is a schematic diagram of an intermediate housing and the output wheel of the reducer provided in an embodiment of this application;

[0062] Figure 6 is a cross-sectional view of a dual-motor powertrain provided in an embodiment of this application;

[0063] Figure 7 is another cross-sectional view of the dual-motor powertrain provided in an embodiment of this application;

[0064] Figure 8 is another schematic diagram of the dual-motor powertrain provided in an embodiment of this application;

[0065] Figure 9 is a partial enlarged view of the M1 section of the dual-motor powertrain in Figure 8;

[0066] Figure 10 is a schematic diagram of an integrated housing provided in an embodiment of this application;

[0067] Figure 11 is another schematic diagram of the integrated housing provided in an embodiment of this application;

[0068] Figure 12 is another schematic diagram of the integrated housing provided in an embodiment of this application. Detailed Implementation

[0069] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0070] For ease of understanding, the English abbreviations and related technical terms used in the embodiments of this application will be explained and described below.

[0071] EMC: an abbreviation for Electromagnetic Compatibility, refers to the ability of a device or system to operate in its electromagnetic environment without causing intolerable electromagnetic interference to any other device in that environment.

[0072] A dual-motor powertrain includes two drive motors and two reducers. The two reducers are arranged between the two drive motors along the axial direction of the powertrain. The overall housing of the dual-motor powertrain includes an intermediate housing. The two reducers are arranged on both sides of the intermediate housing along the axial direction of the powertrain. The intermediate housing includes two side surfaces and an outer peripheral surface. The two side surfaces face away from each other along the axial direction of the powertrain. Each side surface includes two reducer receiving slots, the openings of which face away from each other along the axial direction of the powertrain. Each reducer receiving slot is used to fix and accommodate multiple bearings of one reducer. The outer peripheral surface includes a receiving groove, the recess of which faces the gap between the two reducers. The receiving groove is used to accommodate an electrical component for receiving direct current (DC) output from a power battery and for supplying DC power to the motor controllers of the two drive motors respectively.

[0073] In this embodiment, the recessed direction of the receiving groove is toward the gap between the two reducers, so that the intermediate housing can make full use of the gap between the two reducers to form the receiving groove. The space inside the receiving groove can be used to accommodate some electrical components, thereby saving the space occupied by electrical components in the dual-motor powertrain, which is conducive to reducing the overall volume of the dual-motor powertrain and thus optimizing the layout of the dual-motor powertrain in the vehicle.

[0074] The dual-motor powertrain provided in this application embodiment is used in electric vehicles to improve the overall performance of electric vehicles.

[0075] Figure 1 is a schematic diagram of an electric vehicle 1 provided in an embodiment of this application.

[0076] In one embodiment, the electric vehicle 1 includes a dual-motor powertrain 10, a frame 20, a power battery 30, and wheels 40, as shown in FIG1. ​​The frame 20 is used to fix the dual-motor powertrain 10, wheels 40, and power battery 30. The dual-motor powertrain 10 is connected to the wheels 40 in a transmission manner, and the power battery 30 provides electrical energy to the dual-motor powertrain 10.

[0077] In this embodiment of the application, the electric vehicle 1 is a car, and the dual-motor powertrain 10 can drive the wheels 40 to rotate.

[0078] Figure 2 is a schematic diagram of a dual-motor powertrain 10 provided in an embodiment of this application.

[0079] In one embodiment, the dual-motor powertrain 10 includes two drive motors 11, two reducers 12, and two motor controllers 13.

[0080] In this embodiment of the application, as shown in FIG2, the power battery 30 is used to supply high voltage DC power to two motor controllers 13. The two motor controllers 13 convert the high voltage DC power into AC power and transmit it to two drive motors 11. The motor shafts of the two drive motors 11 are respectively connected to the input shafts of two reducers 12. The output shafts of the two reducers 12 are respectively connected to the wheels 40, transmitting power to the wheels 40 and driving the wheels 40 to move.

[0081] In a dual-motor powertrain, each drive motor has its own motor controller and reducer structure, resulting in a relatively large overall volume. In this embodiment, by utilizing the space between the parallel gear sets of the two reducers in the dual-motor powertrain, the housing of the dual-motor powertrain is recessed towards the gap between the two reducers to form a receiving groove. This receiving groove accommodates some electrical components, thereby making full use of the space between the two reducers and reducing the overall volume of the dual-motor powertrain.

[0082] The dual-motor powertrain 10 provided in the embodiments of this application will be described in detail below.

[0083] Figure 3 is another schematic diagram of the dual-motor powertrain 10 provided in this application embodiment; Figure 4 is a schematic diagram of the intermediate housing 100 provided in this application embodiment; Figure 5 is a schematic diagram of the intermediate housing 100 and the output wheel 1201 of the reducer 12 provided in this application embodiment; Figure 6 is a cross-sectional view of the dual-motor powertrain 10 provided in this application embodiment.

[0084] In one embodiment, as shown in Figures 3 to 6, a dual-motor powertrain 10 includes two drive motors 11 and two reducers 12. The two reducers 12 are arranged between the two drive motors 11 along the axial direction O of the dual-motor powertrain 10. The main housing 10a of the dual-motor powertrain 10 includes an intermediate housing 100. The two reducers 12 are arranged on both sides of the intermediate housing 100 along the axial direction O, as shown in Figure 4. The intermediate housing 100 includes two side surfaces 110 and an outer peripheral surface 120. The two side surfaces 110 are oriented opposite to each other along the axial direction O of the dual-motor powertrain 10. Each side surface 110 includes two reducer receiving slots 111, and the slot openings 111a of the two reducer receiving slots 111 are opposite to each other along the axial direction O of the dual-motor powertrain 10, as shown in Figure 5. Each reducer receiving slot 111 is used to fix and accommodate multiple bearings 112a of one reducer 12. As shown in Figures 5 and 6, the outer peripheral surface 120 includes a receiving groove 121. The recessed direction of the receiving groove 121 faces the gap between the two reducers 12. The receiving groove 121 is used to receive an electrical component 122. The electrical component 122 is used to receive DC power output from the power battery 30 and to supply DC power to the motor controllers 13 of the two drive motors 11 respectively.

[0085] In this embodiment, the orientation of the two side surfaces 110 is opposite to the axial direction O of the dual-motor powertrain 10. The two side surfaces 110 respectively include two reducer receiving grooves 111. The groove openings 111a of the two reducer receiving grooves 111 are opposite to the axial direction O of the dual-motor powertrain 10, so that the multiple bearings 112a of the two reducers 12 in the dual-motor powertrain 10 can work independently without interfering with each other. This is beneficial for the dual-motor powertrain 10 to independently control the two wheels 40 of the electric vehicle 1.

[0086] In this embodiment, the outer peripheral surface 120 includes a receiving groove 121. The recessed direction of the receiving groove 121 faces the gap between the two reducers 12, so that the intermediate housing 100 can make full use of the gap between the two reducers 12 to form the receiving groove 121, and the receiving groove 121 does not occupy too much space outside the main housing 10a of the dual-motor powertrain 10. The space inside the receiving groove 121 can be used to accommodate some electrical components, thereby saving space for arranging electrical components outside the main housing 10a, which is beneficial to reducing the overall volume of the dual-motor powertrain 10, and thus helps to optimize the layout of the dual-motor powertrain 10 in the vehicle.

[0087] In this embodiment, the receiving slot 121 is used to accommodate an electrical component 122. The electrical component 122 is used to receive DC power output from the power battery 30 and to supply DC power to the motor controllers 13 of the two drive motors 11 respectively. The motor controllers 13 convert the DC power into AC power and transmit the AC power to the two drive motors 11 to drive them. The receiving slot 121 accommodates the electrical component 122 in the motor controllers 13, allowing the shared electrical component 122 of the two motor controllers 13 to be housed within the receiving slot 121 of the intermediate housing 100. This fully utilizes the gap between the two reducers 12, reduces the space required for the motor controllers 13, and reduces the overall size of the dual-motor powertrain 10, which is beneficial for the layout of the dual-motor powertrain 10 within the vehicle.

[0088] In Figure 4, bearing 112a represents only the schematic position of bearing 112a and does not represent the specific structure. Similarly, in Figures 4 and 5, electrical component 122 represents only the schematic position of electrical component 122 and does not represent the specific structure.

[0089] In this embodiment, the two sides 110 of the intermediate housing 100 each include two reducer receiving grooves 111. The openings 111a of the two reducer receiving grooves 111 are opposite to each other along the axial direction O of the dual-motor powertrain 10, so that the multiple bearings 112a of the two reducers 12 on both sides of the intermediate housing 100 can be accommodated in the two reducer receiving grooves 111, thereby reducing the axial dimension of the dual-motor powertrain 10. The receiving groove 121 of the outer peripheral surface 120 of the intermediate housing 100 is recessed toward the gap between the two reducers 12, and the receiving groove 121 is formed by utilizing the gap between the two reducers 12. The receiving groove 121 is used to accommodate the electrical components 122 of the motor controller 13, thereby reducing the volume of the part of the motor controller 13 arranged outside the intermediate housing 100, further reducing the overall volume of the dual-motor powertrain 10, and optimizing the layout of the dual-motor powertrain 10 in the vehicle.

[0090] In one embodiment, each reducer 12 includes an output wheel 1201, as shown in Figures 5 and 6. The radius of the output wheel 1201 of each reducer 12 is larger than the radius of any other gear of each reducer 12. The output wheel 1201 is used to drive the connecting wheel 40. A portion 121a of the receiving groove 121 is recessed toward the gap between the output wheels 1201 of the two reducers 12.

[0091] In this embodiment, a portion 121a of the receiving groove 121 is recessed toward the gap between the output wheels 1201 of the two reducers 12, so that the gap between the output wheels 1201 of the two reducers 12 can be fully utilized by the receiving groove 121. This also helps to give the receiving groove 121 more space to accommodate electrical components, so that more electrical components in the motor controller 13 can be placed in the receiving groove 121. This helps to reduce the volume of the part of the motor controller 13 outside the intermediate housing 100, thereby reducing the overall volume of the dual-motor powertrain 10 and facilitating the layout of the dual-motor powertrain 10 in the vehicle.

[0092] Figure 7 is another cross-sectional view of the dual-motor powertrain 10 provided in an embodiment of this application.

[0093] In one embodiment, each reducer 12 further includes an input wheel 1202 and an intermediate wheel 1203, as shown in FIG. 5. The input wheel 1202 is used to drive the motor shaft of a drive motor 11, and the intermediate wheel 1203 is used to drive the input wheel 1202 and the output wheel 1201. As shown in FIG. 7, another portion 121b of the receiving groove 121 is recessed along the radial direction R of the dual-motor powertrain toward the input wheel 1202 and the intermediate wheel 1203 of the two reducers 12.

[0094] In this embodiment, the radius of the input wheel 1202 and intermediate wheel 1203 of each reducer 12 is small, resulting in a large gap between the input wheel 1202 and intermediate wheel 1203 above the radial direction R of the dual-motor powertrain. The other part 121b of the receiving groove 121 is recessed towards the input wheel 1202 and intermediate wheel 1203 of the two reducers 12 along the radial direction R of the dual-motor powertrain. This allows the space of the input wheel 1202 and intermediate wheel 1203 of the two reducers 12 along the radial direction R of the dual-motor powertrain to be fully utilized by the receiving groove 121. This gives the receiving groove 121 more space to accommodate the electrical components 122, which is more conducive to reducing the size of the motor controller 13 and reducing the overall size of the dual-motor powertrain 10, which is beneficial to the layout of the dual-motor powertrain 10 in the vehicle.

[0095] In one embodiment, the intermediate housing 100 further includes two circumferential plates 130a and 130b, as shown in FIG4. The two circumferential plates 130a and 130b are distributed at intervals along the circumferential direction C of the dual-motor powertrain. Each circumferential plate 130 is fixedly connected to the outer side of the groove wall 111b of the two reducer receiving grooves 111. The two circumferential plates 130a and 130b are used to enclose the outer side of the groove wall 111b of the two reducer receiving grooves 111 to form a receiving groove 121.

[0096] In this embodiment, two circumferential plates 130a and 130b are spaced apart along the circumferential direction C of the dual-motor powertrain. Each circumferential plate 130 is fixedly connected to the outer side of the groove wall 111b of the two reducer receiving slots 111, thereby reusing the groove wall 111b of the two reducer receiving slots 111 to form a receiving slot 121. This fully utilizes the space of the two reducer receiving slots 111 along the radial direction R of the dual-motor powertrain, ensuring that the formation of the receiving slot 121 does not increase the space of the dual-motor powertrain 10 along the radial direction R. The receiving slot 121 can accommodate electrical components 122, reducing the overall volume of the dual-motor powertrain 10 and thus optimizing the vehicle layout. The two circumferential plates 130a and 130b are used to enclose the outer side of the groove wall 111b of the two reducer receiving slots 111 to form the receiving slot 121, which can also improve the integration and strength of the intermediate housing 100 and enhance the overall strength of the main housing 10a of the dual-motor powertrain 10.

[0097] In one embodiment, as shown in FIG4, the bottom 111c of each reducer receiving groove 111 includes a plurality of bearing grooves 112, each bearing groove 112 being used to fix a bearing 112a. The groove depth of each reducer receiving groove 111 along the dual-motor powertrain axial direction O is greater than the groove depth of each bearing groove 112 of each reducer receiving groove 111.

[0098] In this embodiment, the depth of each reducer receiving groove 111 along the axial direction O of the dual-motor powertrain is greater than the depth of each bearing groove 112 in each reducer receiving groove 111. This results in each reducer receiving groove 111 having a larger axial space in addition to accommodating the bearing 112a. Consequently, the receiving groove 121 formed on the outer side of the groove wall 111b of the two reducer receiving grooves 111 can be reused has a larger axial space. This is beneficial for making the space of the receiving groove 121 larger, which is conducive to placing more electrical components in the receiving groove 121, reducing the volume of the motor controller 13, and thus reducing the overall volume of the dual-motor powertrain 10.

[0099] Figure 8 is another schematic diagram of the dual-motor powertrain 10 provided in an embodiment of this application.

[0100] In one embodiment, as shown in Figures 3 and 4, a circumferential plate 130a includes two DC mounting holes 128a for fixing a DC connector 101, as shown in Figures 3 and 8. The DC connector 101 is used to electrically connect the electrical component 122 and the positive and negative terminals of the power battery 30.

[0101] In this embodiment, the circumferential plate 130a includes two DC mounting holes 128a for fixing a DC connector 101. The DC connector 101 is used to electrically connect the electrical component 122 and the positive and negative terminals of the power battery 30. By placing the two DC mounting holes 128a on the circumferential plate 130a near the power battery 30, the space of the circumferential plate 130a is fully utilized. In this embodiment, the high-voltage DC power output from the power battery 30 is transmitted to the electrical component 122 through the DC connector 101. The electrical component 122 then outputs the DC power to the motor controller 13 of the two drive motors 11.

[0102] In one embodiment, as shown in Figures 3 and 8, a DC mounting hole 128a extends through the circumferential plate 130a. This allows the DC connector 101 to pass through both DC mounting holes 128a to electrically connect the positive and negative terminals of the power battery 30 to the electrical component 122.

[0103] In one embodiment, the receiving slot 121 is used to accommodate a filter magnetic ring 122a. The filter magnetic ring 122a is sleeved on the copper busbar connected to the DC connector 101 and is used to filter the high-voltage DC power input from the power battery 30, thereby reducing the EMC interference of the high-voltage DC power to the electrical components 122, and thus ensuring that the electrical signal transmitted to the motor controller 13 is more accurate and ensuring the normal operation of the motor controller 13. The filter magnetic ring 122a is accommodated in the receiving slot 121 so that the arrangement of the filter magnetic ring 122a does not occupy space other than the intermediate housing 100, thereby reducing the overall volume of the dual-motor powertrain 10.

[0104] In one embodiment, as shown in Figures 4 and 8, the receiving slot 121 is also used to receive a control board 123, and another circumferential plate 130b includes a communication mounting hole 128b for fixing a communication connector 102 for transmitting control signals to the control board 123.

[0105] In this embodiment, the receiving slot 121 is also used to receive the control board 123. The control board 123 can coordinate the speed of the wheels 40 on both sides of the electric vehicle 1 by controlling the two drive motors 11, thereby improving the vehicle's turning response and stability on different road surfaces, and making driving and handling more flexible. The communication connector 102 is used to transmit signals from the vehicle to the control board 123, so that the control board 123 can coordinate and control the two drive motors 11 to ensure the normal operation of the electric vehicle 1. In one embodiment, the control board 123 can be a board of the vehicle controller.

[0106] In this embodiment, the circumferential plate 130b includes a communication mounting hole 128b for fixing a communication connector 102, which is used to transmit control signals to the control board 123, making full use of the space of the circumferential plate 130b.

[0107] In one embodiment, two DC mounting holes 128a are formed on the circumferential plate 130a, and a communication mounting hole 128b is formed on the circumferential plate 130b. The communication mounting hole 128b and the two DC mounting holes 128a are spaced apart along the circumferential C of the dual-motor powertrain, thus distancing the communication connector 102 from the DC connector 101. This helps reduce telecommunications interference from the high-voltage DC power input from the power battery 30 to the communication connector 102 and the control board 123. It also ensures that the DC mounting holes 128a and the communication mounting holes 128b are arranged regularly within the intermediate housing 100.

[0108] In one embodiment, as shown in Figures 4 and 8, a communication mounting hole 128b extends through the circumferential plate 130b. This allows the communication connector 102 to transmit control signals to the control board 123 through the communication mounting hole 128b.

[0109] In one embodiment, the wall 111b of each reducer receiving slot 111 includes a first power hole 128c and a first communication hole 128d, as shown in FIG4. Each reducer receiving slot 111 is connected to the receiving slot 121 through the first power hole 128c and the first communication hole 128d, respectively. As shown in FIG8, each first power hole 128c is used to pass through a power connector 103, which is used to electrically connect the electrical component 122 and the motor controller 13. Each first communication hole 128d is used to pass through a communication connector 104, which is used to transmit control signals between the control board 123 and the motor controller 13.

[0110] In this embodiment, the groove wall 111b of each reducer receiving groove 111 includes a first power hole 128c and a first communication hole 128d. Each reducer receiving groove 111 is connected to the receiving groove 121 through the first power hole 128c and the first communication hole 128d, respectively, so that the power connector 103 and the communication connector 104 can be respectively inserted into the first power hole 128c and the first communication hole 128d, realizing the electrical connection between the electrical components 122 and the control board 123 in the receiving groove 121 and the motor controller 13. By opening the first power hole 128c and the first communication hole 128d in the groove wall 111b of the reducer receiving groove 111, the DC mounting hole 128a and the communication mounting hole 128b of the two circumferential plates 130a and 130b can be avoided, which is beneficial for making the circuit layout in the motor controller 13 of the dual-motor powertrain 10 more orderly.

[0111] In this embodiment, each first power hole 128c is used to pass through a power connector 103, which electrically connects the electrical component 122 and the motor controller 13. This allows the high-voltage DC power input from the power battery 30 to the electrical component 122 via the DC connector 101 to be transmitted to the motor controller 13 through the power connector 103, shortening the transmission path and simplifying cable routing. Each first communication hole 128d is used to pass through a communication connector 104, which transmits control signals between the control board 123 and the motor controller 13. This allows the control signals from the control board 123 to be transmitted to the motor controller 13 through the communication connector 104 passing through the first communication hole 128d, further shortening the transmission path and simplifying cable routing.

[0112] In one embodiment, the power connector 103 is used to electrically connect the electrical component 122 and the bus capacitor of the motor controller 13. The DC power transmitted by the power connector 103 is transmitted to the power module of the motor controller 13 through the bus capacitor. The power module is used to convert the DC power into AC power to supply the drive motor 11.

[0113] As shown in Figures 4 and 8, in one embodiment, a first power hole 128c penetrates the groove wall 111b of the reducer receiving groove 111 along the axial direction O of the dual-motor powertrain. This allows the power connector 103 to pass through the first power hole 128c, so that the connection cable between the electrical component 122 and the motor controller 13 in the receiving groove 121 does not need to be arranged outside the intermediate housing 100 and the housing of the motor controller 13, simplifying the cable arrangement.

[0114] As shown in Figures 4 and 8, in one embodiment, along the axial direction O of the dual-motor powertrain, a first communication hole 128d penetrates the groove wall 111b of the reducer receiving groove 111. This allows the communication connector 104 to pass through the first communication hole 128d, so that the control signal cable between the control board 123 in the receiving groove 121 and the motor controller 13 does not need to be additionally arranged outside the intermediate housing 100 and the housing of the motor controller 13, simplifying the cable arrangement.

[0115] In one embodiment, as shown in Figures 4 and 8, the distance between the first power hole 128c and each DC mounting hole 128a is less than the distance between the first power hole 128c and the communication mounting hole 128b.

[0116] In this embodiment, the first power hole 128c is positioned closer to the DC mounting hole 128a, which allows the high-voltage DC power input from the power battery 30 to be transmitted to the motor controller 13 more quickly through the DC connector 101, electrical component 122, and power connector 103 passing through the DC mounting hole 128a. This also helps to shorten the cable and reduce current power loss.

[0117] In this embodiment, the power connector 103 in the first power hole 128c and the DC connector 101 in the DC mounting hole 128a are high-voltage devices, while the communication connector 102 in the communication mounting hole 128b is a low-voltage device. By making the distance between the first power hole 128c and each DC mounting hole 128a smaller than the distance between the first power hole 128c and the communication mounting hole 128b, the high voltage transmitted by the power connector 103 and the DC connector 101 can be prevented from affecting the signal quality transmitted by the communication connector 102.

[0118] In one embodiment, as shown in Figures 4 and 8, the distance between the first communication hole 128d and the communication mounting hole 128b is smaller than the distance between the first communication hole 128d and the DC mounting hole 128a.

[0119] In this embodiment, the small distance between the first communication hole 128d and the communication mounting hole 128b facilitates the faster transmission of control signals received by the control board 123 from the communication connector 102 passing through the communication mounting hole 128b to the motor controller 13 via the communication connector 104 passing through the first communication hole 128d. This allows the control board 123 to coordinate the operation of the two drive motors 11 more quickly and timely, and also shortens the wiring. The greater distance between the first communication hole 128d and the DC mounting hole 128a reduces the high-voltage interference from the DC connector 101 passing through the DC mounting hole 128a to the communication connector 104 passing through the first communication hole 128d, ensuring the signal quality transmitted from the control board 123 to the motor controller 13 via the communication connector 104.

[0120] In one embodiment, as shown in FIG4, each side 110 of the intermediate housing 100 includes a mounting surface 113. The mounting surface 113 of each side 110 surrounds the reducer receiving groove 111. The mounting surface 113 of each side 110 is used to fix the integrated housing 200. A first power hole 128c and a first communication hole 128d of each side 110 penetrate the mounting surface 113 of each side 110 along the axial direction O of the dual-motor powertrain. The first power hole 128c and the first communication hole 128d are formed on the mounting surface 113 such that the power connector 103 in the first power hole 128c and the communication connector 104 in the first communication hole 128d avoid the gear shaft assembly in the reducer receiving groove 111, thereby preventing the power connector 103 and the communication connector 104 from being damaged by the rotating gear.

[0121] In one embodiment, the intermediate housing 100 further includes a partition plate 124, as shown in Figures 5 and 8. The partition plate 124 is used to divide the receiving slot 121 into two sub-slots 125a and 125b. One sub-slot 125a is used to accommodate an electrical component 122, and the other sub-slot 125b is used to accommodate a control board 123. The first power hole 128c and the first communication hole 128d in the slot wall 111b of each reducer receiving slot 111 are respectively arranged on both sides of a partition plate 124.

[0122] In this embodiment, the partition plate 124 is used to separate the receiving slot 121 to form two sub-slots 125a and 125b. Sub-slot 125a is used to accommodate electrical components 122, and sub-slot 125b is used to accommodate control boards 123. The partition plate 124 can shield the electrical signals between the electrical components 122 and the control boards 123, so that the high-voltage DC transmission of the electrical components 122 in sub-slot 125a will not affect the signal quality of the control boards 123 in sub-slot 125b.

[0123] In this embodiment, the first power hole 128c is used to pass through the power connector 103, which is used to electrically connect the electrical component 122 and the motor controller 13. The first communication hole 128d is used to pass through the communication connector 104, which is used to transmit control signals between the control board 123 and the motor controller 13. The first power hole 128c and the first communication hole 128d in the groove wall 111b of each reducer receiving groove 111 are respectively arranged on both sides of the partition plate 124, which means that the power connector 103 and the communication connector 104 are respectively arranged on both sides of the partition plate 124, so that the electrical signals between the power connector 103 and the communication connector 104 will not interfere with each other.

[0124] In one embodiment, as shown in Figures 5 and 8, the intermediate housing 100 further includes another partition plate 126. The partition plate 126 is used to separate the sub-slot 125b to form two first slots 126a and 126b. One first slot 126a is used to accommodate a control board 123, and the other first slot 126b is used to accommodate a part of the communication connector 102 or to accommodate electrical components connected to the communication connector 102. The partition plate 126 can provide telecommunication isolation between the control board 123 and the communication connector 102, which is beneficial to improving the signal quality transmitted by the communication connector 102.

[0125] Figure 9 is a partial enlarged view of the M1 part of the dual-motor powertrain 10 in Figure 8.

[0126] In one embodiment, as shown in Figures 8 and 9, the sub-slot 125b is also used to accommodate a conductive rubber plug 127. A communication connector 104 in the first communication hole 128d of the control board 123 and the groove wall 111b of the two reducer receiving grooves 111 passes through the conductive rubber plug 127. The conductive rubber plug 127 can reduce EMC interference from the electrical components 122 in the sub-slot 125a to the control board 123 and the communication connector 104. In this embodiment, the communication connector 104 can be a cable.

[0127] Figure 10 is a schematic diagram of an integrated housing 200 provided in an embodiment of this application, and Figure 11 is another schematic diagram of an integrated housing 200 provided in an embodiment of this application.

[0128] In one embodiment, the main housing 10a of the dual-motor powertrain 10 further includes two integrated housings 200, as shown in FIG10. Each integrated housing 200 includes a motor housing 210, a reducer housing 220, and a connecting plate 230. Each motor housing 210 is used to accommodate the stator and rotor of a drive motor 11, as shown in FIG8 and FIG10. Each reducer housing 220 is used to form a reducer receiving cavity 221 with a reducer receiving slot 111 of the intermediate housing 100. Each reducer receiving cavity 221 is used to accommodate a parallel shaft assembly of a reducer 12. As shown in FIG10 and FIG11, the connecting plate 230 is fixed to the outer peripheral wall 211 of the motor housing 210 and the outer wall 222 of the reducer housing 220. The connecting plate 230 is used to form an electrical control slot 240 with the motor housing 210 and the reducer housing 220. Each electrical control slot 240 is used to accommodate a functional component 241 of a motor controller 13.

[0129] In this embodiment, the connecting plate 230 is fixed to the outer peripheral wall 211 of the motor housing 210 and the outer wall 222 of the reducer housing 220. The connecting plate 230 is used to form an electrical control groove 240 with the motor housing 210 and the reducer housing 220. By reusing a portion of the outer peripheral wall 211 of the motor housing 210 and the outer wall 222 of the reducer housing 220 to form the electrical control groove 240 with the connecting plate 230, the integration of the electrical control groove 240 with the reducer housing 220 and the motor housing 210 can be higher, resulting in a higher integration of the integrated housing 200, a more compact structure, and higher strength. This is beneficial for reducing the volume of the total housing 10a of the dual-motor powertrain 10 and improving the overall structural strength of the total housing 10a of the dual-motor powertrain 10.

[0130] In this embodiment of the application, each electrical control slot 240 is used to accommodate a functional component 241 of a motor controller 13, so that the high-voltage DC transmitted from the electrical component 122 in the accommodating slot 121 and the control signals transmitted from the control board 123 can be transmitted to the functional component 241 of the motor controller 13.

[0131] In this embodiment, since the receiving slot 121 of the intermediate housing 100 is used to accommodate the electrical component 122 for transmitting DC power and the filter magnetic ring 122a for filtering DC power, the number of components of the motor controller 13 outside the intermediate housing 100 is reduced. The electrical control slot 240 formed by the connecting plate 230, the outer peripheral wall 211 of the motor housing 210, and the outer wall 222 of the reducer housing 220 can accommodate the components of the motor controller 13 outside the intermediate housing 100. Thus, the receiving slot 121 of the intermediate housing 100 and the electrical control slots 240 of the two integrated housings 200 can accommodate the two motor controllers 13 that control the two drive motors 11, which helps to reduce the volume of the total housing 10a of the dual-motor powertrain 10.

[0132] In one embodiment, as shown in FIG8, the functional components 241 in the motor controller 13 include bus capacitors, power modules, and three-phase copper busbars, etc.

[0133] Figure 12 is another schematic diagram of the integrated housing 200 provided in an embodiment of this application.

[0134] In one embodiment, as shown in FIG12, the length of the electrical control slot 240 along the axial direction of the dual-motor powertrain is less than the length of the motor housing 210, and the length of the electrical control slot 240 along the parallel axis arrangement direction of the reducer 12 is less than the length of the reducer housing 220.

[0135] In this embodiment, the length of the electrical control slot 240 along the axial direction O of the dual-motor powertrain is denoted as L1, and the length of the motor housing 210 is denoted as L2, where L1 < L2. This ensures that the electrical control slot 240 does not occupy too much additional space along the axial direction O of the dual-motor powertrain 10, which is beneficial for reducing the volume of the dual-motor powertrain 10.

[0136] In this embodiment, the length of the electrical control slot 240 along the parallel axis arrangement direction X of the reducer 12 is denoted as L3, and the length of the reducer housing 220 is denoted as L4, where L3 < L4. Therefore, the electrical control slot 240 does not excessively occupy additional space in the dual-motor powertrain 10 along the parallel axis arrangement direction X of the reducer 12, which helps to reduce the size of the dual-motor powertrain 10. The parallel axis of the reducer 12 includes an input shaft, an intermediate shaft, and an output shaft. The intermediate shaft is used to drive and connect the input and output shafts. The parallel axis arrangement direction X of the reducer 12 refers to the arrangement direction of the input and output shafts. L3 and L4 in Figure 12 are used to illustrate the measurement range of the lengths; the actual measurement is based on the parallel axis arrangement direction X of the reducer 12 in the actual product.

[0137] In one embodiment, as shown in FIG10, a portion of the outer peripheral wall 211 of the motor housing 210 and a portion of the outer wall 223a of the reducer housing 220 respectively constitute two groove walls 242 of the electrical control groove 240. The connecting plate 230 includes a bottom plate 231 and two side plates 232a and 232b. The two side plates 232a and 232b are the other two groove walls 243 of the electrical control groove 240. As shown in FIG11, the bottom plate 231 and another portion of the outer wall 223b of the reducer housing 220 constitute the bottom of the electrical control groove 240.

[0138] In this embodiment, a portion of the outer peripheral wall 211 of the motor housing 210 and a portion of the outer wall 223a of the reducer housing 220 respectively constitute two slot walls 242 of the electrical control slot 240. Reusing a portion of the outer peripheral wall 211 of the motor housing 210 and a portion of the outer wall 223a of the reducer housing 220 to form two slot walls 242 of the electrical control slot 240 can increase the integration of the electrical control slot 240 with the reducer housing 220 and the motor housing 210, resulting in a higher integration of the integrated housing 200, a more compact structure, and higher strength. This is beneficial for reducing the volume of the total housing 10a of the dual-motor powertrain 10 and improving the overall structural strength of the total housing 10a of the dual-motor powertrain 10.

[0139] In this embodiment, the bottom plate 231 and another part of the outer wall 223b of the reducer housing 220 form the bottom of the electrical control groove 240. Reusing another part of the outer wall 223b of the reducer housing 220 to form the bottom of the electrical control groove 240 makes the integrated housing 200 more integrated, more compact and stronger. This is beneficial to further reduce the volume of the total housing 10a of the dual-motor powertrain 10 and to the layout of the dual-motor powertrain 10 in the vehicle.

[0140] In one embodiment, as shown in FIG10, one side plate 232a is arranged opposite to a portion of the outer wall 223a of the reducer housing 220 along the dual-motor powertrain axis O, and the other side plate 232b is opposite to a portion of the outer peripheral wall 211 of the motor housing 210. As shown in FIG12, the length of the side plate 232b along the dual-motor powertrain axis O is less than the length of the motor housing 210. The length of the side plate 232a along the arrangement direction of the side plate 232b and the portion of the outer peripheral wall 211 of the motor housing 210 is less than the length of the reducer housing 220.

[0141] In this embodiment of the application, as shown in FIG12, the length of the side plate 232b along the axial direction O of the dual-motor powertrain is denoted as L5, and the length of the motor housing 210 is L2, L5 < L2, so that the length of the side plate 232b along the axial direction O of the dual-motor powertrain will not exceed the length of the motor housing 210, thereby ensuring that the electrical control slot 240 will not occupy too much additional space of the dual-motor powertrain 10 along the axial direction O of the dual-motor powertrain, which is beneficial to reducing the volume of the dual-motor powertrain 10.

[0142] In this embodiment of the application, as shown in FIG12, along the arrangement direction of the side plate 232b and part of the outer peripheral wall 211 of the motor housing 210, the length of the side plate 232a is denoted as L6, and the length of the reducer housing 220 is L4, where L6 < L4. This ensures that the length of the side plate 232a along the arrangement direction of the side plate 232b and part of the outer peripheral wall 211 of the motor housing 210 will not exceed the length of the reducer housing 220. Consequently, the electrical control slot 240 will not occupy too much additional space of the dual-motor powertrain 10 along the arrangement direction of the side plate 232b and part of the outer peripheral wall 211 of the motor housing 210, which is beneficial to reducing the volume of the dual-motor powertrain 10.

[0143] In one embodiment, as shown in Figures 8 and 10, each integrated housing 200 includes a second power port 224a and a second communication port 224b. The second power port 224a and the second communication port 224b are used to connect the electrical control slot 240. The second power port 224a is used to accommodate a power connector 103 between the electrical component 122 and the bus capacitor in the motor controller 13. The second communication port 224b is used to accommodate a communication connector 104 between the control board 123 housed in the receiving slot 121 and the circuit board 13a in the motor controller 13. The second power port 224a and the second communication port 224b of each integrated housing 200 penetrate one slot wall 242 of the electrical control slot 240 of each integrated housing 200 along the dual-motor powertrain axis. The openings of the second power port 224a and the second communication port 224b along the dual-motor powertrain axis face the intermediate housing 100.

[0144] In this embodiment, the second power port 224a is used to accommodate the power connector 103 between the electrical component 122 and the bus capacitor in the motor controller 13, so that the high-voltage DC power transmitted from the power battery 30 to the electrical component 122 through the DC connector 101 is transmitted to the motor controller 13 through the power connector 103 in the second power port 224a. The second communication port 224b is used to accommodate the communication connector 104 between the control board 123 and the circuit board 13a in the motor controller 13, so that after the control signal transmitted by the communication connector 102 is received by the control board 123, the control board 123 can transmit the control signal to the circuit board 13a in the motor controller 13 through the communication connector 104 in the second communication port 224b.

[0145] In this embodiment, along the axial direction O of the dual-motor powertrain, the second power hole 224a and the second communication hole 224b of each integrated housing 200 penetrate a groove wall 242 of the electrical control groove 240 of each integrated housing 200. Along the axial direction O of the dual-motor powertrain, the groove wall 111b of each reducer receiving groove 111 includes a first power hole 128c and a first communication hole 128d, such that the first power hole 128c can be arranged opposite to the second power hole 224a, and the first communication hole 128d can be arranged opposite to the second communication hole 224b, so that the power connector 103 can be inserted into the first power hole 128c and the second power hole 224a, and so that the communication connector 104 can be inserted into the first communication hole 128d and the second communication hole 224b.

[0146] In this embodiment, the openings of the second power hole 224a and the second communication hole 224b along the axial direction of the dual-motor powertrain face the intermediate housing 100, allowing the power connector 103 in the first power hole 128c to pass smoothly through the second power hole 224a. This allows the electrical components 122 in the receiving slot 121 to transmit high-voltage DC power to the motor controller 13 smoothly through the power connector 103. Similarly, the communication connector 104 in the first communication hole 128d can pass smoothly through the second communication hole 224b, allowing the control board 123 in the receiving slot 121 to transmit control signals to the motor controller 13 smoothly through the communication connector 104.

[0147] The dual-motor powertrain and electric vehicle provided in the embodiments of this application have been described in detail above. Specific examples have been used to illustrate the principles and embodiments of this application. The description of the embodiments above is only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in specific embodiments and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A dual-motor powertrain, characterized in that, The dual-motor powertrain includes two drive motors and two reducers. The two reducers are arranged between the two drive motors along the axial direction of the dual-motor powertrain. The overall housing of the dual-motor powertrain includes an intermediate housing. The two reducers are arranged on both sides of the intermediate housing along the axial direction of the dual-motor powertrain. The intermediate housing includes two side surfaces and an outer peripheral surface, wherein: The two sides are oriented opposite to each other along the axial direction of the dual-motor powertrain. Each side includes two reducer receiving slots. The openings of the two reducer receiving slots are opposite to each other along the axial direction of the dual-motor powertrain. Each reducer receiving slot is used to fix and accommodate multiple bearings of one reducer. The outer peripheral surface includes a receiving groove, the recess of which faces the gap between the two reducers. The receiving groove is used to accommodate an electrical component, which is used to receive DC power output from the power battery and to supply DC power to the motor controllers of the two drive motors respectively.

2. The dual-motor powertrain according to claim 1, characterized in that, Each of the reducers includes an output wheel, the radius of which is greater than the radius of any other gear in the reducer, the output wheel being used for drive connection of a wheel, and a portion of a receiving groove being recessed toward the gap between the output wheels of the two reducers.

3. The dual-motor powertrain according to claim 2, characterized in that, Each of the reducers further includes an input wheel and an intermediate wheel, the input wheel being used for drive-connection to the motor shaft of one of the drive motors, and the intermediate wheel being used for drive-connection between the input wheel and the output wheel, wherein: Another portion of the receiving groove is recessed radially toward the input wheel and the intermediate wheel of the two reducers along the dual-motor powertrain.

4. The dual-motor powertrain according to claim 1, characterized in that, The intermediate housing also includes two circumferential plates, which are distributed circumferentially along the dual-motor powertrain. Each circumferential plate is fixedly connected to the outer side of the groove wall of the two reducer receiving slots. The two circumferential plates are used to enclose the outer side of the groove wall of the two reducer receiving slots to form the receiving slot.

5. The dual-motor powertrain according to claim 4, characterized in that, The bottom of each of the reducer receiving slots includes multiple bearing slots, each bearing slot being used to fix one of the bearings, wherein: Along the axial direction of the dual-motor powertrain, the groove depth of each of the reducer receiving slots is greater than the groove depth of each of the bearing slots in each of the reducer receiving slots.

6. The dual-motor powertrain according to claim 4, characterized in that, One of the circumferential plates includes two DC mounting holes for fixing a DC connector for electrically connecting the electrical component and the positive and negative terminals of the power battery.

7. The dual-motor powertrain according to claim 4, characterized in that, One of the receiving slots is also used to accommodate a control board, and the other of the circumferential plates includes a communication mounting hole for fixing a communication connector for transmitting control signals to the control board.

8. The dual-motor powertrain according to claim 4, characterized in that, Each of the reducer receiving slots includes a first power hole and a first communication hole in its wall, and each reducer receiving slot is connected to the receiving slot through the first power hole and the first communication hole, respectively, wherein: Each of the first power holes is used to pass through a power connector, the power connector being used to electrically connect the electrical component and the motor controller; Each of the first communication holes is used to pass through a communication connector, which is used to transmit control signals between the control board and the motor controller.

9. The dual-motor powertrain according to claim 8, characterized in that, The intermediate housing further includes a partition plate for dividing the receiving slot into two sub-slots, one sub-slot for accommodating the electrical component and the other sub-slot for accommodating a control board, wherein: In each of the reducer receiving slots, a first power hole and a first communication hole are respectively arranged on both sides of the partition plate in the slot wall.

10. The dual-motor powertrain according to any one of claims 1-9, characterized in that, The main housing of the dual-motor powertrain also includes two integrated housings. Each integrated housing includes a motor housing, a reducer housing, and a connecting plate. Each motor housing is used to accommodate the stator and rotor of one of the drive motors. Each reducer housing, together with a reducer receiving slot in an intermediate housing, forms a reducer receiving cavity. Each reducer receiving cavity is used to accommodate a parallel shaft assembly of one of the reducers, wherein: The connecting plate is fixed to the outer peripheral wall of the motor housing and the outer wall of the reducer housing. The connecting plate is used to form an electrical control slot with the motor housing and the reducer housing. Each electrical control slot is used to accommodate a functional component of the motor controller.

11. The dual-motor powertrain according to claim 10, characterized in that, Along the axial direction of the dual-motor powertrain, the length of one electrical control slot is less than the length of one motor housing, and along the parallel axis arrangement direction of one reducer, the length of one electrical control slot is less than the length of one reducer housing.

12. The dual-motor powertrain according to claim 10, characterized in that, A portion of the outer peripheral wall of a motor housing and a portion of the outer wall of a reducer housing respectively constitute two walls of an electrical control slot. A connecting plate includes a bottom plate and two side plates, which are the other two walls of the electrical control slot. The bottom plate and another portion of the outer wall of the reducer housing constitute the bottom of the electrical control slot.

13. The dual-motor powertrain according to claim 12, characterized in that, One of the side plates is arranged opposite to a portion of the outer wall of the reducer housing along the axial direction of the dual-motor powertrain, and the other side plate is opposite to a portion of the outer peripheral wall of the motor housing, wherein: Along the axial direction of the dual-motor powertrain, the length of the other side plate is less than the length of the motor housing. Along the arrangement direction of the other side plate and the portion of the outer peripheral wall of the motor housing, the length of the side plate is less than the length of the reducer housing.

14. The dual-motor powertrain according to claim 10, characterized in that, Each of the integrated housings includes a second power port and a second communication port, the second power port and the second communication port being used to connect the electrical control slot, the second power port being used to accommodate a power connector between an electrical component and a bus capacitor in the motor controller, and the second communication port being used to accommodate a communication connector between a control board housed in the housing slot and a circuit board in the motor controller, wherein: Along the axial direction of the dual-motor powertrain, the second power hole and the second communication hole of each of the integrated housings penetrate one wall of the electrical control slot of each of the integrated housings; The openings of the second power port and the second communication port along the axial direction of the dual-motor powertrain face the intermediate housing.

15. An electric vehicle, characterized in that, The electric vehicle includes a frame, a power battery, and a dual-motor powertrain as described in any one of claims 1-14, wherein the frame is used to fix the power battery and the dual-motor powertrain, the power battery is used to electrically connect to one of the electrical components of the dual-motor powertrain, and each of the drive motors is used to drive a wheel through one of the reduction gears.

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