Electric drive assembly and vehicle

Abstract

An electric drive assembly and a vehicle. The electric drive assembly comprises a first electric motor, a second electric motor and an electric control component, wherein the first electric motor is adapted to be drivingly connected to a first wheel, the second electric motor is adapted to be drivingly connected to a second wheel, and the first wheel and the second wheel are arranged opposite each other; and the electric control component is electrically connected to each of the first electric motor and the second electric motor, and the electric control component is arranged between the first electric motor and the second electric motor.

Description

Electric drive assembly and vehicle

[0001] This application claims priority to Chinese Patent Application No. 202520131827.X, filed on January 20, 2025, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure relates to the field of vehicle technology, and more particularly to an electric drive assembly and a vehicle. Background Technology

[0003] As a core component of new energy vehicles, the electric drive system plays an absolutely crucial role in their power performance, driving range, charging time, reliability, and comfort. Noise, vibration, and harshness (NVH) performance, as core performance indicators of vehicle comfort, significantly impacts 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 through the motor, reducer, and electronic control components. Summary of the Invention

[0004] This disclosure provides an electric drive assembly and a vehicle.

[0005] In a first aspect, an electric drive assembly is provided. The electric drive assembly includes a first motor, a second motor, and an electronic control component. The first motor is adapted to be connected to a first wheel, and the second motor is adapted to be connected to a second wheel, with the first wheel and the second wheel 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.

[0006] By placing the electronic control components between the first and second motors, the layout of the electric drive assembly 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.

[0007] Furthermore, by employing dual motors (i.e., a first motor and a second motor) to drive two oppositely positioned wheels (i.e., a first wheel and a second wheel), independent torque distribution can be achieved. During vehicle start-up, acceleration, or hill climbing, the electronic control components can precisely regulate the output of different torques from the first and second motors to their respective wheels, thereby enhancing the vehicle's instantaneous acceleration. Compared to a single-motor electric drive assembly, the electric drive assembly in some embodiments of this disclosure can significantly improve the vehicle's acceleration performance, enabling the vehicle to reach its target speed more quickly.

[0008] In some embodiments, the first motor and the second motor are coaxially arranged, and at least a portion of the projection of the electronic control component in a first direction coincides with the first motor. The first direction is the axial direction of the first motor.

[0009] In some embodiments, the electric drive assembly further includes a first reducer coaxially disposed with the first motor. The first reducer is adapted to be driveably connected between the first wheel and the first motor, and the first reducer is disposed on the side of the first motor away from the electronic control components.

[0010] In some embodiments, the electric drive assembly further includes a second reducer coaxially disposed with the second motor. The second reducer is adapted to be driveably connected between the second wheel and the second motor, and is disposed on the side of the second motor away from the electronic control components.

[0011] In some embodiments, 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 within the electronic control chamber.

[0012] In some embodiments, a first housing is provided with a first chamber, and a first opening communicating with the first chamber is provided on the side of the first housing near the second housing. A second housing is provided with a second chamber, 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.

[0013] In some embodiments, the electronic control assembly includes a first electronic control assembly and a second electronic control assembly. The first electronic control assembly is electrically connected to a first motor, and the second electronic control assembly is electrically connected to a second motor. The first and second electronic control assemblies are respectively disposed within an electronic control chamber.

[0014] In some embodiments, a first motor cavity is further formed within the first housing, spaced apart from the first chamber, and the first motor cavity is disposed 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 disposed within the first motor cavity.

[0015] In some embodiments, the first housing includes a first half-shell and a second half-shell. The second half-shell is located on the side of the first half-shell opposite to the second housing, and the first half-shell and the second half-shell cooperate to form a first motor cavity.

[0016] In some embodiments, the stator assembly includes a first stator assembly disposed on a first half-shell and a second stator assembly disposed on a second half-shell. At least a portion of a first rotor assembly is disposed between the first stator assembly and the second stator assembly, and the first rotor assembly is rotatably connected to the first half-shell.

[0017] In some embodiments, the first rotor assembly includes a first rotor body and a first drive wheel connected together. The first rotor body is disposed between a first stator assembly and a 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, the first reducer being drively connected to the first drive wheel.

[0018] In some embodiments, the second half-shell is provided with a clearance opening communicating with the first motor cavity. The first drive wheel extends out of the first motor cavity through the clearance opening and is drivenly connected to the first reducer.

[0019] In some embodiments, the electric drive assembly further includes a third housing. The third housing is disposed on the side of the second half-shell opposite to the first half-shell, and a reducer cavity adapted to accommodate the first reducer is formed between the third housing and the second half-shell. The first drive wheel meshes with the first reducer within the reducer cavity.

[0020] In some embodiments, the first reducer is a planetary gear reducer.

[0021] In some embodiments, the first reducer is a dual planetary gear reducer.

[0022] In some embodiments, at least one of the first motor and the second motor is an axial flux motor.

[0023] In some embodiments, the electric drive assembly further includes a cooling module adapted to cool the first motor and the electronic control components.

[0024] In some embodiments, the electric drive assembly further includes a cooling module, at least a portion of which is disposed within the first half-shell, and the cooling module is disposed between the first motor cavity and the electronic control cavity.

[0025] In some embodiments, the cooling module includes cooling channels integrated within the first half-shell. The cooling channels are adapted to cool the first motor and electronic control components.

[0026] In a second aspect, a vehicle is provided. The vehicle includes the electric drive assembly described in the first aspect above.

[0027] 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

[0028] The accompanying drawings are provided to further understand the technical solutions of this disclosure and constitute a part of the specification. They are used together with the embodiments of this disclosure to explain the technical solutions of this disclosure and do not constitute a limitation on the technical solutions of this disclosure.

[0029] Figure 1 is a structural diagram of a vehicle according to some embodiments;

[0030] Figure 2 is a structural diagram of an electric drive assembly according to some embodiments;

[0031] Figure 3 is a perspective view of an electric drive assembly according to some embodiments;

[0032] Figure 4 is a front view of the electric drive assembly in Figure 3;

[0033] Figure 5 is a cross-sectional view of the electric drive assembly in Figure 4 along the BB direction;

[0034] Figure 6 is an exploded view of the electric drive assembly in Figure 3;

[0035] Figure 7 is a structural diagram of another electric drive assembly according to some embodiments;

[0036] Figure 8 is a structural diagram of another electric drive assembly according to some embodiments;

[0037] Figure 9 is a structural diagram of another electric drive assembly according to some embodiments;

[0038] Figure 10 is a structural diagram of another electric drive assembly according to some embodiments.

[0039] Reference numerals: 1000, vehicle; 101, body; 102, wheel; 100, electric drive assembly; 201, first wheel; 202, second wheel; 10, first motor; 11, first housing; 11A, first half-shell; 11A1, third mating surface; 11B, second half-shell; 11B1, Fourth mating face; 11B2, Clearance opening; 11B3, Fifth mating face; 111, First chamber; 112, First opening; 113, First mating face; 114, Third sub-matting face; 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; 20, Second motor; 21, Second housing; 211, Second chamber; 212, Second opening; 213, Second mating face; 214, Fourth sub-matting face; 30. Electrical control assembly; 30A. Electrical control chamber; 31. First electrical control assembly; 32. Second electrical control assembly; 40. First reducer; 50. Second reducer; 60. Connecting housing; 61. First sub-gearbox surface; 62. Second sub-gearbox surface; 70. Third housing; 701. Reducer cavity; 71. Sixth gearbox surface; 80. Oil seal; 90. Cooling module; 91. Cooling channel. Detailed Implementation

[0040] The technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. However, the described embodiments are only some embodiments of this disclosure, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this disclosure without creative effort are within the scope of protection of this disclosure.

[0041] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of this disclosure 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 indication will also change accordingly.

[0042] 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. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this disclosure, unless otherwise stated, "a plurality of" means two or more.

[0043] In the description of this disclosure, 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 disclosure based on the specific circumstances. Furthermore, when describing pipelines, the terms "connected" and "linked" as used in this disclosure have the meaning of establishing conductivity. The specific meaning needs to be understood in the context.

[0044] In this disclosure, the terms "exemplarily" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplarily" or "for example" in this disclosure should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplarily" or "for example" is intended to present the relevant concepts by way of example.

[0045] "At least one of A, B and C" has the same meaning as "at least one of A, B or C", both including the following combinations of A, B and C: only A, only B, only C, combinations of A and B, combinations of A and C, combinations of B and C, and combinations of A, B and C.

[0046] 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.

[0047] 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.

[0048] This disclosure provides a vehicle in some embodiments, which can be a pure electric vehicle, a hybrid electric vehicle, a plug-in hybrid electric vehicle, a gasoline vehicle, etc. The vehicle can also be a sedan, truck, bus, lorry, trailer, etc.

[0049] As shown in Figure 1, which is a structural diagram of a vehicle according to some embodiments, the vehicle 1000 includes a body 101 and wheels 102. The body 101 is used for passengers and for carrying goods. The wheels 102 are mounted under the body to support the body 101 and are capable of rolling on the road surface to enable the vehicle 1000 to move.

[0050] As shown in Figures 1 and 2, Figure 2 is a structural diagram of an electric drive assembly according to some embodiments. In some embodiments, the vehicle 1000 may include an electric drive assembly 100. The electric drive assembly 100 is adapted to drive the wheels to rotate so that the vehicle 1000 can move.

[0051] Because the electric drive assembly 100 has high energy conversion efficiency, it can effectively convert electrical energy into mechanical energy, reducing energy loss and improving the driving range and energy utilization of the vehicle 1000. Furthermore, the electric drive assembly 100 can quickly respond to driver commands, providing strong instantaneous torque, giving the electric vehicle excellent acceleration performance 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.

[0052] In some embodiments, as shown in FIG2, 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 drivenly connected to a first wheel 201, and the second motor 20 is adapted to be drivenly connected to a second wheel 202, wherein the first wheel 201 and the second wheel 202 are disposed opposite to each other.

[0053] 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 disclosure does not limit this.

[0054] In some examples, the electronic control component 30 can be an electronically controlled insulated-gate bipolar transistor (IGBT) module. An electronically controlled IGBT module 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 (DC) from the power battery into alternating current (AC) to drive the motor, and for recovering energy during vehicle braking to improve energy efficiency.

[0055] In other examples, the electronic control component 30 can also be a microcontroller unit (MCU), also known as a single-chip microcomputer or microcontroller. It is a microcomputer that integrates major computer functional components such as a 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, enabling the vehicle 1000 to accelerate, decelerate, and steer. It can also coordinate with the vehicle 1000's battery management system for energy management.

[0056] In addition, the electronic control component 30 is electrically connected to the first motor 10 and the second motor 20 respectively, and the electronic control component 30 is disposed between the first motor 10 and the second motor 20.

[0057] 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.

[0058] 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.

[0059] In some embodiments, the first motor 10 and the second motor 20 are coaxially arranged, and at least a portion of the projection of the electronic control component 30 in a first direction coincides with the first motor 10, wherein the first direction is the axial direction of the first motor 10.

[0060] By arranging the first motor 10 and the second motor 20 coaxially, the space occupied by the electric drive assembly 100 in the direction perpendicular to the axial direction can be 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.

[0061] Furthermore, at least a portion of the projection of the electronic control component 30 in the first direction coincides with the first motor 10, resulting in a uniform and aesthetically pleasing overall outer contour of the electronic control component 30, and achieving efficient space reuse along the axial direction of the first motor 10. In related technologies, the independently configured electronic control component 30 may require additional installation space. However, some embodiments of this disclosure, by overlapping the first motor 10, the electronic control component 30, and the second motor 20 in the first direction, allow the electronic control component 30 to utilize the space between the first motor 10 and the second motor 20, further reducing 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 modular production and assembly of the entire vehicle.

[0062] In some embodiments, 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.

[0063] As shown in Figure 2, in some embodiments of this disclosure, by arranging the first reducer 40 on the side of the first motor 10 away from the electronic control component 30, it is possible to avoid increasing the space occupied by the electric drive assembly 100 in the plane perpendicular to the axial direction without additional space. This allows the entire electric drive assembly 100 to be more reasonably embedded in the limited chassis space of the vehicle 1000, avoiding squeezing the space of other components.

[0064] Furthermore, by coaxially configuring the first reducer 40 with the first motor 10 and positioning the first reducer 40 on the side of the first motor 10 away from the electronic control component 30, the coaxiality and linearity of power transmission from the first motor 10 to the first wheel 201 are ensured, reducing energy loss caused by changes in transmission direction. This allows the power of the first motor 10 to be transmitted to the first wheel 201 with higher efficiency, thereby improving the overall vehicle's power performance and energy utilization rate.

[0065] 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 is adapted to be drive-connected between the second wheel 202 and the second motor 20, and the second reducer 50 is disposed on the side of the second motor 20 away from the electronic control component 30.

[0066] In some embodiments of this disclosure, by placing the second reducer 50 on the side of the second motor 20 away from the electronic control component 30, a compact layout of the electric drive assembly 100 is further ensured. The symmetrical distribution of the reducers (i.e., the first reducer 40 and the second reducer 50) and the motors (i.e., the first motor 10 and the second motor 20) on both sides not only provides neat and sufficient space for other key components in the vehicle 1000 (such as the battery and suspension components), 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.

[0067] As shown in Figures 2, 3, 4, 5, and 6, Figure 3 is a perspective view of an electric drive assembly according to some embodiments, Figure 4 is a front view of the electric drive assembly in Figure 3, Figure 5 is a cross-sectional view of the electric drive assembly in Figure 4 along the BB direction, and Figure 6 is an exploded view of the electric drive assembly in Figure 3. In some embodiments, 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 an electronic control component 30 is disposed within the electronic control chamber 30A.

[0068] For example, 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 closed together, they form an electronic control chamber 30A, which is adapted to accommodate the electronic control component 30.

[0069] In some embodiments of this disclosure, the electronic control chamber 30A formed between the first housing 11 and the second housing 21 is used to install the electronic control component 30. This integrated design improves the structural integration of the electric drive assembly 100. Compared to the dispersed external placement of the electronic control component 30, it reduces the need for additional housings and support structures, making the entire electric drive assembly 100 structure more compact and concise. This not only saves on raw material costs but also reduces the installation volume of the electric drive assembly 100 on the vehicle 1000, freeing up more space for surrounding components.

[0070] In some embodiments, as shown in Figures 5 and 6, 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.

[0071] 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.

[0072] In some embodiments, the first chamber 111 and the second chamber 211 can each be a square chamber. The two square chambers form an electronic control chamber 30A, and an electronic control component 30 is disposed within the electronic control chamber 30A. The electronic control component 30 can be fixed to the electronic control chamber 30A by a first connector. The first connector can be a bolt, a snap-fit ​​structure, etc., and this disclosure does not limit it.

[0073] For example, as shown in Figure 5, 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 mated, the first housing 11 and the second housing 21 are connected by bolts, and an electronic control chamber 30A can be formed between the first housing 11 and the second housing 21 to achieve sealing of the electronic control chamber 30A.

[0074] 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 usually square, some embodiments of this disclosure improve the space utilization of the electronic control chamber 30A by setting the first chamber 111 and the second chamber 211 to square.

[0075] As shown in Figure 7, which is a structural diagram of another electric drive assembly according to some embodiments, in some embodiments, the electric drive assembly 100 further includes a connecting housing 60. The connecting housing 60 has a first chamber 111 and a second chamber 211 spaced apart, and 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 away from the second chamber 211, and the second opening 212 faces away from the first chamber 111.

[0076] After the connecting housing 60 is connected to the first housing 11, the first housing 11 seals the first opening 112, thereby sealing 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, thereby sealing the second chamber 211. The first chamber 111 and the second chamber 211 constitute an electronically controlled chamber 30A, and electronically controlled components 30 can be respectively installed in the first chamber 111 and the second chamber 211. For example, the first electronically controlled component 31 described below (as shown in Figure 5) can be installed in the first chamber 111, and the second electronically controlled component 32 described below (as shown in Figure 5) can be installed in the second chamber 211.

[0077] For example, 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 mating surface 61 and the third mating surface 114, and the second chamber 211 can be sealed by the cooperation of the second mating surface 62 and the fourth mating surface 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, thereby forming an integral structure for accommodating the electronic control component 30 and the fixation of its internal components.

[0078] In some embodiments, as shown in Figures 5 and 6, the electronic control assembly 30 includes a first electronic control assembly 31 and a second electronic control assembly 32. The first electronic control assembly 31 is electrically connected to the first motor 10, and the second electronic control assembly 32 is electrically connected to the second motor 20. The first electronic control assembly 31 and the second electronic control assembly 32 are respectively disposed in the electronic control chamber 30A.

[0079] 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.

[0080] For example, when the vehicle 1000 is turning, 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, achieving a similar differential steering effect and improving the handling flexibility and precision of the vehicle 1000. Compared to the mode of a single electronic control component 30 controlling two motors, the electric drive assembly 100 in some embodiments of this disclosure can better adapt to complex and ever-changing driving needs and optimize the overall vehicle power performance.

[0081] It should be noted that the electric drive assembly 100 described in some embodiments of this disclosure 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, some embodiments of this disclosure describe the specific structure of the first motor 10 side (such as the first reducer 40, reducer cavity 701, etc.), and the specific structure of the second motor 20 side can be referred to the first motor 10 side, which will not be described in detail here.

[0082] In some embodiments, as shown in Figures 5 and 6, 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 first motor cavity 115.

[0083] In some embodiments of this disclosure, a first motor cavity 115 is provided within the first housing 11, 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 some embodiments of this disclosure, by placing at least a portion 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 the arrangement of other components.

[0084] In addition, the electronic control component 30 and the first motor cavity 115 are separated only by the wall of the first housing 11. The electronic control component 30 can be connected to the stator assembly 12 through the wire 63 (as shown in Figure 5). This connection path is extremely short, which can reduce current loss, reduce the weight of the electric drive assembly 100, and reduce costs.

[0085] In some embodiments, as shown in Figures 3 and 4, the first housing 11 includes a first half-shell 11A and a second half-shell 11B. The second half-shell 11B is located on the side of the first half-shell 11A opposite to the second housing 21, and the first half-shell 11A and the second half-shell 11B cooperate to form a first motor cavity 115.

[0086] 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, such as pre-fixing the stator winding of the stator assembly 12 at the corresponding position in the first half-shell 11A, while placing another part of the stator assembly or related sensors or heat dissipation structures in the second half-shell 11B.

[0087] Furthermore, when vehicle 1000 requires maintenance, especially for components inside the first motor cavity 115, 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 an integral housing, the electric drive assembly 100 in some embodiments of this disclosure does not require special tools or complex disassembly procedures to access the confined internal space, thus shortening troubleshooting and maintenance time.

[0088] In some embodiments, as shown in FIG6, 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. For example, 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 disclosure does not limit them. For example, the second and third connectors can be bolts, screws, rivets, snap-fit ​​components, etc., and this disclosure does not limit them.

[0089] In some embodiments, as shown in FIG6, 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 disposed 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.

[0090] 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.

[0091] 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. For example, a third assembly surface 11A1 can be provided on the side of the first half-shell 11A near the second half-shell 11B, and a fourth assembly surface 11B1 can be provided on the side of the second half-shell 11B near the first half-shell 11A (as shown in Figure 5). 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.

[0092] 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.

[0093] Therefore, if the second stator assembly 122 experiences an open circuit or insulation damage, the fault point can be directly located by simply disassembling the connection between the first half-shell 11A and the second half-shell 11B, thereby enabling precise implementation of repair measures and improving repair efficiency.

[0094] As shown in Figure 8, which is a structural diagram of another electric drive assembly according to some embodiments, in some embodiments, 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 disposed 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, the second stator assembly 122, and the first rotor assembly 13 can be disposed within 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; instead, it 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 achieve the assembly of the first motor cavity 115.

[0095] In some embodiments, as shown in FIG6, 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 to each other. For example, the first drive wheel 132 may be a sun gear.

[0096] 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.

[0097] A first rotor bearing cavity 1161 can be provided within the first receiving cavity 116, and a first rotor bearing 133 is installed within the first rotor bearing cavity 1161. The first rotor body 131 is disposed between the first stator assembly 121 and the second stator assembly 122. Similarly, a second rotor bearing cavity 1171 can also be provided within the second receiving cavity 117 (as shown in Figure 5), and a second rotor bearing 134 is installed within the second rotor bearing cavity 1171.

[0098] 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.

[0099] In some embodiments of this disclosure, by placing the first reducer 40 on the side of the first motor 10 away from the second motor 20 and drivingly connecting it to the first drive wheel 132, the electric drive assembly 100 has a compact structure and ensures a short power transmission path and low loss from the first motor to the first reducer. Furthermore, the first reducer 40 is positioned adjacent to the first motor 10 and directly driven by the first drive wheel 132, making the entire power transmission chain highly compact in the lateral space of the vehicle 1000 chassis.

[0100] In some embodiments, as shown in FIG6, the second half-shell 11B is provided with a clearance opening 11B2 communicating 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.

[0101] In this way, the first drive wheel 132 can smoothly extend through the clearance opening 11B2 and be connected to the first reducer 40 for transmission. Compared with complex transition structures or bypass layouts, the electric drive assembly 100 in some embodiments of this disclosure reduces energy loss and mechanical wear during power transmission, ensuring that the power generated by the first motor can be efficiently transmitted to the first reducer 40, thereby improving the overall power output performance of the vehicle.

[0102] In some embodiments, as shown in FIG6, the electric drive assembly 100 further includes a third housing 70. The third housing 70 is disposed on the side of the second half-shell 11B opposite to the first half-shell 11A, and a reducer cavity 701 (as shown in FIG5) is formed between the third housing 70 and the second half-shell 11B to accommodate the first reducer 40. The first drive wheel 132 meshes with the first reducer 40 within the reducer cavity 701. Furthermore, the first reducer 40 may also be provided with a connecting structure adapted to connect with a half-shaft, which is adapted to connect 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 are not limited in this disclosure.

[0103] In some embodiments, 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 near the second half-shell 11B, respectively. For example, 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 near the second half-shell 11B. The third bearing cavity and the fourth bearing cavity are respectively used to install two bearings on opposite sides of the first reducer.

[0104] In some embodiments of this disclosure, the first reducer 40 is accommodated by the third housing 70 cooperating with the second half-shell 11B to form a reducer cavity 701. This improves the structural integration of the electric drive assembly 100, reduces the need for external connectors and support structures, makes the entire 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.

[0105] In addition, compared with open or non-dedicated chamber meshing environments, some embodiments of this disclosure, by having the first drive wheel 132 mesh with the first reducer 40 in the reducer cavity 701, can effectively avoid problems such as meshing misalignment and gap changes caused by external interference (such as vibration, foreign object collision), making the transmission of power from the first drive wheel 132 to the first reducer 40 more accurate and stable.

[0106] 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 near the second half-shell 11B. After the fifth mating surface 11B3 and the sixth mating surface 71 are fitted together, the second half-shell 11B and the third shell 70 can be connected by a fifth connector to form the reducer cavity 701.

[0107] It is understandable that, since the half-shaft passes through the third housing 70 and connects the first reducer 40 and the first wheel 201, the oil in the lubrication system is prone to leak from the gap between the half-shaft and the third housing 70 within the reducer cavity 701. To prevent lubricating oil leakage, in some embodiments, as shown in FIG6, the electronic control assembly 30 further includes an oil seal 80 disposed on the third housing 70, which is adapted to seal the gap between the half-shaft and the third housing 70.

[0108] For example, the material of the oil seal 80 can be nitrile rubber, fluororubber, silicone rubber or polytetrafluoroethylene, etc., and this disclosure does not limit it.

[0109] 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 the first reducer 40 from being damaged due to insufficient lubrication.

[0110] In some embodiments, 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, and can be perfectly adapted to 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.

[0111] In some embodiments, as shown in FIG9, 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 and has a relatively compact structure, it is 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.

[0112] In some embodiments, as shown in FIG8, the first reducer 40 can also be a single-row planetary gear reducer. Compared with complex structures such as double-row planetary gear reducers, the single-row planetary gear reducer has a simpler structure and fewer parts, which simplifies its manufacturing, assembly, and subsequent maintenance. This helps reduce the manufacturing cost and maintenance cost of the electric drive assembly.

[0113] In some embodiments, as shown in FIG10, 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 set including 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 can provide multi-stage speed change capability to meet more complex reduction and speed change requirements.

[0114] In some embodiments, at least one of the first motor 10 and the second motor 20 is an axial flux motor. Axial flux motors offer the significant advantage of high power density. Compared to conventional radial flux motors, axial flux motors can output more power for the same volume and weight. When at least one of the first motor 10 and the second motor 20 is an axial flux motor, 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.

[0115] In addition, the axial flux motor occupies less height space in the limited space perpendicular to the vehicle 1000 chassis, providing more possibilities for the arrangement of other key components such as the vehicle 1000's battery pack. 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 while increasing power density.

[0116] In some embodiments, as shown in FIG5, the electric drive assembly 100 further includes a cooling module 90, which is adapted to cool at least the first motor 10 and the electronic control component 30.

[0117] The cooling module 90 can remove excess heat in time, maintain the high power density output of the first motor, avoid power decay due to overheating, and ensure the continuity of the vehicle's 1000 power performance.

[0118] In some embodiments, 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 cavity 30A.

[0119] On the one hand, the first motor 10 inside the first motor cavity 115 generates heat during operation, and prolonged high-temperature operation may affect the performance and service life of the first motor 10. However, by placing the cooling module 90 between the first motor cavity 115 and the electrical control chamber 30A, the cooling module 90 can be close to the first motor cavity 115, thereby effectively removing the heat generated by the first motor 10 in a timely manner, achieving a good cooling effect on the first motor 10, and ensuring the stable and reliable operation of the first motor 10.

[0120] On the other hand, the electronic control component 30 in the electronic control chamber 30A also has requirements for operating temperature. Excessive temperature may cause performance degradation or even failure of the electronic control component 30. By placing the cooling module 90 between the first motor cavity 115 and the electronic control chamber 30A, the cooling module 90 can be located near the electronic control component 30 and can also dissipate heat from the electronic control chamber 30A, maintaining a suitable operating temperature for the electronic control component 30.

[0121] In some embodiments, as shown in FIG5, the cooling module 90 includes a cooling channel 91. The cooling channel 91 is integrated within the first half-shell 11A and disposed between the first motor cavity 115 and the electronic control cavity 30A. The cooling channel 91 is adapted to cool the first motor 10 and the electronic control assembly 30.

[0122] For example, 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.

[0123] For example, 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.

[0124] 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 can be integrated into the first half-shell 11A to cool the first motor 10 and the electronic control component 30. This can effectively reduce the number of water channels and pipes, thereby reducing costs and saving installation space.

[0125] It is understood that the electric drive assembly 100 provided in some embodiments of this disclosure may be symmetrically arranged with respect to the electronic control component 30. That is, the structure on one side of the second reducer 50 may be the same as the structure on one side of the first reducer 40. The structure of the second reducer 50 can be referred to the above description of the first reducer 40, and will not be repeated here.

[0126] In understanding the scope of this disclosure, the term "comprising" and its derivatives, as used herein, are intended to be open-ended terms that specify the presence of at least one of the described features, elements, components, groups, integrals, and steps, but do not exclude the presence of at least one of other undescribed features, elements, components, groups, integrals, and steps. This concept also applies to words with similar meanings, such as the terms "comprising," "having," and their derivatives.

[0127] 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.

[0128] 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 to which this disclosure pertains. The terminology used herein is for descriptive purposes only and is not intended to limit the scope of this disclosure. Features described in one embodiment herein 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.

[0129] The above are merely specific embodiments of this disclosure, but the scope of protection of this disclosure is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this disclosure should be included within the scope of protection of this disclosure. Therefore, the scope of protection of this disclosure should be determined by the scope of the claims.

Claims

1. An electric drive assembly (100) includes a first motor (10), a second motor (20) and an electronic control component (30), wherein the first motor (10) is adapted to be drivenly connected to a first wheel (201), the second motor (20) is adapted to be drivenly connected to a second wheel (202), and the first wheel (201) and the second wheel (202) are disposed opposite to each other; The electronic control component (30) is electrically connected to the first motor (10) and the second motor (20) respectively, and the electronic control component (30) is disposed between the first motor (10) and the second motor (20).

2. The electric drive assembly (100) according to claim 1, wherein, The first motor (10) and the second motor (20) are coaxially arranged, and at least a portion of the projection of the electronic control component (30) in a first direction coincides with the first motor (10), the first direction being the axial direction of the first motor (10).

3. The electric drive assembly (100) according to claim 2 further includes a first reducer (40) coaxially disposed with the first motor (10), the first reducer (40) being adapted to be drively 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 (100) according to claim 2 or 3 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).

5. The electric drive assembly (100) according to any one of claims 1-4, wherein, 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 (100) according to claim 5, wherein, The first housing (11) is provided with a first chamber (111), 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); The second housing (21) is provided with a second chamber (211), 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).

7. The electric drive assembly (100) according to claim 5, wherein, 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). The first electronic control component (31) and the second electronic control component (32) are respectively disposed in the electronic control chamber (30A).

8. The electric drive assembly (100) according to claim 6, wherein, 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 first motor cavity (115).

9. The electric drive assembly (100) according to claim 8, wherein, 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) facing 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 (100) according to claim 9, wherein, 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 (100) according to claim 10, wherein, 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 first stator assembly (121) and the second stator assembly (122); The electric drive assembly (100) further includes a first reducer (40) disposed on the side of the first motor (10) opposite to 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 (100) according to claim 11, wherein, 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 (100) according to claim 12 further includes a third housing (70), the third housing (70) being disposed on the side of the second half-shell (11B) opposite to 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), wherein the first drive wheel (132) meshes with the first reducer (40) in the reducer cavity (701).

14. The electric drive assembly (100) according to any one of claims 11-13, wherein, The first reducer (40) is a planetary gear reducer.

15. The electric drive assembly (100) according to any one of claims 11-13, wherein, The first reducer (40) is a double planetary gear reducer.

16. The electric drive assembly (100) according to any one of claims 1-15, wherein, At least one of the first motor (10) and the second motor (20) is an axial flux motor.

17. The electric drive assembly (100) according to any one of claims 1-16 further includes a cooling module (90) adapted to cool the first motor (10) and the electronic control assembly (30).

18. The electric drive assembly (100) according to any one of claims 9-15, further comprising a cooling module (90), at least a portion of which is disposed within the first half-shell (11A), and the cooling module (90) is disposed between the first motor cavity (115) and the electronic control cavity (30A).

19. The electric drive assembly (100) according to claim 18, wherein, 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 (1000) comprising an electric drive assembly (100) according to any one of claims 1-19.

Images