Oil-cooled powertrain and electric vehicle

Abstract

An oil-cooled powertrain (10) and an electric vehicle (1). The oil-cooled powertrain (10) comprises a reducer (300), a motor (100) and an oil pipe (340). The reducer (300) comprises a reducer input shaft (330), the motor (100) comprises a motor shaft (140), the reducer input shaft (330) is fixedly connected to the motor shaft (140), and the motor shaft (140) is used for transmitting power to the reducer input shaft (330). The reducer input shaft (330) comprises a reducer shaft cavity (331), the reducer shaft cavity (331) is used for accommodating the oil pipe (340) and part of the motor shaft (140), the oil pipe (340) is relatively fixed to the reducer input shaft (330), the motor shaft (140) comprises a motor shaft cavity (143), and the oil pipe (340) is used for conveying coolant oil to the motor shaft cavity (143). Along the shaft direction of the motor (100), the reducer shaft cavity (331) runs through the reducer input shaft (330), and the motor shaft cavity (143) runs through the motor shaft (140). The oil pipe (340) and the motor shaft (140) are arranged in the shaft direction of the motor (100), and the oil pipe (340) is communicated with the motor shaft cavity (143). By providing the oil pipe (340) in the reducer shaft cavity (331), the coolant oil is conveyed from the reducer (300) to the motor (100), so that the coverage range of the coolant oil in the oil-cooled powertrain (10) is expanded, and the cooling efficiency can be improved.

Description

Oil-cooled powertrain and electric vehicles

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on June 30, 2023, with application number 202310803433.X and application name “Oil-cooled powertrain and electric vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the technical field of oil-cooled powertrains, and in particular to an oil-cooled powertrain and an electric vehicle. Background Art

[0003] Existing electric vehicles usually use an integrated powertrain as a power source. At present, the motor and the motor controller are usually integrated into a two-in-one powertrain, or the motor, the motor controller and the reducer are usually integrated into a three-in-one powertrain, or the motor, the motor controller, the reducer and other components of the electric vehicle are usually integrated into an all-in-one powertrain. In order to improve the overall performance of electric vehicles, the powertrain needs to comprehensively consider a variety of design requirements such as miniaturization, power density, reliability, heat dissipation performance and power performance. The powertrain generates a high amount of heat when working, which in turn affects the service life and stability of the powertrain. In order to reduce the temperature of the powertrain when it is in operation, cooling oil is usually introduced into the powertrain. However, the cooling oil currently only covers a small area in the powertrain, resulting in poor overall cooling effect on the powertrain.

[0004] Summary of the Invention

[0005] The present application provides an oil-cooled powertrain and an electric vehicle with oil flowing through a shaft.

[0006] In a first aspect, an embodiment of the present application provides an oil-cooled powertrain, comprising a reducer, a motor, and an oil pipe, wherein the reducer comprises a reducer input shaft, the motor comprises a motor shaft, the reducer input shaft is fixedly connected to the motor shaft, the reducer input shaft comprises a reducer shaft cavity, the reducer shaft cavity is used to accommodate the oil pipe and a portion of the motor shaft, the oil pipe is relatively fixed to the reducer input shaft, and the motor shaft comprises a motor shaft cavity. Along the axial direction of the motor, the reducer shaft cavity passes through the reducer input shaft, and the motor shaft cavity passes through the motor shaft. The oil pipe and the motor shaft are arranged along the axial direction of the motor, and the oil pipe is connected to the motor shaft cavity.

[0007] In this embodiment, an oil pipe is installed within the reducer shaft cavity and communicates with the motor shaft cavity. This pipe accurately guides cooling oil from the reducer shaft cavity to the motor shaft cavity, providing the prerequisite for subsequent cooling of the motor's internal structure. The oil pipe is relatively fixed to the reducer input shaft. When the reducer input shaft rotates at high speeds, the oil pipe can stably transmit cooling oil, which helps meet the cooling needs of the oil-cooled powertrain under high-speed conditions.

[0008] In one embodiment, the motor shaft and the reducer input shaft are fixedly connected via a spline along the motor's radial direction, and the oil pipe includes at least one spline lubricating oil hole. The motor shaft cavity is configured to partially accommodate the oil pipe, and along the motor's radial direction, the projections of the oil pipe, the motor shaft, and the reducer input shaft partially overlap. The spline lubricating oil hole extends through the oil pipe along the motor's radial direction, and along the motor's radial direction, the projections of the spline lubricating oil hole, the motor shaft, and the reducer input shaft partially overlap.

[0009] In an embodiment of the present application, a portion of the outer wall of the motor shaft and a portion of the inner wall of the reducer shaft cavity are correspondingly provided with splines. The splines of the motor shaft cooperate with the splines of the reducer shaft cavity, so that the motor shaft can transmit torque to the reducer input shaft via the splines, thereby achieving a transmission connection between the motor shaft and the reducer input shaft. In one embodiment, the splines can be splines of the motor shaft, or splines of the reducer input shaft, or splines of the motor shaft and splines of the reducer input shaft.

[0010] In the embodiment of the present application, the spline may wear when transmitting torque. To avoid failure, the spline needs to be properly lubricated. In the embodiment of the present application, the oil pipe includes at least one spline lubricating oil hole, which is used to transmit cooling oil to the spline. The spline lubricating oil hole penetrates the motor shaft in the radial direction of the motor. The spline lubricating oil hole, the motor shaft, and the reducer input shaft have overlapping projections in the radial direction of the motor. This allows the cooling oil flowing into the oil pipe to flow through the spline lubricating oil hole to the splines of the motor shaft and the reducer input shaft, thereby lubricating the spline and reducing wear.

[0011] In one embodiment, the oil passage includes at least one spline oil guide groove, which is connected to the spline lubricating oil hole. Along the radial direction of the motor, the spline oil guide groove is recessed from the outer peripheral surface of the oil passage toward the reducer input shaft. Along the axial direction of the motor, the spline lubricating oil hole is connected to the end face of the oil passage. Along the radial direction of the motor, the projections of the spline oil guide groove, the motor shaft, and the reducer input shaft partially overlap. The spline, the spline lubricating oil hole, and the spline oil guide groove are arranged axially along the motor, and the spline lubricating oil hole and the spline oil guide groove are adjacent to each other axially along the motor.

[0012] In the embodiment of the present application, the spline lubricating oil hole is located within the motor shaft cavity. The primary function of the spline lubricating oil hole is to guide cooling oil to the outside of the oil passage. In this case, the cooling oil flow needs to be further directed so that the cooling oil flowing out of the spline lubricating oil hole flows to the splines outside the motor shaft cavity. In this solution, a spline oil guide groove is provided in the oil passage, wherein the spline oil guide groove is connected to the spline lubricating oil hole. The spline lubricating oil hole and the spline oil guide groove are adjacently arranged along the motor axis. The spline oil guide groove is recessed from the outer circumference of the oil passage tube, facing away from the reducer input shaft, so that the spline oil guide groove can be used to transport cooling oil flowing out of the spline lubricating oil hole to the splines.

[0013] In one embodiment, the oil passage includes a plurality of spline lubricating oil holes and a plurality of spline oil guide grooves. Each spline lubricating oil hole is adjacent to and communicates with a spline oil guide groove along the axial direction of the motor. The spline lubricating oil holes are spaced apart circumferentially along the motor, and the spline oil guide grooves are spaced apart circumferentially along the motor. Along the axial direction of the motor, the diameter of the spline lubricating oil hole is smaller than the length of the spline oil guide groove. Along the circumference of the motor, the diameter of the spline lubricating oil hole is smaller than the width of the spline oil guide groove.

[0014] In an embodiment of the present application, a plurality of spline lubricating oil holes and a plurality of spline oil guide grooves are correspondingly arranged in the oil pipe. The plurality of spline lubricating oil holes are arranged at intervals along the circumference of the motor, and the plurality of spline oil guide grooves are arranged at intervals along the circumference of the motor, so that the cooling oil can flow from different positions to the splines of the motor shaft and the splines of the reducer input shaft, thereby improving the lubrication effect of the cooling oil on the splines and avoiding spline failure.

[0015] In the embodiment of the present application, the diameter of the spline lubricating oil hole is smaller than the length of the spline oil guide groove in the axial direction of the motor. The relatively small diameter of the spline lubricating oil hole can avoid the need for an overly large through-hole at the end face of the oil pipe, thereby improving the structural strength of the oil pipe. The relatively large length of the spline oil guide groove in the axial direction of the motor facilitates the spline oil guide groove's function of guiding the oil flow. If the spline oil guide groove is too short, it may prevent the cooling oil from flowing to the splines. Around the circumference of the motor, the width of the spline oil guide groove is larger than the diameter of the spline lubricating oil hole, which helps reduce the flow resistance of the cooling oil in the spline oil guide groove.

[0016] In one embodiment, the oil-cooled powertrain further comprises a first fixed structure, through which the oil pipe is sealed and fixed to the inner wall of the reducer shaft cavity. Along the radial direction of the motor, the oil pipe, the first fixed structure, and the reducer are arranged in sequence. Axially, the motor shaft and the first fixed structure are spaced apart, and the spline and the first fixed structure are spaced apart, with the distance between the motor shaft and the first fixed structure being less than the distance between the spline and the first fixed structure. The spline lubricating oil hole, the spline oil guide groove, and the first fixed structure are arranged axially along the motor.

[0017] In an embodiment of the present application, in the radial direction of the motor, the first fixed structure is located between the oil pipe and the reducer shaft cavity, and the oil pipe is fixed in the reducer shaft cavity along the radial direction of the motor through the first fixed structure. In one embodiment, the first fixed structure has an interference fit with the inner wall of the reducer shaft cavity, which is conducive to keeping the oil pipe and the reducer shaft cavity relatively fixed, so that the oil pipe can stably transmit cooling oil. In the axial direction of the motor, the spline lubricating oil hole, the spline oil guide groove and the first fixed structure are arranged along the axial direction of the motor, and there are gaps between the first fixed structure and the motor shaft, and between the first fixed structure and the spline, so that the cooling oil flows through the spline lubricating oil hole and the spline oil guide groove, and then flows to the spline through the above two gaps.

[0018] In an embodiment of the present application, the distance between the motor shaft and the first fixed structure is less than the distance between the spline and the first fixed structure in the axial direction of the motor, where the distance between the motor shaft and the first fixed structure refers to the distance between the end face of the motor shaft closest to the first fixed structure and the first fixed structure. In the axial direction of the motor, the spline is located on the side of the end face of the motor shaft that is distal to the first fixed structure. The direction of cooling oil flowing from the first fixed structure to the spline is the same as the arrangement direction of the reducer and motor. This allows the cooling oil, after flowing through the spline, to further cool and lubricate other components of the motor along the axial direction of the motor, thereby improving the cooling effect on the motor.

[0019] In one embodiment, the oil pipe is integrally formed with the first fixing structure. This solution can enhance the stability of the oil pipe's fixed connection with the reducer shaft cavity in the motor radial direction, and is conducive to the first fixing structure stably guiding the cooling oil to flow toward the spline.

[0020] In one embodiment, the first fixing structure includes a sealing groove for accommodating a sealing ring, with the first fixing structure being sealed and fixed to the reducer input shaft via the sealing ring. In the radial direction of the motor, the sealing groove is recessed from the outer circumferential surface of the first fixing structure, facing away from the reducer input shaft. In the circumferential direction of the motor, both the sealing groove and the first fixing structure encircle the oil passage.

[0021] In an embodiment of the present application, the sealing groove is recessed along the radial direction of the motor toward the oil passage, and a sealing ring is placed in the sealing groove. In the radial direction of the motor, the sealing ring is located between the sealing groove and the inner wall of the reducer shaft cavity. If the sealing effect between the first fixed structure and the reducer shaft cavity is not good, when the cooling oil flows to the first fixed structure, it may flow away from the spline through the gap between the first fixed structure and the reducer shaft cavity, resulting in damage to the lubrication effect of the spline and waste of cooling oil. The two ends of the sealing groove along the axial direction of the motor are fixed to the reducer shaft cavity in the radial direction of the motor. The first fixed structure, the sealing groove and the sealing ring are used together to achieve sealing and fixation of the oil passage and the reducer input shaft, prevent relative displacement between the oil passage and the reducer input shaft, avoid cooling oil from flowing in a direction away from the spline, and improve the utilization rate of cooling oil.

[0022] In one embodiment, the oil passage includes a bearing lubricating oil hole. In the radial direction of the motor, the bearing lubricating oil hole extends through the oil passage and is spaced apart from the inner wall of the reducer shaft cavity. In the axial direction of the motor, the spline lubricating oil hole, the first fixing structure, and the bearing lubricating oil hole are spaced apart.

[0023] In an embodiment of the present application, the bearing lubricating oil hole is used to deliver cooling oil to the reducer bearing to lubricate the reducer bearing. The reducer bearing is used to bear the load from the reducer input shaft. Insufficient lubrication of the reducer bearing can easily cause erosion or damage to the reducer bearing, thereby interfering with the normal operation of the reducer. In the radial direction of the motor, the bearing lubricating oil hole extends through the oil passage. A gap is provided between the bearing lubricating oil hole and the inner wall of the reducer shaft cavity. This allows cooling oil in the oil passage to flow through the bearing lubricating oil hole to the gap between the bearing lubricating oil hole and the inner wall of the reducer shaft cavity, thus providing the prerequisite for the cooling oil to flow to the reducer bearing. The cooling oil flows sequentially from the oil passage to the bearing lubricating oil hole and the spline lubricating oil hole in the oil passage. In the axial direction of the motor, the bearing lubricating oil hole, the first fixed structure, and the spline lubricating oil hole are arranged at intervals. This can prevent crosstalk between the cooling oil flowing to the reducer bearing and the cooling oil flowing to the spline, thereby improving the lubrication effect on the reducer bearing and the spline.

[0024] In one embodiment, the oil-cooled powertrain further includes a second fixed structure, the second fixed structure including at least one bearing lubricating oil groove, the bearing lubricating oil hole being connected to the bearing lubricating oil groove, and the oil passage being fixed to the inner wall of the reducer shaft cavity through the second fixed structure. Along the radial direction of the motor, the bearing lubricating oil groove is recessed from the outer peripheral surface of the second fixed structure toward the oil passage. Along the radial direction of the motor, the oil passage, the second fixed structure, and the reducer input shaft are arranged in sequence. Along the axial direction of the motor, the bearing lubricating oil groove passes through the second fixed structure, and the spline lubricating oil hole, the first fixed structure, the bearing lubricating oil hole, and the second fixed structure are arranged at intervals.

[0025] In the embodiment of the present application, the second fixing structure is located between the oil passage and the reducer shaft cavity in the radial direction of the motor. The bearing lubricating oil groove is recessed in the radial direction of the motor toward the oil passage. The outer peripheral surface of the second fixing structure, excluding the bearing lubricating oil groove, is used to fix the oil passage to the reducer shaft cavity. The bearing lubricating oil groove is connected to the bearing lubricating oil hole. The bearing lubricating oil groove extends through the second fixing structure along the axial direction of the motor, so that the bearing lubricating oil groove serves to guide the flow of cooling oil. Specifically, after the cooling oil flows out of the bearing lubricating oil hole to the gap between the oil passage and the reducer shaft cavity, it is then drained through the bearing lubricating oil groove to the reducer bearing to lubricate the reducer bearing.

[0026] In one embodiment, the second fixing structure is integrally formed with the oil pipe. This solution can enhance the stability of the fixed connection between the oil pipe and the reducer shaft cavity in the radial direction of the motor, which is conducive to the second fixing structure stably guiding the flow of cooling oil.

[0027] In one embodiment, along the axial direction of the motor, the length of the oil pipe is less than the length of the reducer input shaft, and the lengths of the first fixing structure and the second fixing structure are both less than the distance between the first fixing structure and the second fixing structure.

[0028] In the embodiment of the present application, since the oil pipe and part of the motor shaft are both located in the reducer shaft cavity, the length of the oil pipe is less than the length of the reducer input shaft, which can provide space for the reducer shaft cavity to accommodate part of the motor shaft, and the smaller size of the oil pipe along the motor axis is beneficial to reducing costs. The lengths of the first fixed structure and the second fixed structure are both less than the distance between the first fixed structure and the second fixed structure, which can reduce the difficulty of assembling the first fixed structure and the second fixed structure in the reducer shaft cavity and help reduce manufacturing costs. In addition, the length of the second fixed structure in the motor axis is equivalent to the length of the bearing lubricating oil groove in the motor axis, and the lengths of the first fixed structure and the second fixed structure are both less than the distance between the first fixed structure and the second fixed structure, which can also shorten the transmission path of the cooling oil in the bearing lubricating oil groove, which is beneficial to reducing the transmission loss of the cooling oil between the bearing lubricating oil hole and the reducer bearing.

[0029] In one embodiment, along the axial direction of the motor, the distance between the first fixing structure and the spline lubricating oil hole is smaller than the distance between the first fixing structure and the second fixing structure. Along the axial direction of the motor, the distance between at least one of the first fixing structure and the second fixing structure and the bearing lubricating oil hole is greater than the distance between the first fixing structure and the spline lubricating oil hole.

[0030] In the embodiment of the present application, the distance between the first fixed structure and the spline lubricating oil hole is relatively small, which can shorten the cooling path of the cooling oil between the spline lubricating oil hole and the first fixed structure, thereby reducing the loss of cooling oil. The distance between the first fixed structure and the second fixed structure, as well as the distance between the first fixed structure and the bearing lubricating oil hole, are relatively large, which can avoid mutual interference between the cooling oil flowing to the spline and the reducer bearing, thereby improving the lubrication effect on the spline and the reducer bearing. In the embodiment of the present application, the distance between the second fixed structure and the bearing lubricating oil hole is greater than the distance between the first fixed structure and the spline lubricating oil hole. In the axial direction of the motor, the distance between the first fixed structure and the spline lubricating oil hole is relatively small, which can shorten the cooling path of the cooling oil between the spline lubricating oil hole and the first fixed structure, thereby reducing the loss of cooling oil.

[0031] In one embodiment, the second fixing structure includes a plurality of bearing lubricating oil grooves, the plurality of bearing lubricating oil grooves being spaced apart along the circumference of the motor. The diameter of the bearing lubricating oil hole is smaller than the axial length of each bearing lubricating oil groove along the axial direction of the motor, and the diameter of the bearing lubricating oil hole is smaller than the circumferential length of each bearing lubricating oil groove along the circumference of the motor.

[0032] In an embodiment of the present application, a plurality of bearing lubricating oil grooves are spaced along the circumference of the motor on the second fixed structure, so that the cooling oil can flow from different positions to the reducer bearing through the plurality of bearing lubricating oil grooves, thereby enhancing the lubrication effect on the reducer bearing. The aperture of the bearing lubricating oil hole is smaller than the length of each bearing lubricating oil groove along the axial direction of the motor and the length of each bearing lubricating oil groove along the circumference of the motor. The relatively small aperture of the bearing lubricating oil hole can avoid the through hole with an excessively large aperture in the oil passage, thereby improving the structural strength of the oil passage, and facilitating the restriction of the flow of cooling oil flowing through the bearing lubricating oil hole, so that the cooling oil in the oil passage is mainly used to cool the heat-generating components in the reducer and the motor. The relatively large length of the bearing lubricating oil groove along the axial direction and the circumference of the motor can ensure the drainage effect of the bearing lubricating oil hole on the cooling oil, so that the cooling oil flowing through the bearing lubricating oil hole can specifically lubricate the reducer bearing.

[0033] In one embodiment, the reducer includes a reduction gear and a reducer bearing. The reduction gear is fixed to the outer circumferential surface of the reducer input shaft in the radial direction of the motor, and the reducer bearing is sleeved on the reducer input shaft. Along the axial direction of the motor, the motor shaft, the reduction gear, and the reducer bearing are spaced apart. The projection of the bearing lubricating oil hole in the radial direction of the motor overlaps with a partial projection of the reduction gear in the radial direction of the motor. The projection of the second fixing structure in the radial direction of the motor partially overlaps with a projection of the reducer bearing in the radial direction of the motor.

[0034] In the embodiment of the present application, the reducer bearing is sleeved on the reducer input shaft, and the reducer bearing is used to bear the load applied by the reducer input shaft. The cooling oil can lubricate the reducer bearing through the bearing lubricating oil hole, which is beneficial to prolonging the service life of the reducer bearing. In the axial direction of the motor, the motor shaft, the reduction gear and the reducer bearing are spaced apart, which can avoid mutual interference during the mechanical transmission process and ensure the normal operation of the reducer and the motor. In the radial direction of the motor, the projection of the bearing lubricating oil hole overlaps with the partial projection of the reduction gear, and the projection of the second fixed structure along the radial direction of the motor partially overlaps with the projection of the reducer bearing along the radial direction of the motor, indicating that the reducer bearing and the reduction gear are adjacently arranged in the axial direction of the motor, and there is a gap in the reducer bearing. The cooling oil flowing into the reducer bearing flows to the reduction gear through the gap in the reducer bearing. The cooling oil lubricates the reducer bearing and the reduction gear in turn to ensure the normal operation of the reducer.

[0035] In one embodiment, the oil-cooled powertrain further comprises a reducer end cover, wherein the reducer input shaft is rotatably connected to the reducer end cover via the reducer bearing, the reducer end cover, the reducer input shaft, and the motor shaft are arranged axially along the motor, the reducer end cover comprises a sealing member, an oil guide member, and a fixing hole, the fixing hole passing through the reducer end cover along the motor axial direction, the sealing member and the oil guide member are located within the fixing hole, and the oil guide member is used to connect the reducer input shaft and the oil passage. Along the motor axial direction, the reducer input shaft and the reducer end cover are spaced apart, and the oil passage, the oil guide member, and the sealing member are spaced apart. Along the motor axial direction, the reduction gear, the reducer bearing, the oil guide member, and the sealing member are spaced apart.

[0036] In an embodiment of the present application, the reducer input shaft and the reducer end cover are spaced apart in the motor axial direction, providing space for an oil guide member to be arranged between the reducer end cover and the reducer input shaft. The sealing member and the oil guide member are spaced apart along the motor axial direction, which can effectively reduce the force and wear on the oil guide member, increase the service life, and ensure the flow diversion effect of the oil guide member. The reduction gear and the reducer bearing are spaced apart in the motor axial direction, which can avoid wear between the reduction gear and the reducer bearing and increase the service life. The reduction gear and the reducer bearing are spaced apart from the oil guide member and the sealing member, so that even if there are design tolerances, it will not affect the assembly of the above structure, reducing the difficulty of design and assembly.

[0037] In one embodiment, the oil-cooled powertrain includes an integrated housing, which includes a reducer accommodating chamber and a motor accommodating chamber. The motor accommodating chamber is used to accommodate the motor, and the reducer accommodating chamber is used to accommodate the reducer. Along a first direction, the motor accommodating chamber passes through the integrated housing and is connected to the reducer accommodating chamber. The first direction is parallel to the axial direction of the motor. Along the first direction, the motor end cover and the reducer end cover are respectively arranged on both sides of the motor; the oil pipe and the reducer are located in the reducer accommodating chamber, the oil pipe is connected to the reducer accommodating chamber, and the motor shaft cavity is connected to the motor accommodating chamber.

[0038] In one embodiment, the integrated housing includes a controller housing cavity, a DC input interface mounting hole, and an AC output interface mounting hole. The controller housing cavity is used to accommodate the motor controller, and the controller housing cavity and the motor housing cavity are arranged along a second direction, the second direction being perpendicular to the first direction. Furthermore, along the first direction, the DC input interface mounting hole and the AC output interface mounting hole respectively penetrate the integrated housing and communicate with the controller housing cavity. The DC input interface mounting hole and the AC output interface mounting hole are arranged opposite each other, and the distance between any one of the oil pipe, the oil guide member, and the blocking member and the DC input interface mounting hole is smaller than the distance between any one of the oil pipe, the oil guide member, and the blocking member and the AC output interface mounting hole.

[0039] In a second aspect, an embodiment of the present application provides an electric vehicle comprising a vehicle body, wheels, and an oil-cooled powertrain as described above, wherein the oil-cooled powertrain is used to drive the wheels, the vehicle body is used to fix the oil-cooled powertrain, and the heat exchanger in the oil-cooled powertrain is used to exchange heat with the cooling system in the electric vehicle, and the heat exchanger is used to connect the oil pipe, reducer shaft cavity, reducer receiving cavity, motor shaft cavity, and motor receiving cavity in the oil-cooled powertrain. The powertrain provided in the present application includes an oil pipe and a structure on the oil pipe that improves the cooling and lubrication of components such as splines and reducer bearings, provides reliability and heat dissipation capacity of the powertrain, and thereby improves the overall performance of the electric vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments of the present application will be described below.

[0041] FIG1 is a schematic structural diagram of a vehicle provided in one embodiment of the present application;

[0042] FIG2 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0043] FIG3 is a schematic diagram of a partial structure of a powertrain provided in an embodiment of the present application;

[0044] FIG4 is a schematic diagram of a partial structure of a powertrain provided in an embodiment of the present application;

[0045] FIG5 is a partial exploded view of a powertrain according to an embodiment of the present application;

[0046] FIG6 is a partial enlarged view of the M1 portion of the powertrain shown in FIG5 ;

[0047] FIG7 is a schematic diagram of a partial structure of a powertrain provided in one embodiment of the present application;

[0048] FIG8 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0049] FIG9 is a top view of a powertrain according to an embodiment of the present application;

[0050] FIG10 is a partial exploded view of a powertrain according to an embodiment of the present application;

[0051] FIG11 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0052] FIG12 is a cross-sectional view of the powertrain shown in FIG11 along AA;

[0053] FIG13 is a partial exploded view of a powertrain according to an embodiment of the present application;

[0054] FIG14 is a partial enlarged view of the M2 portion of the powertrain shown in FIG12 ;

[0055] FIG15 is a schematic structural diagram of a reducer input shaft and a motor shaft provided in one embodiment of the present application;

[0056] FIG16 is a cross-sectional view of the reducer input shaft and the motor shaft along line BB shown in FIG15 ;

[0057] FIG17 is a schematic structural diagram of an oil passage provided in one embodiment of the present application;

[0058] FIG18 is a partial enlarged view of the M3 portion of the powertrain shown in FIG13 ;

[0059] FIG19 is a schematic structural diagram of a reducer end cover provided in one embodiment of the present application;

[0060] FIG20 is a schematic structural diagram of an oil guide member provided in one embodiment of the present application;

[0061] FIG21 is a partial exploded view of a powertrain according to an embodiment of the present application;

[0062] FIG22 is a schematic structural diagram of a motor provided in one embodiment of the present application;

[0063] FIG23 is a cross-sectional view of the motor shown in FIG22 taken along CC;

[0064] FIG24 is a partial enlarged view of the M4 portion of the motor shown in FIG23;

[0065] FIG25 is a schematic diagram of a partial structure of a powertrain provided in an embodiment of the present application. DETAILED DESCRIPTION

[0066] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments.

[0067] As used herein, the terms "first," "second," and the like are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of the features. Throughout the description of this application, unless otherwise specified, "plurality" means two or more.

[0068] In addition, in this article, directional terms such as "upper" and "lower" are defined relative to the orientation of the structure schematically placed in the accompanying drawings. It should be understood that these directional terms are relative concepts. They are used for relative description and clarification, and they can change accordingly according to changes in the orientation of the structure.

[0069] For ease of understanding, the relevant technical terms involved in the embodiments of this application are explained and described below.

[0070] Parallel: The parallelism defined in the embodiments of the present application is not limited to absolute parallelism. This definition of parallelism can be understood as basic parallelism, which allows for situations where the absolute parallelism is not caused by factors such as assembly tolerance, design tolerance, and the influence of structural flatness.

[0071] Vertical: The vertical defined in the embodiments of the present application is not limited to an absolute vertical intersection relationship (an angle of 90 degrees). It allows for non-absolute vertical intersection relationships caused by factors such as assembly tolerance, design tolerance, and the influence of structural flatness. It allows for errors in a small angle range. For example, the assembly error range of 80 to 100 degrees can be understood as a vertical relationship.

[0072] The first direction Y is parallel to the motor axial direction, where the motor axial direction refers to the axial direction of the motor shaft.

[0073] The second direction Z is perpendicular to the first direction Y and the third direction X.

[0074] The third direction X is perpendicular to the first direction Y and the second direction Z.

[0075] To improve the overall performance of electric vehicles, the powertrain must comprehensively consider multiple design requirements, including miniaturization, power density, reliability, heat dissipation, and power performance. Problems with the layout and structural design of the powertrain components not only affect the powertrain's miniaturization and heat dissipation performance, but also affect energy conversion efficiency, resulting in a decrease in the powertrain's power density. They can also affect the energy transfer path, leading to a decrease in the powertrain's reliability and power performance. When the powertrain is in operation, it generates significant internal heat, necessitating the introduction of cooling oil to control the powertrain's temperature rise. However, in current powertrains, the cooling oil cooling path covers a relatively small area, resulting in less than ideal heat dissipation for the powertrain. This can affect energy conversion efficiency, resulting in a decrease in the powertrain's power density, and can also affect the energy transfer path, leading to a decrease in the powertrain's power performance.

[0076] An embodiment of the present application provides an oil-cooled powertrain, which includes a reducer, a motor, and an oil pipe. The reducer includes a reducer input shaft, and the motor includes a motor shaft. The reducer input shaft is fixedly connected to the motor shaft, and the motor shaft is used to transmit power to the reducer input shaft. The reducer input shaft includes a reducer shaft cavity, which is used to accommodate the oil pipe and part of the motor shaft. The oil pipe is relatively fixed to the reducer input shaft. The motor shaft includes a motor shaft cavity, and the oil pipe is used to transport cooling oil to the motor shaft cavity. Along the axial direction of the motor, the reducer shaft cavity passes through the reducer input shaft, and the motor shaft cavity passes through the motor shaft. The oil pipe and the motor shaft are arranged along the axial direction of the motor, and the oil pipe is connected to the motor shaft cavity. By arranging the oil pipe in the reducer shaft cavity, the embodiment of the present application transports cooling oil from the reducer to the motor, thereby expanding the coverage of the cooling oil in the oil-cooled powertrain, which is conducive to improving cooling efficiency and improving the utilization rate of cooling oil.

[0077] The oil-cooled powertrain provided in the embodiments of the present application is applied to electric vehicles to improve the overall performance of the electric vehicles.

[0078] Please refer to Figure 1, which is a schematic diagram of the structure of an electric vehicle 1 provided in one embodiment of the present application. In this embodiment, the electric vehicle 1 includes an oil-cooled powertrain 10, a vehicle body 20, a battery pack 30, and wheels 40. The oil-cooled powertrain 10 and battery pack 30 are fixed to the vehicle body 20. The oil-cooled powertrain 10 is used to receive power from the battery pack 30 and is used to drive the wheels 40.

[0079] In the embodiment of the present application, the battery pack 30 may also be referred to as a power battery.

[0080] In the embodiment of the present application, the electric vehicle 1 refers to a wheeled device driven or towed by a power device. In one embodiment, the electric vehicle 1 includes a passenger car, a commercial vehicle or a special operation vehicle such as an engineering rescue vehicle, a water truck, a sewage suction truck, a cement mixer truck, a crane truck, a medical vehicle, etc. Exemplarily, the electric vehicle 1 includes an electric vehicle (EV), a pure electric vehicle (PEV / BEV), a hybrid electric vehicle (HEV), a range extended electric vehicle (REEV), a plug-in hybrid electric vehicle (PHEV), a new energy vehicle (NEV), etc.

[0081] In an embodiment of the present application, the electric vehicle 1 includes one or more oil-cooled powertrains 10. In one embodiment, the electric vehicle 1 is a front-wheel drive or rear-wheel drive vehicle. The electric vehicle 1 includes an oil-cooled powertrain 10, and the oil-cooled powertrain 10 is used to transmit and connect the front wheels or rear wheels of the electric vehicle 1. In one embodiment, the electric vehicle 1 is a front-rear dual-wheel drive vehicle. The electric vehicle 1 includes two oil-cooled powertrains 10. The two oil-cooled powertrains 10 are respectively used to transmit and connect the front wheels and rear wheels of the electric vehicle 1. In one embodiment, the electric vehicle 1 is a front-rear four-wheel drive vehicle. The electric vehicle 1 includes four oil-cooled powertrains 10. The four oil-cooled powertrains 10 are respectively used to transmit and connect the four wheels of the electric vehicle 1.

[0082] The oil-cooled powertrain 10 provided in an embodiment of the present application will be described in detail below.

[0083] Please refer to Figures 2 to 4. Figure 2 is a structural schematic diagram of the oil-cooled powertrain 10 provided in an embodiment of the present application. Figure 3 is a partial structural schematic diagram of the oil-cooled powertrain 10 provided in an embodiment of the present application. Figure 4 is a partial structural schematic diagram of the oil-cooled powertrain 10 provided in an embodiment of the present application.

[0084] As shown in Figure 2, the oil-cooled powertrain 10 includes a motor 100, a motor controller 200, and a reducer 300 (as shown in Figure 3). The motor controller 200 receives direct current (DC) power from the battery pack 30 and outputs alternating current (AC) power to the motor 100. The motor 100 receives the AC power output by the motor controller 200 and drives the wheels 40 of the electric vehicle 1. The reducer 300 transmits power from the motor 100 to the wheels 40.

[0085] As shown in FIG3 , the motor 100 includes a motor stator 120, a motor winding 130, a motor shaft 140, and a motor rotor (not shown). The alternating magnetic flux generated by the motor winding 130 interacts with the permanent magnetic flux generated by the motor rotor, causing the motor rotor to rotate relative to the motor stator 120. The motor rotor is fixedly connected to the motor shaft 140 so that the motor shaft 140 rotates with the rotor. The motor stator 120 is rotationally connected to the motor shaft 140 so that the motor shaft 140 can rotate relative to the motor stator 120, converting electrical energy into mechanical energy. The output end of the motor shaft 140 is used to transmit the mechanical energy.

[0086] As shown in FIG3 and FIG4 , the integrated housing 400 includes a reducer accommodating chamber 410 , a motor accommodating chamber 420 , and a controller accommodating chamber 430 .

[0087] In the embodiment of the present application, the motor housing cavity 420 is used to accommodate the motor 100. As shown in FIG4 , the motor housing cavity 420 penetrates the integrated housing 400 along the first direction Y. The motor stator 120 is fixedly nested in the motor housing cavity 420.

[0088] In the embodiment of the present application, the reducer accommodating chamber 410 is used to accommodate the reducer 300 , the reducer accommodating chamber 410 is connected to the motor accommodating chamber 420 , and the motor shaft 140 of the motor 100 is fixed to the reducer input shaft of the reducer 300 .

[0089] In this embodiment of the present application, the controller housing cavity 430 is used to accommodate the motor controller 200. As shown in Figures 3 and 4, the controller housing cavity 430 and the motor housing cavity 420 are arranged along the second direction Z. In this embodiment of the present application, the motor controller 200 is used to receive direct current from the battery pack 30 and output alternating current to the motor 100.

[0090] In an embodiment of the present application, the integrated housing 400 is used to accommodate the motor 100, the motor controller 200 and the reducer 300, wherein the motor 100 is located in the motor accommodating cavity 420 of the integrated housing 400, the motor controller 200 is located in the controller accommodating cavity 430 of the integrated housing 400, and the reducer 300 is located in the reducer accommodating cavity 410 of the integrated housing 400.

[0091] In one embodiment, the motor 100 and the motor controller 200 share an integrated housing 400. The integrated housing 400 includes a motor housing, which encloses a motor-accommodating cavity 420. Alternatively, the portion of the integrated housing 400 that encloses the motor-accommodating cavity 420 constitutes the motor housing of the motor 100. The integrated housing 400 includes a controller housing, which encloses a controller-accommodating cavity 430. Alternatively, the portion of the integrated housing 400 that encloses the controller-accommodating cavity 430 constitutes the controller housing of the motor controller 200.

[0092] In one embodiment, the motor 100, the motor controller 200, and the reducer 300 share an integrated housing 400. The integrated housing 400 includes a motor housing, a controller housing, and a reducer housing. The motor housing is enclosed to form a motor accommodating chamber 420. The controller housing is enclosed to form a controller accommodating chamber 430, and the reducer housing is enclosed to form a reducer accommodating chamber 410. In one embodiment, the motor housing and the controller housing are an integrally molded structure, or the integrated housing 400 is an integrally molded structure. In one embodiment, the motor housing and the control housing share adjacent parts of the housing. In one embodiment, the motor housing, the controller housing, and the reducer housing are an integrally molded structure.

[0093] The oil-cooled powertrain 10 provided in the embodiment of the present application utilizes an integrated housing 400 to accommodate the motor 100, the motor controller 200, and the reducer 300. Compared to a separate oil-cooled powertrain 10, this improves the integration of the oil-cooled powertrain 10, thereby increasing the space utilization of the oil-cooled powertrain 10 and reducing costs. Furthermore, in the integrated housing 400 of the oil-cooled powertrain 10 provided in the embodiment of the present application, the controller accommodating cavity 430 and the motor accommodating cavity 420 are arranged along the second direction Z. The controller accommodating cavity 430 and the motor accommodating cavity 420 partially overlap in the third direction X, thereby reducing the space occupied by the oil-cooled powertrain 10 in the second direction Z.

[0094] 2 , 3 , 4 and 5 , in one embodiment, the integrated housing 400 further includes a DC input interface mounting hole 440 and an AC output interface mounting hole 450 .

[0095] As shown in FIG5 , the motor controller 200 further includes a DC input interface 270. The DC input interface mounting hole 440 is used to fix the DC input interface 270. The DC input interface 270 is used to connect to the battery pack 30 to receive DC power.

[0096] As shown in Figures 2 and 5, the motor controller 200 also includes an AC output interface 260. The AC output interface mounting holes 450 are used to secure the AC output interface 260. As shown in Figure 5, the AC output interface 260 is connected to electrically connect the copper busbar assembly 240 and the three input copper busbars 1011. In this embodiment of the present application, the AC output interface 260 includes three wiring ports 261, which are used to electrically connect to the terminal ends of the motor windings 130 through the three input copper busbars 1011, respectively. The three input copper busbars 1011 are arranged in an interval.

[0097] In the embodiment of the present application, the motor controller 200 receives power from the battery pack through the DC input interface 270 and outputs AC power to the motor windings 130 of the motor 100 through the AC output interface 260. When the AC power is supplied to the motor windings 130 of the motor 100, an alternating magnetic flux is generated.

[0098] As shown in Figures 3 and 4 , the wiring terminals of the motor winding 130 are arranged opposite the output terminals of the motor shaft 140 along the first direction Y. A DC input interface mounting hole 440 and an AC output interface mounting hole 450 each extend through the integrated housing 400 along the first direction Y and communicate with the controller accommodating cavity 430. The DC input interface mounting hole 440 and the AC output interface mounting hole 450 are arranged opposite each other along the first direction Y. Along the first direction Y, the AC output interface mounting hole 450 and the wiring terminals of the motor winding 130 are aligned on one side, and along the first direction Y, the DC input interface mounting hole 440 and the output terminals of the motor shaft 140 are aligned on the other side.

[0099] Please continue to refer to Figures 3 and 25. Figure 25 is a schematic diagram of the partial structure of the oil-cooled powertrain 10 provided in an embodiment of the present application. In the embodiment of the present application, energy transfer sequentially passes through the DC input interface 270 in the DC input interface mounting hole 440, the motor controller 200, the AC output interface 260 in the AC output interface mounting hole 450, the connection terminal of the motor winding 130, and the output end of the motor shaft 140.

[0100] In the embodiment of the present application, the DC input interface mounting hole 440 and the AC output interface mounting hole 450 are arranged opposite to each other along the first direction Y, and are respectively located at the two ends of the controller accommodating cavity 430 along the first direction Y. The DC input interface 270 for transmitting DC power to the motor controller 200 is installed in the DC input interface mounting hole 440 and is passed through the inner side of the controller accommodating cavity 430, that is, the motor controller 200 is electrically connected to the battery pack 30 through the DC input interface 270. In one embodiment, the DC input interface 270 of the motor controller 200 (as shown in Figure 5) is installed in the DC input interface mounting hole 440. The AC output interface 260 for transmitting AC power to the motor 100 can be installed in the AC output interface mounting hole 450 and is passed through the outer side of the controller accommodating cavity 430, that is, the motor controller 200 is electrically connected to the motor 100 through the AC output interface 260. In this embodiment, the DC input interface mounting hole 440 and the AC output interface mounting hole 450 are arranged relative to each other along the first direction Y. This helps prevent electrical interference between DC and AC power during transmission, thereby improving safety. Placing the AC output interface mounting hole 450 adjacent to the motor 100 helps shorten the distance between the motor controller 200 and the wiring terminals of the motor 100.

[0101] In the embodiment of the present application, the motor winding 130 is connected to the motor controller 200 via an electrical connector 150 (as shown in FIG5 ). The terminal of the motor winding 130 is used to receive the AC power transmitted by the motor controller 200. The terminal of the motor winding 130 is arranged adjacent to the AC output interface mounting hole 450 and on the same side of the controller accommodating cavity 430. This shortens the energy transfer path between the motor controller 200 and the motor 100, reduces impedance, and helps reduce energy loss along the transmission path and improve energy transmission efficiency. In addition, the layout between the motor controller 200 and the motor 100 is compact and regular, which helps reduce the volume of the oil-cooled powertrain 10 and thus helps optimize the overall vehicle layout. The terminal of the motor winding 130 is arranged relative to the output end of the motor shaft 140 along a first direction Y. The output end of the motor shaft 140 is arranged on the same side as the DC input interface mounting hole 440, that is, the axial direction of the motor shaft 140 is parallel to the arrangement direction of the DC input interface mounting hole 440 and the AC output interface 260, which helps reduce the volume of the oil-cooled powertrain 10.

[0102] The oil-cooled powertrain 10 provided in the embodiment of the present application incorporates the motor 100 and motor controller 200 within an integrated housing 400, thereby increasing the integration of the oil-cooled powertrain 10 and reducing its size and cost, thereby facilitating a lightweight design for the oil-cooled powertrain 10 and improving its power density. Furthermore, the layout design of the DC input interface mounting hole 440, the AC output interface mounting hole 450, the connection terminals of the motor winding 130, and the output terminal of the motor shaft 140 in the oil-cooled powertrain 10 provided in the embodiment of the present application aligns with the direction of power flow, shortening the energy transfer path within the oil-cooled powertrain 10 and facilitating reduced energy loss during transmission.

[0103] Please refer to Figure 5, which is a partial exploded view of the oil-cooled powertrain 10 provided in an embodiment of the present application. In one embodiment, the motor controller 200 includes a capacitor module 220, a power module 230 and a copper busbar assembly 240 (as shown in Figure 5). The power module 230 and the capacitor module 220 are used to receive direct current, and the power module 230 is used to output alternating current through the copper busbar assembly 240. The controller accommodating cavity 430 is used to accommodate the capacitor module 220, the power module 230 and the copper busbar assembly 240 (as shown in Figure 5).

[0104] Capacitor module 220 is used to transmit and regulate DC power. In one embodiment, capacitor module 220 smooths the voltage, ensuring that it remains relatively smooth in power module 230. Capacitor module 220 also reduces inductance, mitigates spike voltages, absorbs high pulse currents, and prevents overcharge and transient voltages from affecting motor controller 200.

[0105] Power module 230 is a combination of power electronic devices capable of power conversion. These devices include insulated gate bipolar transistors (IGBTs), silicon carbide power transistors, silicon transistors, metal-oxide-semiconductor field-effect transistors (MOSFETs), and diodes. Copper busbar assembly 240 is used to transmit the AC power output by power module 230.

[0106] 3 and 25 , in one embodiment, along the first direction Y, the projection of the DC input interface mounting hole 440 at least partially overlaps with the projection of the capacitor module 220. In the embodiment of the present application, energy transfer sequentially passes through the DC input interface 270, the capacitor module 220, the power module 230 in the DC input interface mounting hole 440, and the AC output interface 260 in the AC output interface mounting hole 450. The DC input interface mounting hole 440 and the AC output interface mounting hole 450 are arranged relative to each other along the first direction Y, that is, the power flow between the DC input interface 270 and the AC output interface 270 is in the first direction Y. In this solution, the projection of the DC input interface mounting hole 440 is arranged to at least partially overlap with the projection of the capacitor module 220, so that the energy transfer path between the DC input interface 270 and the capacitor module 220 in the DC input interface mounting hole 440 is shorter, thereby facilitating reduction of energy loss within the motor controller 200.

[0107] It should be noted that, in the embodiments of the present application, the projection along the first direction Y refers to the projection along the first direction Y on a projection plane perpendicular to the first direction Y, wherein the projection plane of the projection along the first direction Y is perpendicular to the first direction Y. The projection along the second direction Z refers to the projection along the second direction Z on a projection plane perpendicular to the second direction Z, wherein the projection plane of the projection along the second direction Z is perpendicular to the second direction Z. The projection along the third direction X refers to the projection along the third direction X on a projection plane perpendicular to the third direction X, wherein the projection plane of the projection along the third direction X is perpendicular to the third direction X.

[0108] In one embodiment, the projection surface of the DC input interface mounting hole 440 along the first direction Y is the same as the projection surface of the capacitor module 220 along the first direction Y. The projection of the DC input interface mounting hole 440 along the first direction Y refers to the projection of the area enclosed by the hole wall of the DC input interface mounting hole 440 along the first square Y.

[0109] In one embodiment, the projection of the DC input interface mounting hole 440 at least partially overlaps with the projection of the power module 230 (as shown in FIG3 ). This solution helps shorten the energy transfer path between the DC input interface in the DC input interface mounting hole 440 and the power module 230, thereby reducing energy loss within the motor controller 200.

[0110] In one embodiment, the projection of the DC input interface mounting hole 440 at least partially overlaps with the projections of the capacitor module 220 and the power module 230 (as shown in FIG3 ). This solution helps shorten the energy transfer path between the DC input interface, capacitor module 220, and power module 230 in the DC input interface mounting hole 440, thereby reducing energy loss within the motor controller 200.

[0111] In one embodiment, the projection of the AC output interface mounting hole 450 at least partially overlaps with the projection of the capacitor module 220 along the first direction Y. The projection of the AC output interface mounting hole 450 along the first direction Y refers to the projection of the area enclosed by the wall of the AC output interface mounting hole 450 along the first direction Y. In this embodiment, the projection of the AC output interface mounting hole 450 at least partially overlaps with the projection of the capacitor module 220, thereby shortening the energy transfer path between the AC output interface mounting hole 450 and the capacitor module 220, thereby facilitating reduced energy loss within the motor controller 200.

[0112] In one embodiment, the projection of the AC output interface mounting hole 450 at least partially overlaps with the projection of the power module 230. This solution helps shorten the energy transfer path between the AC output interface 260 and the power module 230 in the AC output interface mounting hole 450, thereby reducing energy loss within the motor controller 200.

[0113] In one embodiment, the projection of the AC output interface mounting hole 450 at least partially overlaps with the projections of the capacitor module 220 and the power module 230. This solution helps shorten the energy transfer path between the AC output interface 260, the capacitor module 220, and the power module 230 in the AC output interface mounting hole 450, thereby reducing energy loss within the motor controller 200.

[0114] In one embodiment, the projection of the AC output interface mounting hole 450 does not overlap with the projection of the power module 230 or the capacitor module 220. Setting the AC output interface mounting hole 450 close to the motor shaft 140 is beneficial for providing installation space for the connection between the power module 230 and the copper busbar assembly 240.

[0115] In one embodiment, capacitor module 220 and power module 230 are stacked along second direction Z (as shown in FIG3 ), and copper busbar assembly 240 and power module 230 are adjacently arranged along third direction X (as shown in FIG3 or FIG5 ), and third direction X is perpendicular to first direction Y and second direction Z. In the embodiment of the present application, capacitor module 220 and power module 230 are stacked along second direction Z, and copper busbar assembly 240 and power module 230 are adjacent along third direction X. Compared to arranging capacitor module 220, power module 230 and copper busbar assembly 240 in a tiled manner along first direction Y, this solution is conducive to reducing the size of motor controller 200 in first direction Y, thereby reducing the volume of oil-cooled powertrain 10. It is conducive to connecting capacitor module 220 and power module 230 along second direction Z, shortening the connection path, reducing power transmission energy consumption, and making the power flow between capacitor module 220 and power module 230 smooth.

[0116] Refer to Figure 7, Figure 7 is a partial structural diagram of the oil-cooled powertrain 10 provided in an embodiment of the present application. In one embodiment, the spacing between the power module 230 and the motor shaft 140 along the motor radial direction R is greater than the spacing between the copper bar assembly 240 and the motor shaft 140. Wherein, the motor radial direction R refers to the radial direction of the motor shaft 140. In the embodiment of the present application, along the motor radial direction R, the spacing between the power module 230 and the motor shaft 140 is D1, and the spacing between the copper bar assembly 240 and the motor shaft 140 is D2. Setting D1>D2 means that the copper bar assembly 240 is closer to the motor shaft 140 relative to the power module 230, which is conducive to shortening the spacing between the copper bar assembly 240 and the terminal of the motor winding 130. Since the copper bar assembly 240 is electrically connected to the terminal of the motor winding 130, the spacing between the terminal of the copper bar assembly 240 and the terminal of the motor winding 130 is smaller, so that the layout conforms to the direction of power flow and reduces energy loss. This solution is also beneficial for reducing the space occupied by the motor controller 200 and the motor 100 , and improving the integration and power density of the oil-cooled powertrain 10 .

[0117] It should be understood that Figure 7 and its related descriptions schematically illustrate the layout design such as the position and spacing and the structural design such as the shape and size of the main components of the oil-cooled powertrain 10, such as the motor shaft 140, the power module 230 and the copper busbar assembly 240. The layout design and structural design of other components of the oil-cooled powertrain 10 can refer to the illustrations in the embodiments of this application and will not be repeated here.

[0118] Continuing with FIG5 , in one embodiment, the motor controller 200 further includes a circuit board 250 electrically connected to the power module 230. Along the second direction Z, the circuit board 250 is stacked above the capacitor module 220 and the power module 230. The projection of any of the capacitor module 220, the power module 230, and the circuit board 250 does not overlap with the copper busbar assembly 240, and the projection of the motor shaft 140 does not overlap with the projection of any of the capacitor module 220, the power module 230, and the circuit board 250.

[0119] In the embodiment of the present application, since the surface of the circuit board 250 usually has a larger area, compared with the capacitor module 220, the power module 230 and the circuit board 250 being arranged flatly along the third direction X or the first direction Y, the present solution arranges the circuit board 250, the power module 230 and the capacitor module 220 to be stacked in sequence along the second direction Z, which is more conducive to reducing the space volume occupied by the motor controller 200.

[0120] In the embodiment of the present application, the copper busbar assembly 240 does not overlap with the projections of any of the capacitor module 220, the power module 230 and the circuit board 250 in the second direction Z, that is, the copper busbar assembly 240 is not stacked with the capacitor module 220, the power module 230 and the circuit board 250 along the second direction Z, thereby reducing the interference of the power transmitted by the copper busbar assembly 240 on the signal quality of the circuit board 250.

[0121] Wherein, copper bar assembly 240 is electrically connected with power module 230, and copper bar assembly 240 is used for transmitting the alternating current outputted by power module 230, copper bar assembly 240 can be set at the side of power module 230 near motor shaft 140 along the third direction X, and the components inside motor controller 200 are rationally arranged to avoid the size value of motor controller 200 in the second direction Z being too large. It is also convenient for copper bar assembly 240 to be electrically connected with the motor 100 for receiving alternating current, conforming to the flow direction of power flow. In the embodiment of the present application, the projection of any one of motor shaft 140 and capacitor module 220, power module 230 and circuit board 250 in the second direction Z does not overlap, which is conducive to reducing the size value of oil-cooled powertrain 10 in the second direction Z.

[0122] In one embodiment, the motor controller 200 further includes a heat sink 280, a capacitor module 220, a heat sink 280, a power module 230, and a circuit board 250, which are stacked along the second direction Z. The heat sink 280 is used to dissipate heat from the power module 230. In the embodiment of the present application, the layout design of the various components in the motor controller 200 can reduce the length in the first direction Y and the third direction X, making the connection path between the capacitor module 220 and the power module 230 shorter, thereby reducing power transmission energy consumption.

[0123] Please refer to FIGS. 3 and 7 in combination. In one embodiment, along the third direction X, the projection of the motor shaft 140 does not overlap with the projection of any one of the capacitor module 220, the power module 230, and the circuit board 250 (as shown in FIGS. 3 and 7 in combination). The controller accommodation cavity 430 and the motor accommodation cavity 420 at least partially overlap in the third direction X (as shown in FIGS. 3 and 7 in combination). The length of the overlapping part of the controller accommodation cavity 430 and the motor accommodation cavity 420 in the third direction X is less than the outer diameter of the motor stator 120 (as shown in FIG. 7). In the embodiment of the present application, the projection of the motor shaft 140 does not overlap with any one of the capacitor module 220, the power module 230, and the circuit board 250 in the third direction X, which is beneficial to reducing the size value of the oil-cooled power assembly 10 in the third direction X. The controller accommodation cavity 430 and the motor accommodation cavity 420 are arranged along the second direction Z and partially overlap in the third direction X, so that the total size value of the motor controller 200 and the motor 100 in the second direction Z becomes smaller. The size value of the overlapping part of the controller accommodation cavity 430 and the motor accommodation cavity 420 in the third direction X is D3, and the outer diameter of the motor stator 120 is D4. The motor stator 120 is fixedly nested in the motor accommodation cavity 420. In this solution, D3 < D4 is set, so that the projections of the controller accommodation cavity 430 and the motor accommodation cavity 420 in the third direction X do not completely overlap, which can provide space for arranging other components or devices below the controller accommodation cavity 430 and improve the space utilization rate of the oil-cooled power assembly 10. In one embodiment, D3 < 0.5D4.

[0124] In one embodiment, the controller accommodation cavity 430 and the motor accommodation cavity 420 at least partially overlap in the second direction Z (as shown in FIGS. 3 and 7 in combination). The length D7 of the overlapping part of the controller accommodation cavity 430 and the motor accommodation cavity 420 in the second direction Z is less than the outer diameter D4 of the motor stator 120. In one embodiment, D7 < 0.5D4.

[0125] Please continue to refer to FIGS. 5 and 25. In one embodiment, the power module 230 includes a plurality of arm modules 231. The plurality of arm modules 231 are used to form an inverter circuit to convert direct current into alternating current. Among them, along the first direction Y, the plurality of arm modules 231 are arranged adjacent to each other in sequence. The projection of the plurality of arm modules 231 does not overlap with the projection of the AC output interface mounting hole 450, and the projection of the plurality of arm modules 231 overlaps with the projection of the DC input interface mounting hole 440. Along the second direction Z, the projection of the capacitor module 220 covers the projection of the plurality of arm modules 231. <{

[0126] In an embodiment of the present application, the projections of the DC input interface mounting hole 440 and the AC output interface mounting hole 450 in the first direction Y at most partially overlap, the capacitor module 220 is electrically connected to the battery pack 30 through the DC input interface 270 in the DC input interface mounting hole 440, and the capacitor module 220 and the power module 230 are stacked. This scheme arranges that the projections of multiple bridge arm modules 231 along the first direction Y overlap with the projections of the DC input interface mounting hole 440, so that the path for energy to be transmitted from the DC input interface 270 in the DC input interface mounting hole 440 to the bridge arm module 231 is shorter, which is beneficial to reducing energy loss.

[0127] In the embodiment of the present application, the copper busbar assembly 240 transmits AC power through the AC output interface 260 in the AC output interface mounting hole 450, and the projections of the copper busbar assembly 240 and the bridge arm module 231 in the second direction Z do not overlap. This solution sets the projections of multiple bridge arm modules 231 along the first direction Y to not overlap with the projections of the AC output interface mounting hole 450, providing a prerequisite for reducing energy loss between the copper busbar assembly 240 and the AC output interface 260. The capacitor module 220 and the power module 230 are stacked along the second direction Z, wherein the projection of the capacitor module 220 in the second direction Z overlaps the projections of the multiple bridge arm modules 231 along the second direction Z, so that the capacitor module 220 can support the bridge arm module 231.

[0128] Please continue to refer to Figures 3, 5 and 6. Figure 6 is a partial enlarged view of the M1 portion of the powertrain 10 shown in Figure 5. The DC input interface mounting hole 440 is used to fix the DC input interface 270, and the DC input interface 270 is used to connect the battery pack 30 to receive DC power. In one embodiment, the two ends of the three bridge arm modules 231 are used to electrically connect the positive and negative poles of the DC input interface 270 through two first connectors 232 respectively, and the midpoint of the bridge arm of each bridge arm module 231 is used to connect the copper busbar assembly 240 through the second connector 233. The three bridge arm modules 231 output three-phase AC power to the copper busbar assembly 240 through the three second connectors 233. The two first connectors 232 are arranged at intervals in the controller accommodating cavity 430 along the first direction Y, and the projection of the two first connectors 232 along the first direction Y at least partially overlaps with the projection of the DC input interface mounting hole 440. The three second connecting members 233 are arranged at intervals in the controller accommodating cavity 430 along the first direction Y. The projections of the three second connecting members 233 along the first direction Y at least partially overlap with the projection of the AC output interface mounting hole 450 .

[0129] In one embodiment, the power module 230 includes three bridge arm modules 231 , each of which includes two first connectors 232 and one second connector 233 , wherein the first connectors 232 and the second connectors 233 are respectively located on either side of the bridge arm module 231 along the third direction X. The battery pack 30 transmits DC power to the first connectors 232 of the three bridge arm modules 231 through the DC input interface 270 and the capacitor module 220 . The three bridge arm modules 231 convert the DC power into AC power, which is then transmitted sequentially through the second connectors 233 to the copper busbar assembly 240 and the AC output interface 260 in the AC output interface mounting hole 450 .

[0130] In the embodiment of the present application, the two first connectors 232 of each bridge arm module 231 are spaced apart along the first direction Y, and the projections of the first connectors 232 and the DC input interface 270 in the first direction Y at least partially overlap. Since the first connectors 232 and the DC input interface 270 are electrically connected, this solution helps shorten the energy transfer path between the first connectors 232 and the DC input interface 270. The three second connectors 233 of the three bridge arm modules 231 are spaced apart along the first direction Y, and the projections of the second connectors 233 and the AC output interface 260 in the first direction Y at least partially overlap. Since the second connectors 233 are directly electrically connected to the copper busbar assembly 240, AC power is transmitted from the second connectors 233 through the copper busbar assembly 240 to the AC output interface 260 in the AC output interface mounting hole 450. This solution also helps reduce energy loss between the second connectors 233 and the AC output interface 260.

[0131] Please continue to refer to Figure 3. In one embodiment, the integrated housing 400 also includes a power interface mounting hole 460. The power interface mounting hole 460 is used to fix the power interface (not shown). The power interface is used to electrically connect a phase winding of the motor 100 and an external power supply. In an embodiment of the present application, the motor controller 200 and the motor 100 in the powertrain 10 can form a voltage conversion circuit. The voltage conversion circuit can receive power from an external power supply through the power interface and charge the battery pack 30. In one embodiment, the voltage of the external power supply is greater than the charging voltage of the battery pack 30, and the voltage conversion circuit composed of the motor controller 200 and the motor 100 is used for step-down conversion. In one embodiment, the voltage of the external power supply is less than the charging voltage of the battery pack 30, and the voltage conversion circuit composed of the motor controller 200 and the motor 100 is used for step-up conversion.

[0132] In one embodiment, the positive pole of the power interface is used to electrically connect one phase of the copper busbar assembly 240 to the positive pole of an external power source, and the other negative pole of the power interface is used to electrically connect the positive pole of the battery pack 30 through the DC input interface 270 in the DC input interface mounting hole 440. In one embodiment, the negative pole of the power interface is used to electrically connect one phase of the copper busbar assembly 240 to the negative pole of an external power source, and the other positive pole of the power interface is used to electrically connect the positive pole of the battery pack 30 through the DC input interface 270 in the DC input interface mounting hole 440.

[0133] In the embodiment of the present application, the power interface mounting hole 460 extends through the integrated housing 400 along a first direction Y and communicates with the controller accommodating cavity 430. The power interface mounting hole 460 and the DC input interface mounting hole 440 are arranged opposite each other along the first direction Y. In one embodiment, an external power source charges the battery pack 30 through the power interface, the motor controller 200, and the DC input interface 270 in the DC input interface mounting hole 440. Arranging the power interface mounting hole 460 and the DC input interface mounting hole 440 opposite each other along the first direction Y facilitates shortening the transmission path between the power interface mounting hole 460 and the DC input interface 270 in the DC input interface mounting hole 440, thereby reducing energy loss during charging. In one embodiment, the power interface mounting hole 460 and the DC input interface mounting hole 440 are arranged opposite each other along the first direction Y, and the power interface mounting hole 460 and the AC output interface mounting hole 450 are arranged spaced apart along the third direction X, which facilitates electrical isolation.

[0134] Continuing to refer to Figures 3 and 7, in one embodiment, the AC output interface mounting hole 450 is located between the power interface mounting hole 460 and the motor shaft 140 along the second direction Z, and is located between the power interface mounting hole 460 and the motor shaft 140 along the third direction X. The third direction X is perpendicular to the first direction Y and the second direction Z. In this embodiment of the present application, in both the second direction Z and the third direction X, the AC output interface mounting hole 450 is closer to the motor 100 than the power interface mounting hole 460. Because the AC output interface 260 in the AC output interface mounting hole 450 is electrically connected to the terminal of the motor winding 130, this solution facilitates shortening the energy transmission path and making the layout of the motor controller 200 and the motor 100 more compact, thereby reducing the volume of the power assembly 10 and improving power density.

[0135] Continuing with FIG3 , in one embodiment, the AC output interface 260 is electrically connected to the input copper busbar 1011 through the AC output interface mounting hole 450 . The input copper busbar 1011 is used to electrically connect to the terminal of the motor winding 130 . The input copper busbar 1011 and the DC input interface mounting hole 440 are arranged opposite each other along a first direction Y. Along a second direction Z, the height of the input copper busbar 1011 at one end near the AC output interface mounting hole 450 is higher than the height of the input copper busbar 1011 at one end connected to the terminal of the motor winding 130 . The extension direction of the input copper busbar 1011 is perpendicular to the first direction Y and the angle between the input copper busbar 1011 and the second direction Z is less than 90°.

[0136] In the embodiment of the present application, the AC output interface 260, the input copper busbar 1011, and the terminal of the motor winding 130 are electrically connected in sequence. The AC output interface mounting hole 450 and the input copper busbar 1011 are arranged relative to each other along a first direction Y, facilitating the transmission of the AC power output by the motor controller 200 to the input copper busbar 1011. The input copper busbar 1011 includes a first end and a second end that are arranged relative to each other. The first end of the input copper busbar 1011 is used to electrically connect to the AC output interface 260, and the second end of the input copper busbar 1011 is used to electrically connect to the terminal of the motor winding 130. Among them, in the second direction Z, the distance between the first end of the input copper bar 1011 and the AC output interface mounting hole 450 is smaller than the distance between the first end of the input copper bar 1011 and the terminal of the motor winding 130, and the distance between the second end of the input copper bar 1011 and the terminal of the motor winding 130 is smaller than the distance between the second end of the input copper bar 1011 and the AC output interface mounting hole 450, that is, the extension direction of the input copper bar 1011 conforms to the direction of power flow in the AC output interface mounting hole 450, the input copper bar 1011 and the terminal of the motor winding 130, specifically, the angle value between the extension direction of the input copper bar 1011 and the second direction Z is less than 90°. At this time, the AC power has less loss during transmission between the motor controller 200 and the motor 100, so that the motor 100 can drive the wheels to rotate more efficiently, thereby enhancing the power performance of the vehicle.

[0137] Continuing with Figures 2 and 3 , in one embodiment, the reducer 300 and the AC output interface mounting hole 450 are arranged relative to each other along a first direction Y (as shown in conjunction with Figures 2 and 3 ). The reducer 300 includes a wheel drive end 320 (as shown in Figure 2 ). The wheel drive end 320 is located below the DC input interface mounting hole 440 and the AC output interface mounting hole 450 along a second direction Z (as shown in conjunction with Figures 2 and 3 ). The axis of the wheel drive end 320 is parallel to the motor shaft 140 and is arranged perpendicular to the first direction Y.

[0138] In the embodiment of the present application, the reducer 300 is used to receive mechanical energy transmitted by the motor 100 and drive the wheel 40 to rotate through the wheel drive end 320. The controller accommodating chamber 430 and the motor accommodating chamber 420 are arranged along the second direction Z and partially overlap in the third direction X, so that there is installation space below the controller accommodating chamber 430 along the second direction Z. Since the wheel drive end 320 of the reducer 300 needs to be connected to the wheel, this solution is conducive to providing installation space for the connection between the reducer 300 and the wheel 40. The axis of the wheel drive end 320 is parallel to the motor shaft 140, and the arrangement direction of the axis of the wheel drive end 320 and the motor shaft 140 is perpendicular to the first direction Y, making the layout of the motor 100 and the reducer 300 compact and regular.

[0139] In the embodiment of the present application, the power flow direction of the motor controller 200 is opposite to the energy flow direction of the motor 100, forming a roughly U-shaped flow. The energy flow direction of the motor 100 through the reducer 300 and the wheel drive end 320 is also opposite, forming a roughly U-shaped flow. The U-shaped opening of the U-shaped energy flow direction formed by the motor controller 200 and the motor 100 is opposite to the U-shaped opening of the U-shaped energy flow direction of the motor 100 through the reducer 300 and the wheel drive end 320. The wheel drive end 320 is located below the motor controller 200, which makes the entire energy flow of the oil-cooled powertrain 10 smooth and the energy path short, which is conducive to achieving a small size, space saving, more integrated, and miniaturized oil-cooled powertrain 10.

[0140] Please continue to refer to Figure 4. In one embodiment, the reducer accommodating chamber 410 and the motor accommodating chamber 420 are connected along the axial direction of the motor shaft 140, and the controller accommodating chamber 430 is not connected to the reducer accommodating chamber 410 or the motor accommodating chamber 420. In the embodiment of the present application, there is a transmission relationship between the reducer 300 and the motor 100. The reducer accommodating chamber 410 is connected to the motor accommodating chamber 420 to facilitate the passage of part of the motor shaft 140 into the reducer accommodating chamber 410 to achieve mechanical transmission between the motor 100 and the reducer 300. The controller accommodating chamber 430 is not connected to either the reducer accommodating chamber 410 or the motor accommodating chamber 420, which can prevent the cold oil medium in the motor accommodating chamber 420 and the reducer accommodating chamber 410 from flowing into the controller accommodating chamber 430 and causing electrical interference to the electrical components in the motor controller 200, thereby ensuring the normal operation of the motor controller 200.

[0141] In one embodiment, the integrated housing 400 further includes a reducer housing, which encloses a reducer accommodating cavity 410 , or in other words, the portion of the integrated housing 400 that encloses the reducer accommodating cavity 410 is the reducer housing.

[0142] Please continue to refer to Figures 3 and 4. In one embodiment, the controller accommodating chamber 430, the motor accommodating chamber 420 and the reducer accommodating chamber 410 all have openings connected to the outside (as shown in combination with Figures 3 and 4), the opening of the motor accommodating chamber 420 and the opening of the reducer accommodating chamber 410 are opposite in direction along the first direction Y (as shown in combination with Figures 3 and 4), the opening of the controller accommodating chamber 430 is located between the opening of the motor accommodating chamber 420 and the opening of the reducer accommodating chamber 410 along the first direction Y (as shown in combination with Figures 3 and 4), and the opening of the controller accommodating chamber 430 is oriented in the second direction Z.

[0143] In one embodiment, the opening of the controller accommodating chamber 430 is denoted as the motor controller opening 431 (as shown in FIG3 ), the opening of the motor accommodating chamber 420 is denoted as the motor opening 421 , and the opening of the reducer accommodating chamber 410 is denoted as the reducer opening 411 (as shown in FIG4 ), wherein the motor controller opening 431 is oriented in the second direction Z, and the motor opening 421 and the reducer opening 411 are oriented in opposite directions along the first direction Y. In the embodiment of the present application, the motor controller opening 431 is located between the motor opening 421 and the reducer opening 411 along the first direction Y, and the controller accommodating chamber 430 is located between the opening of the motor accommodating chamber 420 and the opening of the reducer accommodating chamber 410 along the first direction Y, so that the controller accommodating chamber 430, the motor accommodating chamber 420, and the reducer accommodating chamber 410 at least partially overlap in the first direction Y, thereby reducing the size of the oil-cooled powertrain 10 in the first direction Y, thereby facilitating a miniaturized design of the oil-cooled powertrain 10.

[0144] In one embodiment, the DC input interface mounting hole 440 is located between the motor controller opening 431 and the reducer opening 411 along the second direction Z (as shown in conjunction with FIG. 3 and FIG. 4 ), and the AC output interface mounting hole 450 is located between the motor opening 421 and the motor controller opening 431 along the second direction Z (as shown in FIG. 3 ). In this embodiment of the present application, the DC input interface mounting hole 440 is located on the same side as the reducer opening 411, and the AC output interface mounting hole 450 is located on the same side as the motor opening 421, so that the ends of the integrated housing 400 along the first direction Y are substantially flush, the internal layout of the oil-cooled powertrain 10 is regular, and the energy transfer path can be reduced.

[0145] Please refer to FIGS. 2, 3 and 8. FIG. 8 is a schematic structural diagram of an oil-cooled power assembly 10 provided by an embodiment of the present application. In one embodiment, the oil-cooled power assembly 10 further includes a motor end cover 110, a reducer end cover 310 and a motor controller cover plate 210 (as shown in FIGS. 2 and 8). The motor end cover 110, the reducer end cover 310 and the motor controller cover plate 210 are respectively used to cover the openings of the controller accommodation cavity 430, the motor accommodation cavity 420 and the reducer accommodation cavity 410 (as shown in FIGS. 2, 3 and 8). In the embodiment of the present application, the motor end cover 110, the reducer end cover 310 and the motor controller cover plate 210 can respectively protect the internal components of the motor 100, the reducer 300 and the motor controller 200, and prevent foreign objects from entering the controller accommodation cavity 430, the motor accommodation cavity 420 and the reducer accommodation cavity 410.

[0146] Please refer to FIG. 9. FIG. 9 is a top view of the oil-cooled power assembly 10 provided by an embodiment of the present application. In one embodiment, the motor end cover 110 and the reducer end cover 310 are arranged opposite to each other along the first direction Y (as shown in FIG. 9). The length of the motor controller cover plate 210 along the first direction Y is less than the length between the motor end cover 110 and the reducer end cover 310 along the first direction Y (as shown in FIG. 9). Along the first direction Y, the motor controller cover plate 210 is located between the motor end cover 110 and the reducer end cover 310. The length of the controller accommodation cavity 43S along the first direction Y is less than the distance between the motor end cover 110 and the reducer end cover 310 along the first direction Y.

[0147] In the embodiment of the present application, the motor controller cover plate 210 covers the opening of the controller accommodation cavity 430 along the second direction Z, and the motor end cover 110 and the reducer end cover 310 respectively cover the openings of the motor 100 and the reducer 300 along the first direction Y. The positional relationship between the motor controller cover plate 210 and the motor end cover 110 and the reducer end cover 310 is similar to the positional relationship between the motor controller opening 431, the motor opening 421 and the reducer opening 411. The length value of the motor controller cover plate 210 along the first direction Y is D5 (as shown in FIG. 9), and the length value between the motor end cover 110 and the reducer end cover 310 along the first direction Y is D6. It is set that D5 < D6, that is, the motor controller cover plate 210 is located between the motor end cover 110 and the reducer end cover 310 along the first direction Y, which is beneficial to reducing the total size value of the motor controller 200, the motor 100 and the reducer 300 in the first direction Y, thereby reducing the space volume occupied by the oil-cooled power assembly 10 in the electric vehicle 1. The length of the controller accommodation cavity 430 along the first direction Y is less than the distance between the motor end cover 110 and the reducer end cover r 310 along the first direction Y, which can also play a role in reducing the volume of the oil-cooled power assembly 10.

[0148] Please refer to Figure 10, which is a partial exploded view of an oil-cooled powertrain 10 provided in one embodiment of the present application. In one embodiment, the motor controller 200 is connected to three input copper busbars 1011 via the AC output interface 260 in the AC output interface mounting hole 450. The three input copper busbars 1011 are used to connect to the terminal blocks of the motor windings 130. The three input copper busbars 1011 are located outside the motor end cover 110, and the arrangement direction of the three input copper busbars 1011 intersects both the first direction Y and the second direction Z. The oil-cooled powertrain 10 also includes a wiring cover 102. The wiring cover 102 is arranged opposite to the reducer end cover 310 along the first direction Y. The wiring cover 102 covers the AC output interface mounting hole 450, the three input copper busbars 1011, the terminal blocks of the motor windings 130, and the end of the motor shaft 140 along the first direction Y.

[0149] In the embodiment of the present application, the two ends of the input copper bus 1011 are respectively connected to the AC output interface 260 in the AC output interface mounting hole 450 and the connection terminals of the motor winding 130 . The input copper bus 1011 is used to transmit the AC power output by the motor controller 200 to the motor 100 . The AC output interface mounting hole 450 and the three input copper bars 1011 are all located on the outside of the motor end cover 110. The terminal of the motor winding 130 and one end of the motor shaft 140 extend from the motor accommodating cavity 420 to the motor end cover 110. The wiring cover 102 can be used to cover the AC output interface mounting hole 450, the three input copper bars 1011, the terminal of the motor winding 130 and the end of the motor shaft 140. Among them, the AC output interface 260 in the AC output interface mounting hole 450, the three input copper bars 1011, and the terminal of the motor winding 130 are electrically connected. The provision of the wiring cover 102 can prevent the electrical connection relationship from being affected by external factors. The wiring cover 102 can also prevent foreign matter from entering the motor shaft 140, thereby ensuring the normal operation of the motor 100.

[0150] Continuing with Figure 3, in one embodiment, the integrated housing 400 further includes a coolant inlet 401 and a liquid cooling channel. The coolant inlet 401 is used to deliver coolant to the liquid cooling channel. The coolant inlet 401 and the DC input interface mounting hole 440 are aligned opposite each other along a first direction Y, with the axial direction of the coolant inlet 401 being aligned with the first direction Y. Along a second direction Z, the liquid cooling channel is located below the controller housing 430.

[0151] In the embodiment of the present application, coolant enters the liquid cooling channel below the controller housing cavity 430 through the coolant inlet 401. The motor controller 200 generates a significant amount of heat during operation. The provision of the coolant inlet 401 and the liquid cooling channel in this embodiment allows the coolant to cool and dissipate heat from the motor controller 200, thereby reducing the temperature of the motor controller 200 during steady-state operation. The coolant inlet 401 and the DC input interface mounting hole 440 are arranged relative to each other along a first direction Y, which helps reduce the difficulty of electrical and mechanical connection operations while preventing the coolant from adversely affecting the DC input interface 270, thereby improving the safety of the motor controller 200 and the oil-cooled powertrain 10. Furthermore, the axial direction of the coolant inlet 401 is aligned with the first direction Y, meaning that the coolant flows in the opposite direction to the power flow within the motor controller 200, which helps improve the coolant's heat dissipation efficiency. Along the second direction Z, the liquid cooling channel is located below the controller housing cavity 430, effectively utilizing the internal space of the motor controller 200.

[0152] In one embodiment, the types of coolant include water, ethylene glycol coolant, propylene glycol coolant, etc. Exemplarily, the coolant is water.

[0153] Continuing with Figures 2 and 5 , in one embodiment, the integrated housing 400 further includes a coolant outlet 402 (as shown in Figure 2 ). The axial direction of the coolant outlet 402 is perpendicular to both the first direction Y and the second direction Z. The coolant outlet 402, the circuit board 250, and the motor shaft 140 are arranged along the axial direction of the coolant outlet 402 (as shown in Figure 5 ). The coolant outlet 402 is connected to the heat exchanger 500 via a conduit (as shown in Figures 2 and 5 ). The heat exchanger 500 and the terminal of the motor 100 are arranged opposite each other along the first direction Y (as shown in Figure 5 ). In this embodiment of the present application, the axial direction of the coolant outlet 402 is the third direction X, and the coolant outlet 402 is arranged on a different side from the DC input interface mounting hole 440. This can prevent the coolant from negatively impacting the DC input interface 270, thereby improving safety performance. The heat exchanger 500 and the connection terminals of the motor 100 are arranged relative to each other along the first direction Y, that is, the heat exchanger 500 is closer to the coolant outlet 402 relative to the coolant inlet 401, which is beneficial to shorten the transmission path of the coolant outside the motor controller 200 and improve the cooling efficiency of the coolant.

[0154] Along the second direction Z, the heat exchanger 500 is located above the reducer 300 (as shown in Figure 2). The heat exchanger 500 is also used to connect the reducer accommodating chamber 410 and the motor accommodating chamber 420. The reducer accommodating chamber 410 is used to accommodate the reducer 300, and the motor accommodating chamber 420 is used to accommodate the motor 100. The reducer accommodating chamber 410 and the motor accommodating chamber 420 are not connected to the liquid cooling channel. In the embodiment of the present application, a heat exchanger 500 is provided in the oil-cooled powertrain 10, and the heat exchanger 500 is connected to the reducer accommodating chamber 410 and the motor accommodating chamber 420, so that the reducer 300 and the motor 100 can also be cooled, which is conducive to ensuring that the reducer 300 and the motor 100 operate at a suitable temperature. The heat exchanger 500 is located above the reducer 300 along the second direction Z, so that the cooling path between the heat exchanger 500 and the reducer 300 is shorter, which can reduce the thermal resistance of the heat dissipation path. The liquid cooling channel is not connected to either the reducer accommodating cavity 410 or the motor accommodating cavity 420 , so that the coolant in the liquid cooling channel does not flow into the reducer 300 and the motor 100 .

[0155] In one embodiment, heat exchanger 500 includes a liquid cooling inlet 510 and a liquid cooling outlet 520. Liquid cooling inlet 510 is connected to coolant outlet 402 via conduit 201. Liquid cooling outlet 520 is configured to communicate with a cooling system. For example, liquid cooling outlet 520 is configured to communicate with a vehicle's cooling system, which cools the heated coolant in heat exchanger 500 and then flows through coolant inlet 401 into a liquid cooling channel to dissipate heat from motor controller 200.

[0156] In one embodiment, the heat exchanger 500 includes a first heat exchange chamber and a second heat exchange chamber (not shown) arranged at intervals, the first heat exchange chamber and the second heat exchange chamber are thermally connected, and the coolant in the second heat exchange chamber is different from the coolant in the first heat exchange chamber. Exemplarily, the type of coolant in the first heat exchange chamber is cooling water, and the type of coolant in the second heat exchange chamber is cooling oil. Wherein, the first heat exchange chamber is connected to the coolant outlet 402, so that the cooling water flowing out of the liquid cooling channel flows into the first heat exchange chamber, and the second heat exchange chamber is connected to the motor accommodating chamber 420 and the reducer accommodating chamber 410, and the cooling oil for cooling the motor 100 and the reducer 300 enters the second heat exchange chamber, and the cooling water in the first heat exchange chamber cools the cooling oil in the second heat exchange chamber, so that the cooled cooling oil enters the motor accommodating chamber 420 and the reducer accommodating chamber 410 again, and the cooling water in the first heat exchange chamber absorbs the heat of the cooling oil in the second heat exchange chamber and heats up and is discharged from the cooling outlet.

[0157] Continuing with FIG8 , in one embodiment, the controller housing includes a notch 403 located between the motor shaft 140 and the DC input interface 270. The notch 403 and the AC output interface 260 are arranged opposite each other along the first direction Y. A portion of the heat exchanger 500 is located within the clearance space formed by the notch 403. This solution can reduce the size of the oil-cooled powertrain 10 in the third direction X, thereby facilitating a reduction in the volume of the oil-cooled powertrain 10.

[0158] Continuing with FIG8 , in one embodiment, a reinforcing rib 404 is provided between the motor controller 200 and the motor 100 on a side thereof that is closer to the motor 100 along the third direction X. The reinforcing rib 404 extends along the third direction X. The motor controller 200, the reinforcing rib 404, and the motor 100 are integrally formed. This solution helps improve the structural strength of the oil-cooled powertrain 10.

[0159] Please refer to Figures 11 to 13. Figure 11 is a structural schematic diagram of the oil-cooled powertrain 10 provided in one embodiment of the present application. Figure 12 is a cross-sectional view of the oil-cooled powertrain 10 shown in Figure 11 along AA. Figure 13 is a partial exploded view of the oil-cooled powertrain 10 provided in one embodiment of the present application.

[0160] In one embodiment, the heat exchanger 500 is used to input cooling oil to the reducer 300. The reducer 300 includes a reducer input shaft 330 (as shown in Figures 12 and 13). The reducer end cover 310 includes a blocking member 311, an oil guide member 312, and a fixing hole 313 that passes through the reducer end cover 310 along a first direction Y (as shown in Figures 12 and 13). The blocking member 311 and the oil guide member 312 are located in the fixing hole 313 (as shown in Figures 12 and 13), and the blocking member 311 is fixed in the fixing hole 313 (as shown in Figures 12 and 13). The reducer input shaft 330 is located in the reducer accommodating cavity 410 and is used to be fixed to the motor shaft 140 of the motor 100 (as shown in Figure 12). The sealing member 311, the oil guide member 312 and the reducer input shaft 330 are arranged in sequence along the first direction Y (as shown in Figure 12). The sealing member 311 and the oil guide member 312 are arranged at intervals along the first direction Y (not shown in the figure). The oil guide member 312 is used to transport cooling oil to the reducer input shaft 330.

[0161] In one embodiment, the oil guide 312 is used to guide cooling oil from the exterior of the reducer housing chamber 410 into the interior of the reducer housing chamber 410. In one embodiment, the cooling oil includes glycol-based cooling oil, synthetic oil, and mineral oil. Exemplarily, the cooling oil is glycol-based cooling oil. The first direction Y is parallel to the axial direction of the motor shaft 140 and the axial direction of the reducer input shaft 330.

[0162] In the embodiment of the present application, the sealing member 311 and the oil guide member 312 in the reducer end cover 310 are located in the fixing hole 313. The sealing member 311 and the oil guide member 312 are arranged in sequence with the reducer input shaft 330 along the first direction Y. That is, the sealing member 311 is closer to the exterior of the reducer 300 than the oil guide member 312. The sealing member 311 fixed in the fixing hole 313 can prevent the oil guide member 312 from deviating significantly in the first direction Y, ensuring that the oil guide member 312 can stably guide the cooling oil. The oil guide member 312 is connected to the reducer accommodating chamber 410. The cooling oil flows into the reducer accommodating chamber 410 through the oil guide member 312, thereby cooling and dissipating the reducer 300 in the reducer accommodating chamber 410, ensuring that the components within the oil-cooled powertrain 10 operate within a suitable temperature range.

[0163] In one embodiment, a gap is provided between the blocking member 311 and the oil guiding member 312 , allowing a small degree of movement between the two along the first direction Y, thereby effectively preventing fracturing.

[0164] In the embodiment of the present application, the combination of the blocking member 311 and the oil guide member 312 enables the introduction of cooling oil into the interior of the reducer 300. If the blocking member 311 and the oil guide member 312 are combined into an integrated structure, for example, processing a structure for diversion in the blocking member 311 will make the structure of the blocking member 311 too complicated, increasing the difficulty of processing. When the blocking member 311 is fixed to the reducer end cover 310, it is generally necessary to apply a large pre-tightening force, which makes the diversion structure in the blocking member 311 easily deformed under stress and affects the diversion effect. In the embodiment of the present application, the diversion structure is provided as the blocking member 311 and the oil guide member 312, which is conducive to reducing the difficulty of processing and manufacturing costs of the components. Moreover, the blocking member 311 and the oil guide member 312 are two separate independent components, and the spacing between them can effectively reduce the force and wear on the oil guide member 312, improve the service life, and ensure the diversion effect of the oil guide member 312.

[0165] In the embodiment of the present application, the oil guide member 312 can introduce cooling oil into the oil-cooled powertrain 10, reducing the temperature of the oil-cooled powertrain 10 in steady-state operation, thereby improving the operating efficiency and service life of the oil-cooled powertrain 10. The blocking member 311 and the oil guide member 312 are separately provided components. Compared to an integrated structure, the former has a simpler structure, and the separate processing of the blocking member 311 and the oil guide member 312 is more convenient, which helps to reduce processing difficulty and cost. The separate configuration of the blocking member 311 and the oil guide member 312 can effectively reduce the force and wear on the oil guide member 312, improve its service life, and ensure the flow diversion effect of the oil guide member 312.

[0166] Please refer to FIG. 12 and FIG. 14 . FIG. 14 is a partial enlarged view of the M2 portion of the oil-cooled power assembly 10 shown in FIG. 12 . In one embodiment, the oil guide member 312 includes a radial oil passage 3121 and an axial oil passage 3122 connected to each other (as shown in FIG. 14 ). The radial oil passage 3121 and the axial oil passage 3122 extend in directions intersecting with each other (as shown in FIG. 14 ). The radial oil passage 3121 is used to connect to the heat exchanger 500. (As shown in combination with Figure 12 and Figure 14), the axial oil passage 3122 of the oil guide member is used to connect to the reducer accommodating chamber 410 through the reducer input shaft 330 (as shown in Figure 14), the extension direction of the radial oil passage 3121 of the oil guide member is parallel to the radial direction R of the reducer input shaft 330, and the extension direction of the axial oil passage 3122 of the oil guide member is parallel to the axial direction of the reducer input shaft 330. The axial oil passage 3122 of the oil guide member is arranged at intervals with the reducer input shaft 330 along the first direction Y.

[0167] In the embodiment of the present application, the heat exchanger 500 is used to supply cooling oil to the oil-cooled powertrain 10. The cooling oil flows sequentially through the oil guide radial oil passage 3121, the oil guide axial oil passage 3122, and the reducer input shaft 330, and then flows into the reducer accommodating chamber 410. The oil guide 312 is connected to the reducer input shaft 330 via the oil guide axial oil passage 3122. The extension direction of the oil guide axial oil passage 3122 is parallel to the axial direction of the reducer input shaft 330, that is, the oil guide axial oil passage 3122 extends along the first direction Y. This helps reduce the flow resistance of the cooling oil in the oil guide 312 and the reducer input shaft 330, thereby improving cooling efficiency.

[0168] In the embodiment of the present application, the axial oil channel 3122 of the oil guide member and the reducer input shaft 330 are arranged at intervals along the first direction Y, so that the reducer input shaft 330 and the oil guide member 312 are isolated, which is beneficial to the rotation of the reducer input shaft 330 and reduces the friction between the reducer input shaft 330 and the oil guide member 312.

[0169] Please continue to refer to Figures 11 and 12. In one embodiment, the reducer input shaft 330 is fixedly connected to the motor shaft 140. The reducer input shaft 330 includes a reducer shaft cavity 331 (as shown in Figure 14). The motor shaft 140 includes a motor shaft cavity 143. The reducer 300 also includes an oil pipe 340. The reducer shaft cavity 331 is used to accommodate the oil pipe 340 and a portion of the motor shaft 140. The oil pipe 340 is used to connect the oil guide member 312 and the motor shaft cavity 143. The oil pipe 340 and the motor shaft 140 are arranged along the motor axis Y, and the oil pipe 340 is relatively fixed to the reducer input shaft 330. Along the first direction Y, the reducer shaft cavity 331 passes through the reducer input shaft 330, and the motor shaft cavity 143 passes through the motor shaft 140. The oil pipe 340, the oil guide member 312, and the blocking member 311 are arranged at intervals along the first direction Y.

[0170] In the embodiment of the present application, the reducer shaft cavity 331 and the motor shaft cavity 143 both extend along the first direction Y, the oil through pipe 340 is located in the reducer shaft cavity 331 and on the side of the oil guide member 312 away from the blocking member 311 along the first direction Y, and the oil through pipe 340 is connected to the reducer accommodating cavity 410 through the reducer shaft cavity 331. The oil guide member 312 is connected to the reducer accommodating cavity 410 through the reducer input shaft 330. The axial oil passage 3122 of the oil guide member is connected to the motor shaft cavity 143 through the oil through pipe 340. The cooling oil can cool the reducer shaft cavity 331 and the motor shaft cavity 143 in turn through the oil guide member 312 and the oil through pipe 340, providing the prerequisite for subsequent cooling of the internal structure of the motor 100 and expanding the cooling range of the cooling oil inside the oil-cooled powertrain 10. The oil pipe 340 is relatively fixed to the reducer input shaft 330 . Even when the reducer input shaft 330 is rotating at a high speed, the oil pipe 340 can stably transmit the cooling oil to the motor shaft cavity 143 .

[0171] In the embodiment of the present application, the blocking member 311, the oil guide member 312, and the oil passage 340 are spaced apart in the first direction Y. The blocking member 311 is fixed in the fixing hole 313, allowing the oil guide member 312 and the oil passage 340 to slightly move in the first direction Y. This helps reduce wear between the blocking member 311 and the oil guide member 312, and between the oil guide member 312 and the oil passage 340, thereby increasing their service life. This also prevents the blocking member 311 from squeezing and damaging the oil guide member 312 when it is sealed and fixed in the fixing hole 313.

[0172] In one embodiment, a gap is defined between the axial oil passage 3122 of the oil guide member and the oil passage 340 along the first direction Y. The inner diameter of the oil passage 340 is larger than the inner diameter of the axial oil passage 3122 of the oil guide member. The projection of the axial oil passage 3122 of the oil guide member along the first direction Y is located within the projection of the oil passage 340 along the first direction Y. The projection of the axial oil passage 3122 of the oil guide member along the first direction Y refers to the projection of the area enclosed by the inner wall of the axial oil passage 3122 of the oil guide member along the first direction Y, and the projection of the oil passage 340 along the first direction Y refers to the projection of the area enclosed by the wall of the oil passage 340 along the first direction Y.

[0173] In the embodiment of the present application, the axial oil passage 3122 of the oil guide member and the oil passage 340 are spaced apart along the first direction Y, so that when the reducer input shaft 330 rotates at high speed, the oil guide member 312 and the oil passage 340 can achieve non-contact oil guidance, thereby avoiding wear between the oil guide member 312 and the oil passage 340, and thus avoiding heat generated due to wear, so that the cooling oil can cool and dissipate heat from the heat-generating components inside the oil-cooled powertrain 10. Therefore, this embodiment can not only reduce the failure risk of the oil guide member 312 and the oil passage 340, but also improve the utilization rate of the cooling oil and enhance the heat dissipation effect. In the embodiment of the present application, the inner diameter of the oil pipe 340 is set to be larger than the inner diameter of the axial oil channel 3122 of the oil guide member, and the projection of the oil pipe 340 along the first direction Y covers the projection of the axial oil channel 3122 of the oil guide member along the first direction Y, so that in the process of the cooling oil flowing from the axial oil channel 3122 of the oil guide member to the oil pipe 340, the flow resistance encountered is reduced and the flow rate is increased, which is beneficial to improving the cooling efficiency of the cooling oil.

[0174] If the oil passage 340 is not provided in the reducer shaft cavity 331, even if the reducer shaft cavity 331 is connected to the motor shaft cavity 143, since there is still a distance between the end of the reducer input shaft 330 near the heat exchanger 500 and the motor shaft 140 along the motor axial direction Y, when the reducer input shaft 330 rotates, it is difficult for the cooling oil to flow accurately from the reducer shaft cavity 331 into the motor shaft cavity 143. In other words, the flow rate of the cooling oil entering the motor 100 is small, which negatively affects the cooling effect of the cooling oil on the motor 100 and further interferes with the temperature rise control of the oil-cooled powertrain 10. The oil passage 340 in the embodiment of the present application is used to connect the heat exchanger and the motor shaft 140, allowing the cooling oil to flow into the motor shaft 140, thereby cooling the components in the motor 100.

[0175] In this embodiment of the present application, an oil pipe 340 is disposed within the reducer shaft cavity 331. This pipe communicates with the motor shaft cavity 143, precisely directing cooling oil from the reducer shaft cavity 331 to the motor shaft cavity 143, thus facilitating subsequent cooling of the internal structure of the motor 100. The oil pipe 340 is relatively fixed to the reducer input shaft 330. When the reducer input shaft 330 rotates at high speeds, the oil pipe 340 can stably transmit cooling oil, effectively meeting the cooling requirements of the oil-cooled powertrain 10 under high-speed operating conditions.

[0176] Continuing with Figure 14 , in one embodiment, the reducer 300 further includes a sleeve structure 301, which is configured to be sleeved around the outer circumference of the oil passage 340. The sleeve structure 301, the oil guide member 312, and the sealing member 311 are arranged along a first direction Y, with the sleeve structure 301 being fixed to the oil guide member 312. The projection of the axial oil passage 3122 of the oil guide member along the first direction Y lies within the projection of the sleeve structure 301 along the first direction Y. Along the radial direction R of the reducer input shaft 330, a gap exists between the inner surface of the sleeve structure 301 facing the oil passage 340 and the outer surface of the oil passage 340 facing the sleeve structure 301.

[0177] In the embodiment of the present application, the sleeve structure 301 is located on the surface of the oil guide member 312 along the first direction Y toward the oil pipe 340. The sleeve structure 301 is sleeved on the outside of the oil pipe 340, and on the radial direction R of the reducer input shaft 330, the sleeve structure 301 and the oil pipe 340 are spaced apart, which can reduce the wear between the sleeve structure 301 and the oil pipe 340 and improve the service life of the oil guide member 312 and the oil pipe 340.

[0178] Among them, the two ends of the sleeve structure 301 along the first direction Y are respectively connected to the axial oil channel 3122 of the oil guide member and the oil pipe 340. Since the size of the axial oil channel 3122 of the oil guide member in the first direction Y is small, the guiding effect on the flow direction of the cooling oil is limited, and the axial oil channel 3122 of the oil guide member and the oil pipe 340 are arranged at intervals in the first direction Y. The sleeve structure 301 is set on the side of the axial oil channel 3122 of the oil guide member close to the oil pipe 340. When the reducer input shaft 330 rotates, part of the cooling oil can be reduced from leaking from the gap between the axial oil channel 3122 of the oil guide member and the oil pipe 340. The sleeve structure 301 can guide the leaked cooling oil in the flow direction, and finally the cooling oil enters the reducer shaft cavity 331, thereby increasing the amount of cooling oil entering the reducer shaft cavity 331, and then increasing the amount of cooling oil entering the motor 100 from the reducer shaft cavity 331, thereby comprehensively improving the cooling efficiency. This solution provides a sleeve structure 301 to further guide the flow of the cooling oil and improve the utilization rate of the cooling oil.

[0179] In one embodiment, the oil guide member 312 is integrally formed with the sleeve structure 301. This solution is conducive to improving the structural reliability of the oil guide member 312, so that the oil guide member 312 can stably guide the flow of cooling oil and avoid leakage of cooling oil.

[0180] Please continue to refer to Figures 12 and 14. In one embodiment, a reducer end cover oil passage 314 is provided in the reducer end cover 310 (as shown in Figure 14). The reducer end cover oil passage 314 is used to connect to the heat exchanger 500 to transport the cooling oil in the heat exchanger 500 (as shown in combination with Figures 12 and 14). The oil guide member 312 is used to connect to the reducer end cover oil passage 314 (as shown in Figure 14). The reducer end cover oil passage 314 and the oil guide member radial oil passage 3121 have at least partial overlap in their projection on the radial direction R of the reducer input shaft 330.

[0181] In this embodiment, the reducer end cover oil passage 314 is connected at both ends to the heat exchanger 500 and the oil guide member 312, respectively. The heat exchanger 500 supplies cooling oil to the reducer end cover oil passage 314. Because the projections of the reducer end cover oil passage 314 and the oil guide member's radial oil passage 3121 on the radial direction R of the reducer input shaft 330 at least partially overlap, cooling oil can enter the oil guide member's radial oil passage 3121 through the reducer end cover oil passage 314, thereby draining the cooling oil. The oil guide member 312 is connected to the reducer input shaft 330, the oil passage 340, and the motor shaft 140. Both the reducer input shaft 330 and the motor shaft 140 are hollow. The reducer end cover oil passage 314 also communicates with the interior of the motor shaft 140 through the reducer input shaft 330. The interior of the reducer input shaft 330 is connected to the reducer accommodating chamber 410, and the interior of the motor shaft 140 is connected to the motor accommodating chamber 420. The cooling oil output from the heat exchanger 500 enters the motor accommodating chamber 420 through the oil pipe 340 and the motor shaft cavity 143 in one direction, and enters the reducer accommodating chamber 410 through the oil pipe 340 , the motor shaft 140 and the reducer shaft cavity 331 in the other direction.

[0182] Please continue to refer to Figure 14. In one embodiment, the reducer end cover 310 also includes a reducer bearing lubricating oil hole 316, which is used to connect the reducer end cover oil channel 314 and the reducer bearing chamber 315. The reducer end cover oil channel 314, the reducer bearing lubricating oil hole 316 and the reducer bearing chamber 315 are arranged along the first direction Y, and the reducer bearing lubricating oil hole 316 and the oil guide radial oil channel 3121 are spaced apart along the radial direction R of the reducer input shaft 330.

[0183] The reducer input shaft 330 is rotatably connected to the reducer end cover 310 through the reducer bearing 350 , and the reducer bearing 350 is located in the reducer bearing chamber 315 , which is recessed along the first direction Y toward a direction away from the reducer input shaft 330 .

[0184] The reducer bearing 350 is used to bear the load from the reducer input shaft 330, reduce friction, and ensure that the reducer 300 runs smoothly under high-speed conditions. If the reducer bearing 350 is not lubricated enough, the reducer bearing 350 may be burned or damaged. In the embodiment of the present application, the reducer end cover oil channel 314 is spaced apart from the reducer bearing 350, and the reducer end cover oil channel 314 is provided with a reducer bearing lubricating oil hole 316 along the first direction Y near the side wall of the reducer bearing 350. The reducer end cover oil channel 314, the reducer bearing lubricating oil hole 316 and the reducer bearing chamber 315 are arranged along the first direction Y, so that when the cooling oil flows from the heat exchanger 500 through the reducer end cover oil channel 314, some of the cooling oil will enter the reducer bearing chamber 315 through the reducer bearing lubricating oil hole 316 to lubricate the reducer bearing 350, avoid damage to the reducer bearing 350, increase its service life, and ensure long-term stable operation of the reducer 300. The reducer bearing lubricating oil hole 316 and the oil guide radial oil passage 3121 are spaced apart in the radial direction R of the reducer input shaft 330 so that the cooling oil that has entered the oil guide radial oil passage 3121 is not affected by the reducer bearing lubricating oil hole 316 .

[0185] Continuing with FIG. 14 , in one embodiment, the reducer bearing lubricating oil hole 316 and the projection of the reducer bearing chamber 315 along the first direction Y at least partially overlap. Along the radial direction R of the reducer input shaft 330, the distance between the reducer bearing lubricating oil hole 316 and the axis of the reducer input shaft 330 is less than the outer diameter of the reducer bearing chamber 315. The length of the reducer bearing lubricating oil hole 316 along the first direction Y and along the radial direction R of the reducer input shaft 330 are both less than the length of the reducer end cover oil passage 314 along the first direction Y.

[0186] In this embodiment of the present application, the projection of the reducer bearing lubricating oil hole 316 in the first direction Y at least partially overlaps with the projection of the reducer bearing chamber 315 in the first direction Y, allowing cooling oil to enter the reducer bearing chamber 315 through the reducer bearing lubricating oil hole 316, thereby lubricating the reducer bearing 350 therein. In the radial direction R of the reducer input shaft 330, the distance between the reducer bearing lubricating oil hole 316 and the axis of the reducer input shaft 330 is less than the outer diameter of the reducer bearing chamber 315. This ensures that cooling oil flowing into the reducer bearing lubricating oil hole 316 does not flow into areas outside the reducer bearing chamber 315, thereby ensuring the cooling effect of the cooling oil on the reducer bearing 350. The length of the reducer bearing lubricating oil hole 316 in the first direction Y and the length in the radial direction R of the reducer input shaft 330 are both less than the length of the reducer end cover oil passage 314 in the first direction Y. This facilitates the proper distribution of the cooling oil flow rate and prevents insufficient cooling oil from flowing into the reducer input shaft 330 and the motor shaft 140, which could affect cooling efficiency.

[0187] 12 to 14 , in one embodiment, the heat exchanger 500 and the reducer end cover 310 are arranged along the second direction Z (as shown in FIG13 ). The reducer end cover 310 , the heat exchanger 500 and the motor 100 are arranged along the first direction Y. The reducer end cover oil passage 314 includes a reducer end cover radial oil passage 3141 and a reducer end cover axial oil passage 3142 (as shown in Figure 14). The reducer end cover radial oil passage 3141 extends along the radial direction R of the reducer input shaft 330, and the reducer end cover axial oil passage 3142 extends axially along the reducer input shaft 330. The reducer end cover radial oil passage 3141 and the reducer end cover axial oil passage 3142 are connected (as shown in Figure 14). The reducer end cover radial oil passage 3141 is connected to the heat exchanger 500 through the reducer end cover axial oil passage 3142 (as shown in combination with Figure 12 and Figure 14). The reducer end cover radial oil passage 3141 is used to connect the guide radial channel (as shown in Figure 14). The reducer end cover radial oil passage 3141 and the guide radial oil passage at least partially overlap along the radial direction R of the reducer input shaft 330.

[0188] In the embodiment of the present application, the heat exchanger 500, the axial oil passage 3142 of the reducer end cover and the radial oil passage 3141 of the reducer end cover are connected in sequence. Since the radial oil passage 3141 of the reducer end cover is located at the edge of the reducer 300 along the first direction Y, if the axial oil passage 3142 of the reducer end cover is not set, the heat exchanger 500 needs to be set close to the edge of the reducer 300, which may easily cause the heat exchanger 500 to fall. Therefore, this solution is beneficial to improving the structural stability of the heat exchanger 500. The radial oil passage 3141 of the reducer end cover is connected to the oil guide channel in the oil guide member 312, wherein the oil guide channel includes the oil guide member radial oil passage 3121 and the oil guide member axial oil passage 3122 that are connected. The radial oil passage 3141 of the reducer end cover and the projection of the oil guide member radial oil passage 3121 in the oil guide channel on the radial direction R of the reducer input shaft 330 at least partially overlap, so that the cooling oil can flow into the oil guide member radial oil passage 3121 through the radial oil passage 3141 of the reducer end cover.

[0189] In one embodiment, the heat exchanger 500 is spaced apart from the oil guide member 312 and the blocking member 311 along the first direction Y.

[0190] Please refer to Figures 14 and 18 in combination. Figure 18 is a partial enlarged view of the M3 part in the oil-cooled power assembly 10 shown in Figure 13. In one embodiment, the reducer end cover 310 also includes a first axial limiting boss 317 (as shown in Figures 14 and 18). Along the radial direction R of the reducer input shaft 330, the first axial limiting boss 317 protrudes from the inner surface of the fixing hole 313 toward the oil guide member 312 (as shown in Figures 14 and 18). The reducer 300 also includes a second axial limiting boss 302 (as shown in Figures 14 and 18). Along the radial direction R of the reducer input shaft 330, the second axial limiting boss 302 protrudes from the outer peripheral surface of the oil guide member 312 toward the hole wall of the fixing hole 313 (as shown in Figures 14 and 18).

[0191] Among them, along the first direction Y, the second axial limiting boss 302 is located between the sealing member 311 and the first axial limiting boss 317 (as shown in Figures 14 and 18), and the first axial limiting boss 317 and the second axial limiting boss 302 are stacked along the first direction Y (as shown in Figure 14) so ​​that the oil guide member 312 is limited along the first direction Y between the sealing member 311 and the first axial limiting boss 317.

[0192] In the embodiment of the present application, both the blocking member 311 and the oil guide member 312 are located within the fixing hole 313. The blocking member 311, the second axial limiting boss 302 of the oil guide member 312, and the first axial limiting boss 317 of the fixing hole 313 are sequentially arranged along the first direction Y. The first axial limiting boss 317 overlaps with the second axial limiting boss 302 along the first direction Y, thereby limiting the movement of the oil guide member 312 away from the blocking member 311 along the first direction Y. In other words, the blocking member 311 and the first axial limiting boss 317 work together to axially limit the oil guide member 312. When the oil-cooled powertrain 10 is subjected to external forces, the position of the oil guide member 312 within the reducer 300 does not change significantly. In one embodiment, the second axial limiting boss 302 is spaced from the radial oil passage 3121 of the oil guide member along the circumferential direction C of the oil guide member 312 (as shown in FIG. 18 ). In the embodiment of the present application, the second axial limiting boss 302 and the radial oil passage 3121 of the oil guide member are spaced apart in the circumferential direction C of the oil guide member 312 , so that the circulation of the cooling oil will not be disturbed by the second axial limiting boss 302 .

[0193] Please refer to Figures 19 and 20. Figure 19 is a schematic structural diagram of a reducer end cover 310 provided in an embodiment of the present application. Figure 20 is a schematic structural diagram of an oil guide member 312 provided in an embodiment of the present application. In one embodiment, the first axial limiting boss 317 includes a circumferential limiting groove 3171 (as shown in Figure 19). The circumferential limiting groove 3171 is recessed from the outer peripheral surface of the first axial limiting boss 317 to the inner surface of the fixing hole 313 along the radial direction R of the reducer input shaft 330 (as shown in Figure 19). The reducer 300 also includes a circumferential limiting boss 303, which is recessed along the radial direction R of the reducer input shaft 330. The radial R circumferential limit boss 303 of 30 protrudes from the outer surface of the oil guide part 312 toward the hole wall of the fixing hole 313 (as shown in Figure 20), and the circumferential limit boss 303 is located on the side of the second axial limit boss 302 close to the circumferential limit groove 3171 along the first direction Y (as shown in combination with Figures 19 and 20). The circumferential limit boss 303 is located on the side of the second axial limit boss 302 close to the reducer input shaft 330 along the first direction Y (as shown in combination with Figures 19 and 20), and the circumferential limit boss 303 is located in the circumferential limit groove 3171 (as shown in combination with Figures 19 and 20).

[0194] In the embodiment of the present application, the concave direction of the circumferential limiting groove 3171 is the same as the protruding direction of the circumferential limiting boss 303. The circumferential limiting groove 3171 cooperates with the circumferential limiting boss 303 to circumferentially limit the oil guide member 312, thereby preventing the oil guide member 312 from significantly rotating circumferentially about the reducer input shaft 330 when the reducer 300 is operating at high speed. The circumferential limiting boss 303 is positioned adjacent to the second axial limiting boss 302. When the circumferential limiting boss 303 is located in the circumferential limiting groove 3171, the first axial limiting boss 317 and the second axial limiting boss 302 overlap in the first direction Y, reducing the displacement of the oil guide member 312 in the axial and circumferential directions about the reducer input shaft 330, thereby ensuring normal and stable operation of the reducer 300.

[0195] In one embodiment, the size of the bottom of the circumferential limiting groove 3171 is greater than the size of the circumferential limiting boss 303 in the circumferential direction of the reducer input shaft 330 (as shown in conjunction with Figures 19 and 20). In this embodiment of the present application, the circumferential size of the bottom of the circumferential limiting groove 3171 is greater than the circumferential size of the circumferential limiting boss 303, which facilitates the installation of the circumferential limiting boss 303 into the circumferential limiting groove 3171 and reduces wear between the circumferential limiting boss 303 and the circumferential limiting groove 3171.

[0196] In one embodiment, the first axial limiting boss 317 is spaced apart from each other by a plurality of circumferential limiting grooves 3171. The oil guide member 312 includes a plurality of circumferential limiting bosses 303, with the number of circumferential limiting grooves 3171 being equal to the number of circumferential limiting bosses 303. In this embodiment of the present application, the plurality of circumferential limiting grooves 3171 cooperates with the plurality of circumferential limiting bosses 303 to enhance the circumferential stability of the oil guide member 312 on the reducer input shaft 330.

[0197] In one embodiment, the second axial limiting boss 302 and the circumferential limiting boss 303 are integrally formed. This solution helps to enhance the structural strength of the second axial limiting boss 302 and the circumferential limiting boss 303. Moreover, since there is no gap between the second axial limiting boss 302 and the circumferential limiting boss 303 in the first direction Y, the second axial limiting boss 302 and the first axial limiting boss 317 are stacked more closely in the first direction Y, which helps to enhance the axial limiting effect of the oil guide member 312.

[0198] In one embodiment, the blocking member 311 and the oil guide member 312 are made of different materials: the blocking member 311 is made of metal, while the oil guide member 312 is made of plastic. In this embodiment of the present application, the blocking member 311 and the oil guide member 312 serve different functions: the blocking member 311 primarily serves as a seal and axial limiter, and the material of the blocking member 311 needs to have a certain degree of rigidity; while the oil guide member 312 primarily serves to guide the flow of cooling oil, and the material of the oil guide member 312 needs to be easy to process. In this solution, the blocking member 311 and the oil guide member 312 are made of different materials so that the blocking member 311 and the oil guide member 312 can meet different usage requirements. Specifically, the use of metal material for the sealing member 311 is conducive to improving the rigidity of the sealing member 311, ensuring that the cooling oil does not leak out of the oil-cooled power assembly 10 from the fixing hole 313, and the use of plastic material for the oil guide member 312 is conducive to reducing the processing difficulty of the radial oil channel 3121 and the axial oil channel 3122 of the oil guide member and the production cost of the oil guide member 312.

[0199] In one embodiment, the melting point of the oil guide member 312 is less than 80° C. This solution is beneficial for ensuring the stability of the oil guide member 312 .

[0200] In one embodiment, the blocking member 311 is fixed to the inner wall of the fixing hole 313 in the reducer end cover 310 by a threaded seal (not shown), so that the blocking member is sealed and fixed to the reducer end cover 310. In the embodiment of the present application, the blocking member 311 can limit the movement of the oil guide member 312 along the first direction Y close to the blocking member 311. In addition, since the blocking member 311 is sealed and connected to the fixing hole 313, the blocking member 311 can also achieve sealing of the cooling oil, preventing the cooling oil from leaking out of the oil-cooled powertrain 10 from the fixing hole 313. This solution simplifies the complex structure of the traditional end cover, bolts and sealing ring into a blocking member 311 and an oil guide member 312, thereby reducing the difficulty of assembly and reducing costs.

[0201] Please refer to Figures 3 and 21. Figure 21 is a partial exploded view of an oil-cooled powertrain 10 according to one embodiment of the present application. In one embodiment, along the first direction Y, the reducer end cover 310 and the AC output interface mounting hole 450 are arranged opposite each other (as shown in Figures 3 and 21). The DC input interface mounting hole 440 is arranged on the same side as the reducer end cover 310 (as shown in Figure 21).

[0202] In the embodiment of the present application, the DC input interface mounting hole 440 and the AC output interface mounting hole 450 are arranged relative to each other along the first direction Y, which is beneficial to avoid electrical interference between DC and AC during transmission, thereby improving safety performance. In addition, the layout between the motor controller 200 and the motor 100 is compact and regular, which is beneficial to reducing the volume of the oil-cooled powertrain 10, thereby optimizing the overall vehicle layout. In the embodiment of the present application, the power transmission path between the motor controller 200, the motor 100 and the reducer 300 is roughly U-shaped. The DC input interface mounting hole 440 and the reducer end cover 310 are arranged on the same side along the first direction Y, which conforms to the energy transmission path and helps to reduce energy loss.

[0203] Continuing with Figure 21 , in one embodiment, along the second direction Z, the blocking member 311 and the oil guide member 312 are located below the DC input interface mounting hole 440. Along the first direction Y, the distance between at least one of the blocking member 311 and the oil guide member 312 and the DC input interface mounting hole 440 is smaller than the distance between at least one of the blocking member 311 and the oil guide member 312 and the AC output interface mounting hole 450. In the embodiment of the present application, in the second direction Z, the reducer 300 is located below the motor controller 200, wherein the blocking member 311 and the oil guide member 312 are located below the DC input interface mounting hole 440, and the blocking member 311 and the oil guide member 312 are closer to the DC input interface mounting hole 440 relative to the AC output interface mounting hole 450 in the first direction Y. In accordance with the U-shaped power transmission path between the motor 100, the motor controller 200 and the reducer 300, this solution rationally arranges the components inside the oil-cooled powertrain 10, which is conducive to reducing the total volume of the oil-cooled powertrain 10 and improving the power density.

[0204] Please continue to refer to Figure 21. In one embodiment, the reducer end cover 310 and the controller accommodating cavity 430 are arranged along the first direction Y, and the blocking member 311 does not overlap with the projection of any one of the capacitor module 220 and the power module 230 along the first direction Y. In the embodiment of the present application, if the blocking member 311 at least partially overlaps with the projection of the capacitor module 220 and the power module 230 along the first direction Y, the blocking member 311 will occupy the adjacent areas of the capacitor module 220 and the power module 230 along the first direction Y, thereby interfering with the energy transfer of the motor controller 200. This solution rationally arranges the positions of the blocking member 311 and the capacitor module 220 and the power module 230 to ensure that the reducer 300 and the motor controller 200 both operate normally and do not affect each other.

[0205] Please continue to refer to Figure 21. In one embodiment, along the first direction Y, the projection of either the blocking member 311 or the oil guide member 312 does not overlap with the projection of the power interface mounting hole 460. This allows the power interface mounting hole 460 to be spaced apart from the oil passage of the reducer 300, or the controller housing cavity where the power interface mounting hole 460 is located to be spaced apart from the oil guide member 312 and the blocking member 311, so that there is enough space around the power interface in the power interface mounting hole 460 to connect to the power cord, facilitating charging operations. This solution rationally arranges the positions of the blocking member 311, the oil guide member 312, and the power interface mounting hole 460 to ensure that the reducer 300 and the motor controller 200 both operate normally and do not affect each other.

[0206] Continuing with FIG. 21 , in one embodiment, along the second direction Z and the third direction X, either the blocking member 311 or the oil guide member 312 is spaced apart from the power interface mounting hole 460. In this embodiment of the present application, no energy is transferred between the blocking member 311, the oil guide member 312, and the power interface mounting hole 460. In the second direction Z and the third direction X, both the blocking member 311 and the oil guide member 312 are spaced apart from the power interface mounting hole 460, ensuring sufficient space around the power interface in the power interface mounting hole 460 for connection to a power cord, thereby facilitating charging operations.

[0207] Please refer to Figures 12, 15 to 17 in combination. Figure 15 is a structural schematic diagram of the reducer input shaft 330 and the motor shaft 140 provided in an embodiment of the present application. Figure 16 is a cross-sectional view of the reducer input shaft 330 and the motor shaft 140 shown in Figure 15 along BB. Figure 17 is a structural schematic diagram of the oil pipe 340 provided in an embodiment of the present application.

[0208] In one embodiment, along the motor radial direction R, the motor shaft 140 and the reducer input shaft 330 are fixedly connected by a spline 105 (as shown in conjunction with Figures 12, 15, and 16), and the oil pipe 340 includes at least one spline lubricating oil hole 342 (as shown in Figure 17). The motor shaft cavity 143 is used to accommodate a portion of the oil pipe 340 (as shown in Figure 12). Along the motor radial direction R, the projections of the oil pipe 340, the motor shaft 140, and the reducer input shaft 330 partially overlap (as shown in Figure 12). The spline lubricating oil hole 342 passes through the oil pipe 340 along the motor radial direction R (as shown in Figure 17). Along the motor radial direction R, the projections of the spline lubricating oil hole 342, the motor shaft 140, and the reducer input shaft 330 partially overlap (as shown in conjunction with Figures 12 and 17). The motor radial direction R refers to the radial direction of the motor shaft 140.

[0209] In the embodiment of the present application, a portion of the outer wall of the motor shaft 140 and a portion of the inner wall of the reducer shaft cavity 331 are correspondingly provided with splines 105. The splines of the motor shaft 140 cooperate with the splines of the reducer shaft cavity 331, so that the motor shaft 140 can transmit torque to the reducer input shaft 330 through the splines 105, thereby realizing a transmission connection between the motor shaft 140 and the reducer input shaft 330. In the following embodiments, the splines 105 can be the splines of the motor shaft 140, or the splines of the reducer input shaft 330, or the splines of the motor shaft 140 and the splines of the reducer input shaft 330.

[0210] The spline 105 may wear when transmitting torque. To avoid failure, the spline 105 needs to be properly lubricated. In the embodiment of the present application, the oil pipe 340 includes at least one spline lubricating oil hole 342, which is used to transmit cooling oil to the spline 105. The spline lubricating oil hole 342 penetrates the motor shaft 140 along the motor radial direction R. The projections of the spline lubricating oil hole 342, the motor shaft 140, and the reducer input shaft 330 on the motor radial direction R partially overlap, so that the cooling oil flowing into the oil pipe 340 can flow through the spline lubricating oil hole 342 to the splines 105 of the motor shaft 140 and the reducer input shaft 330 to lubricate the spline 105 and reduce wear.

[0211] It should be noted that, in the embodiment of the present application, the projection along the motor radial direction R refers to the projection along the motor radial direction R on a projection plane perpendicular to the motor radial direction R. The projection plane of the projection along the motor radial direction R is perpendicular to the motor radial direction R. The projection along the motor axial direction Y refers to the projection along the motor axial direction Y on a projection plane perpendicular to the motor axial direction Y. The projection plane of the projection along the motor axial direction Y is perpendicular to the motor axial direction Y.

[0212] In the embodiment of the present application, the projection surfaces of the oil pipe 340 , the spline lubricating oil hole 342 , the motor shaft 140 and the reducer input shaft 330 along the radial direction R of the motor are the same.

[0213] In one embodiment, the spline lubrication oil hole 342 is provided in a portion of the oil passage 340 located in the motor shaft cavity 143 .

[0214] Continuing with Figures 14 and 17 , in one embodiment, the oil pipe 340 includes at least one spline oil guide groove 343 (as shown in Figures 17 and 14 ), which is connected to the spline lubricating oil hole 342 (as shown in Figure 17 ). Along the motor radial direction R, the spline oil guide groove 343 is recessed from the outer circumference of the oil pipe 340 toward the reducer input shaft 330 (as shown in Figure 17 ). Along the motor axial direction Y, the spline lubricating oil hole 342 is connected to the end face of the oil pipe 340 (as shown in Figure 17 ). Along the motor radial direction R, the projections of the spline oil guide groove 343, the motor shaft 140, and the reducer input shaft 330 partially overlap (as shown in Figures 17 and 14 ). The spline 105, the spline lubricating oil hole 342 and the spline oil guide groove 343 are arranged along the motor axial direction Y (as shown in combination with Figure 17 and Figure 14), and the spline lubricating oil hole 342 and the spline oil guide groove 343 are adjacent along the motor axial direction Y (as shown in Figure 17).

[0215] In the embodiment of the present application, the spline lubricating oil hole 342 is located within the motor shaft cavity 143. The main function of the spline lubricating oil hole 342 is to guide the cooling oil to the outside of the oil passage 340. In this case, the flow of the cooling oil needs to be further guided so that the cooling oil flowing out of the spline lubricating oil hole 342 flows to the spline 105 outside the motor shaft cavity 143. In this solution, a spline oil guide groove 343 is provided in the oil passage 340. The spline oil guide groove 343 is connected to the spline lubricating oil hole 342. The spline lubricating oil hole 342 and the spline oil guide groove 343 are adjacently arranged along the motor axial direction Y. The spline oil guide groove 343 is recessed from the outer peripheral surface of the oil passage 340 away from the reducer input shaft 330, so that the spline oil guide groove 343 can be used to transport the cooling oil flowing out of the spline lubricating oil hole 342 to the spline 105.

[0216] In the embodiment of the present application, the spline lubricating oil hole 342 is connected to the end surface of the oil passage 340 in the motor axial direction Y, and the spline lubricating oil hole 342 and the end surface of the oil passage 340 form a groove. In some embodiments, the spline lubricating oil hole 342 is not connected to the end surface of the oil passage 340 in the motor axial direction Y. In this case, the spline lubricating oil hole 342 is an independent through hole.

[0217] Please continue to refer to Figure 17. In one embodiment, the oil pipe 340 includes a plurality of spline lubricating oil holes 342 and a plurality of spline oil guide grooves 343. Each spline lubricating oil hole 342 is adjacent to and connected to a spline oil guide groove 343 along the motor axial direction Y. The plurality of spline lubricating oil holes 342 are arranged at intervals along the motor circumferential direction C, and the plurality of spline oil guide grooves 343 are arranged at intervals along the motor circumferential direction C. Along the motor axial direction Y, the aperture of the spline lubricating oil hole 342 is smaller than the length of the spline oil guide groove 343. Along the motor circumferential direction C, the aperture of the spline lubricating oil hole 342 is smaller than the width of the spline oil guide groove 343. The motor circumferential direction C refers to the circumferential direction of the motor shaft 140.

[0218] In an embodiment of the present application, a plurality of spline lubricating oil holes 342 and a plurality of spline oil guide grooves 343 are correspondingly arranged in the oil pipe 340. The plurality of spline lubricating oil holes 342 are arranged at intervals along the circumferential direction C of the motor, and the plurality of spline oil guide grooves 343 are arranged at intervals along the circumferential direction C of the motor, so that the cooling oil can flow from different positions to the spline 105 of the motor shaft 140 and the spline 105 of the reducer input shaft 330, thereby improving the lubrication effect of the cooling oil on the spline 105 and avoiding failure of the spline 105.

[0219] In the embodiment of the present application, the diameter of the spline lubricating oil hole 342 is smaller than the length of the spline oil guide groove 343 in the motor axial direction Y. The relatively small diameter of the spline lubricating oil hole 342 can avoid the need for an overly large through-hole at the end face of the oil passage 340, thereby improving the structural strength of the oil passage 340. The relatively large length of the spline oil guide groove 343 in the motor axial direction Y facilitates the spline oil guide groove 343 in guiding the flow of cooling oil. If the spline oil guide groove 343 is too short, it may make it difficult for the cooling oil to flow to the spline 105. In the motor circumferential direction C, the width of the spline oil guide groove 343 is larger than the diameter of the spline lubricating oil hole 342, which helps reduce the flow resistance of the cooling oil in the spline oil guide groove 343.

[0220] Please continue to refer to Figures 14 and 17. In one embodiment, the oil-cooled powertrain 10 also includes a first fixed structure 344 (as shown in Figures 14 and 17). The oil pipe 340 is sealed and fixed to the inner wall of the reducer shaft cavity 331 through the first fixed structure 344. Along the motor radial direction R, the oil pipe 340, the first fixed structure 344 and the reducer 300 are arranged in sequence (as shown in Figure 14). Along the motor axial direction Y, the motor shaft 140 and the first fixed structure 344 are spaced apart (as shown in Figure 14), and the spline 105 and the first fixed structure 344 are spaced apart (as shown in Figure 14), and the distance between the motor shaft 140 and the first fixed structure 344 is less than the distance between the spline 105 and the first fixed structure 344. The spline lubricating oil hole 342, the spline oil guide groove 343, and the first fixed structure 344 are arranged along the motor axial direction Y (as shown in Figure 17).

[0221] In an embodiment of the present application, in the motor radial direction R, the first fixing structure 344 is located between the oil pipe 340 and the reducer shaft cavity 331. The oil pipe 340 is fixed in the reducer shaft cavity 331 along the motor radial direction R by the first fixing structure 344. In one embodiment, the first fixing structure 344 has an interference fit with the inner wall of the reducer shaft cavity 331, which is conducive to keeping the oil pipe 340 and the reducer shaft cavity 331 relatively fixed, so that the oil pipe 340 can stably transmit cooling oil. In the motor axial direction Y, the spline lubricating oil hole 342, the spline oil guide groove 343 and the first fixing structure 344 are arranged along the motor axial direction Y. There are gaps between the first fixing structure 344 and the motor shaft 140, and between the first fixing structure 344 and the spline 105. After the cooling oil flows through the spline lubricating oil hole 342 and the spline oil guide groove 343, it flows to the spline 105 through the above two gaps.

[0222] Continuing with FIG. 14 , in the embodiment of the present application, in the motor axial direction Y, the distance between the motor shaft 140 and the first fixing structure 344 is smaller than the distance between the spline 105 and the first fixing structure 344. The distance between the motor shaft 140 and the first fixing structure 344 refers to the distance between the end face of the motor shaft 140 closest to the first fixing structure 344 and the first fixing structure 344. In the motor axial direction Y, the spline 105 is located on the side of the end face of the motor shaft 140 away from the first fixing structure 344. The direction of cooling oil flowing from the first fixing structure 344 to the spline 105 is the same as the arrangement direction of the reducer 300 and the motor 100. This allows the cooling oil, after flowing through the spline 105, to further cool and lubricate other components of the motor 100 along the motor axial direction Y, thereby improving the cooling effect on the motor 100.

[0223] In one embodiment, the oil pipe 340 is integrally formed with the first fixing structure 344. This solution can enhance the stability of the oil pipe 340 fixedly connected to the reducer shaft cavity 331 in the motor radial direction R, and helps the first fixing structure 344 stably guide the cooling oil to flow toward the spline 105.

[0224] Continuing with Figures 14 and 17 , in one embodiment, the first fixing structure 344 includes a sealing groove 3441 (as shown in Figure 17 ). The sealing groove 3441 is configured to accommodate a sealing ring 3442 (as shown in conjunction with Figures 14 and 17 ). The first fixing structure 344 is sealed and secured to the reducer input shaft 330 via the sealing ring 3442. Along the motor radial direction R, the sealing groove 3441 is recessed from the outer circumference of the first fixing structure 344 away from the reducer input shaft 330 (as shown in conjunction with Figures 14 and 17 ). Along the motor circumferential direction C, the sealing groove 3441 and the first fixing structure 344 both encircle the oil passage 340 (as shown in Figure 17 ).

[0225] In the embodiment of the present application, the sealing groove 3441 is recessed along the motor radial direction R toward the oil passage 340. A sealing ring 3442 is placed within the sealing groove 3441. In the motor radial direction R, the sealing ring 3442 is located between the sealing groove 3441 and the inner wall of the reducer shaft cavity 331. If the sealing effect between the first fixing structure 344 and the reducer shaft cavity 331 is poor, when the cooling oil flows to the first fixing structure 344, it may flow away from the spline 105 through the gap between the first fixing structure 344 and the reducer shaft cavity 331, resulting in impaired lubrication of the spline 105 and waste of cooling oil. The sealing groove 3441 is fixed to the reducer shaft cavity 331 at both ends along the motor axial direction Y in the motor radial direction R. The first fixing structure 344, the sealing groove 3441 and the sealing ring 3442 are used together to seal and fix the oil pipe 340 and the reducer input shaft 330, prevent the oil pipe 340 and the reducer input shaft 330 from relative displacement, avoid the cooling oil from flowing in a direction away from the spline 105, and improve the utilization rate of the cooling oil.

[0226] In the embodiment of the present application, the area enclosed by the reducer shaft cavity 331 is roughly cylindrical, and the sealing groove 3441 and the first fixed structure 344 surround the oil pipe 340 along the circumference C of the motor, adapting to the structural characteristics of the reducer shaft cavity 331, and facilitating strengthening the sealing and fixing effect between the first fixed structure 344 and the reducer shaft cavity 331.

[0227] Continuing with Figures 14 and 17 , in one embodiment, the oil passage 340 includes a bearing lubricating oil hole 345 (as shown in Figures 14 and 17 ). Along the motor radial direction R, the bearing lubricating oil hole 345 extends through the oil passage 340 (as shown in Figures 14 and 17 ). The bearing lubricating oil hole 345 is spaced apart from the inner wall of the reducer shaft cavity 331 (as shown in Figures 14 and 17 ). Along the motor axial direction Y, the spline lubricating oil hole 342, the first fixing structure 344, and the bearing lubricating oil hole 345 are spaced apart (as shown in Figure 17 ).

[0228] In the embodiment of the present application, the bearing lubricating oil hole 345 is used to deliver cooling oil to the reducer bearing 350 to lubricate the reducer bearing 350. The reducer bearing 350 is used to bear the load from the reducer input shaft 330. If the reducer bearing 350 is not lubricated sufficiently, it is easy to cause the reducer bearing 350 to burn or be damaged, thereby interfering with the normal operation of the reducer 300. In the motor radial direction R, the bearing lubricating oil hole 345 passes through the oil pipe 340. There is a gap between the bearing lubricating oil hole 345 and the inner wall of the reducer shaft cavity 331, so that the cooling oil in the oil pipe 340 can flow through the bearing lubricating oil hole 345 to the gap between the bearing lubricating oil hole 345 and the inner wall of the reducer shaft cavity 331, providing the prerequisite for the cooling oil to flow to the reducer bearing 350. The cooling oil flows in the oil pipe 340 to the bearing lubricating oil hole 345 and the spline lubricating oil hole 342 in turn. On the motor axial direction Y, the bearing lubricating oil hole 345, the first fixed structure 344 and the spline lubricating oil hole 342 are arranged at intervals, which can avoid crosstalk between the cooling oil flowing to the reducer bearing 350 and the cooling oil flowing to the spline 105, thereby improving the lubrication effect on the reducer bearing 350 and the spline 105.

[0229] Continuing with Figures 14 and 17 , in one embodiment, the oil-cooled powertrain 10 further includes a second fixing structure 346 (as shown in Figures 14 and 17 ). The second fixing structure 346 includes at least one bearing lubricating oil groove 3461 (as shown in Figures 14 and 17 ). The bearing lubricating oil hole 345 communicates with the bearing lubricating oil groove 3461. The oil pipe 340 is fixed to the inner wall of the reducer shaft cavity 331 via the second fixing structure 346 . Along the motor radial direction R, the bearing lubricating oil groove 3461 is recessed from the outer circumferential surface of the second fixing structure 346 toward the oil pipe 340 (as shown in Figure 17 ). Along the motor radial direction R, the oil pipe 340, the second fixing structure 346, and the reducer input shaft 330 are arranged in sequence (as shown in Figures 14 and 17 ). Along the motor axis Y, the bearing lubricating oil groove 3461 passes through the second fixing structure 346 (as shown in FIG17 ), and the spline lubricating oil hole 342 , the first fixing structure 344 , the bearing lubricating oil hole 345 and the second fixing structure 346 are arranged at intervals (as shown in FIG14 and FIG17 ).

[0230] In the embodiment of the present application, in the motor radial direction R, the second fixing structure 346 is located between the oil pipe 340 and the reducer shaft cavity 331. The bearing lubricating oil groove 3461 is recessed toward the oil pipe 340 along the motor radial direction R. The outer circumferential surface of the second fixing structure 346, excluding the bearing lubricating oil groove 3461, is used to fix the oil pipe 340 and the reducer shaft cavity 331. The bearing lubricating oil groove 3461 is connected to the bearing lubricating oil hole 345. The bearing lubricating oil groove 3461 penetrates the second fixing structure 346 along the motor axial direction Y, so that the bearing lubricating oil groove 3461 serves to guide the flow of cooling oil. Specifically, the cooling oil flows from the bearing lubricating oil hole 345 to the gap between the oil pipe 340 and the reducer shaft cavity 331, and then is guided to the reducer bearing 350 through the bearing lubricating oil groove 3461 to lubricate the reducer bearing 350.

[0231] In one embodiment, the second fixing structure 346 is integrally formed with the oil pipe 340. This solution can enhance the stability of the fixed connection between the oil pipe 340 and the reducer shaft cavity 331 in the radial direction of the motor, and helps the second fixing structure 346 to stably guide the flow of cooling oil.

[0232] Please continue to refer to Figures 12 and 14. In one embodiment, along the motor axial direction Y, the length of the oil pipe 340 is less than the length of the reducer input shaft 330 (as shown in Figure 12), and the lengths of the first fixed structure 344 and the second fixed structure 346 are both less than the distance between the first fixed structure 344 and the second fixed structure 346 (as shown in Figure 14).

[0233] In the embodiment of the present application, in the motor axial direction Y, the length of the oil pipe 340 is recorded as D8 (as shown in Figure 12), the length of the reducer input shaft 330 is recorded as D9, the length of the first fixed structure 344 is recorded as D10 (as shown in Figure 14), the length of the second fixed structure 346 is recorded as D11, and the distance between the first fixed structure 344 and the second fixed structure 346 is recorded as D12.

[0234] Among them, since the oil conveying pipe 340 and part of the motor shaft 140 are both located in the reducer shaft cavity 331, this solution sets D8 < D9 (as shown in Fig. 12), which can provide space for the reducer shaft cavity 331 to accommodate part of the motor shaft 140, and the relatively small dimension of the oil conveying pipe 340 along the motor axis Y is beneficial to cost reduction. The first fixing structure 344 and the second fixing structure 346 play similar roles in the reducer 300, both of which are to fix the oil conveying pipe 340 to the reducer shaft cavity 331 and guide the flow direction of the cooling oil. The first fixing structure 344 and the second fixing structure 346 are both in interference fit with the reducer shaft cavity 331 to achieve mutual fixation. This solution sets D10 < D12 and D11 < D12 (as shown in Fig. 14), which can reduce the assembly difficulty of the first fixing structure 344 and the second fixing structure 346 in the reducer shaft cavity 331 and is beneficial to cost reduction. In addition, the length of the second fixing structure 346 in the motor axis Y is equivalent to the length of the bearing lubricating oil groove 3461 in the motor axis Y. Therefore, setting D11 < D12 can also shorten the transmission path of the cooling oil in the bearing lubricating oil groove 3461, which is beneficial to reducing the transmission loss of the cooling oil between the bearing lubricating oil hole 345 and the reducer bearing 350.

[0235] Please continue to refer to Fig. 14. Along the motor axis Y, the distance between the first fixing structure 344 and the spline lubricating oil hole 342 is less than the distance between the first fixing structure 344 and the second fixing structure 346. Along the motor axis Y, the distance between the first fixing structure 344 and the bearing lubricating oil hole 345 is greater than the distance between the first fixing structure 344 and the spline lubricating oil hole 342. In the embodiment of the present application, along the motor axis Y, the distance between the first fixing structure 344 and the spline lubricating oil hole 342 is denoted as D13, and the distance between the first fixing structure 344 and the bearing lubricating oil hole 345 is denoted as D14. This solution sets D13 < D12 and D13 < D14 (as shown in Fig. 14). The relatively small distance between the first fixing structure 344 and the spline lubricating oil hole 342 can shorten the cooling path of the cooling oil between the spline lubricating oil hole 342 and the first fixing structure 344, reducing the loss of the cooling oil. The distances between the first fixing structure 344 and the second fixing structure 346 and between the first fixing structure 344 and the bearing lubricating oil hole 345 are relatively large, which can avoid interference between the cooling oils flowing to the spline 105 and the reducer bearing 350, and is beneficial to improving the lubrication effect on the spline 105 and the reducer bearing 350.

[0236] In one embodiment, the distance between the second fixing structure 346 and the bearing lubricating oil hole 345 is greater than the distance between the first fixing structure 344 and the spline lubricating oil hole 342. In the embodiment of the present application, in the axial direction Y of the motor, the distance between the second fixing structure 346 and the bearing lubricating oil hole 345 is denoted as D15. In this solution, D13 < D15 (as shown in FIG. 14). The distance between the first fixing structure 344 and the spline lubricating oil hole 342 is relatively small, which can shorten the cooling path of the cooling oil between the spline lubricating oil hole 342 and the first fixing structure 344 and reduce the loss of the cooling oil.

[0237] Please continue to refer to FIG. 17. In one embodiment, the second fixing structure 346 includes a plurality of bearing lubricating oil grooves 3461, and the plurality of bearing lubricating oil grooves 3461 are arranged at intervals along the circumferential direction C of the motor. The aperture of the bearing lubricating oil hole 345 is smaller than the length of each bearing lubricating oil groove 3461 along the axial direction Y of the motor, and the aperture of the bearing lubricating oil hole 345 is smaller than the length of each bearing lubricating oil groove 3461 along the circumferential direction C of the motor.

[0238] In the embodiment of the present application, the plurality of bearing lubricating oil grooves 3461 are spaced along the circumferential direction C of the motor on the second fixing structure 346, so that the cooling oil can flow to the reducer bearing 350 from different positions through the plurality of bearing lubricating oil grooves 3461, enhancing the lubrication effect on the reducer bearing 350. The aperture of the bearing lubricating oil hole 345 is smaller than the length of each bearing lubricating oil groove 3461 along the axial direction Y of the motor and the length of each bearing lubricating oil groove 3461 along the circumferential direction C of the motor. Among them, the aperture of the bearing lubricating oil hole 345 is relatively small, which can avoid through holes with too large apertures in the oil pipe 340, improve the structural strength of the oil pipe 340, and is beneficial to restricting the flow rate of the cooling oil flowing through the bearing lubricating oil hole 345, so that the cooling oil in the oil pipe 340 is mainly used to cool the heat-generating components in the reducer 300 and the motor 100. The lengths of the bearing lubricating oil grooves 3461 along the axial direction Y and the circumferential direction C of the motor are relatively large, which can ensure the guiding effect of the bearing lubricating oil hole 345 on the cooling oil, so that the cooling oil flowing through the bearing lubricating oil hole 345 can lubricate the reducer bearing 350 specifically.

[0239] Please continue to refer to Figures 14 and 16. In one embodiment, the reducer 300 includes a reduction tooth 332 and a reducer bearing 350 (as shown in Figures 14 and 16). The reduction tooth 332 is fixed to the outer peripheral surface of the reducer input shaft 330 along the motor radial direction R (as shown in Figures 14 and 16), and the reducer bearing 350 is sleeved on the reducer input shaft 330 (as shown in Figure 14). Along the motor axial direction Y, the motor shaft 140, the reduction tooth 332 and the reducer bearing 350 are arranged at intervals (as shown in Figure 14). The projection of the bearing lubricating oil hole 345 along the motor radial direction R overlaps with the partial projection of the reduction tooth 332 along the motor radial direction R (as shown in Figure 14). The projection of the second fixing structure 346 along the motor radial direction R partially overlaps with the projection of the reducer bearing 350 along the motor radial direction R (as shown in Figure 14).

[0240] In the embodiment of the present application, the reduction gear 332 is used to mesh with the gear assembly in the reducer 300 and drive the gear assembly to rotate (not shown in the figure), and the gear assembly is used to be connected to the wheel transmission and drive the wheel to rotate (not shown in the figure).

[0241] In the embodiment of the present application, the reducer bearing 350 is sleeved on the reducer input shaft 330. The reducer bearing 350 is used to bear the load applied by the reducer input shaft 330. Cooling oil can lubricate the reducer bearing 350 through the bearing lubricating oil hole 345, which is beneficial to improving the service life of the reducer bearing 350. In the motor axial direction Y, the motor shaft 140, the reduction gear 332, and the reducer bearing 350 are spaced apart to avoid mutual interference during mechanical transmission and ensure the normal operation of the reducer 300 and the motor 100. In the motor radial direction R, the projection of the bearing lubricating oil hole 345 overlaps with the projection of the reduction gear 332. The projection of the second fixing structure 346 along the motor radial direction R partially overlaps with the projection of the reducer bearing 350 along the motor radial direction R, indicating that the reducer bearing 350 and the reduction gear 332 are adjacent to each other in the motor axial direction Y. In one embodiment, a gap is provided in the reducer bearing 350, and cooling oil flowing into the reducer bearing 350 flows through the gap in the reducer bearing 350 to the reduction gear 332. The cooling oil lubricates the reducer bearing 350 and the reduction gear 332 in sequence to ensure that the reducer 300 operates normally.

[0242] Among them, the projection surface of the bearing lubricating oil hole 345 along the motor radial direction R is the same as the projection surface of the reduction tooth 332 along the motor radial direction R, and the projection surface of the second fixed structure 346 along the motor radial direction R is the same as the projection surface of the reducer bearing 350 along the motor radial direction R.

[0243] In one embodiment, the reducer end cover 310 also includes a reducer bearing chamber 315 (as shown in FIG14 ). The reducer bearing chamber 315 is recessed from the reducer end cover 310 in a first direction Y in a direction away from the reducer input shaft 330. The reducer bearing 350 is sleeved on the reducer input shaft 330 and is located in the reducer bearing chamber 315. The reducer bearing chamber 315 is connected to the bearing lubricating oil groove 3461. In the embodiment of the present application, the cooling oil in the oil pipe 340 flows through the bearing lubricating oil hole 345 and the bearing lubricating oil groove 3461 in sequence, and flows to the reducer bearing chamber 315 through the gap between the reducer input shaft 330 and the reducer end cover 310 to lubricate the reducer bearing 350, thereby preventing damage to the reducer bearing 350, increasing its service life, and ensuring long-term stable operation of the reducer 300. The reducer bearing chamber 315 can also be used to temporarily store liquid so that the reducer bearing 350 is better lubricated.

[0244] Continuing with Figure 14 , in one embodiment, the reducer input shaft 330 and reducer end cap 310 are spaced apart, and the oil pipe 340, oil guide 312, and blocking member 311 are spaced apart. Along the motor axis Y, the reduction gear 332, reducer bearing 350, oil guide 312, and blocking member 311 are spaced apart.

[0245] In the embodiment of the present application, the reducer input shaft 330 and the reducer end cover 310 are spaced apart in the motor axial direction Y, providing space for the oil guide member 312 to be arranged between the reducer end cover 310 and the reducer input shaft 330. The blocking member 311 and the oil guide member 312 are spaced apart along the motor axial direction Y, which can effectively reduce the force and wear on the oil guide member 312, increase the service life, and ensure the flow guiding effect of the oil guide member 312. The reduction gear and the reducer bearing 350 are spaced apart in the motor axial direction Y, which can avoid wear between the reduction gear and the reducer bearing 350 and increase the service life. The reduction gear 332 and the reducer bearing 350 are spaced apart from the oil guide member 312 and the blocking member 311, so that even if there is a design tolerance, it will not affect the assembly of the above structure, reducing the difficulty of design and assembly.

[0246] Please refer to Figures 22 to 24. Figure 22 is a structural schematic diagram of the oil-cooled powertrain 10 provided in one embodiment of the present application. Figure 23 is a cross-sectional view of the oil-cooled powertrain 10 shown in Figure 22 along CC. Figure 24 is a partial enlarged view of the M4 part of the oil-cooled powertrain 10 shown in Figure 23.

[0247] In one embodiment, the motor 100 includes a motor rotor 190 and a motor bearing 180 (as shown in conjunction with Figures 22 to 24). The motor end cap 110 and the motor rotor 190 are spaced apart along the motor axial direction Y (as shown in Figure 23). The motor end cap 110 includes a motor shaft hole 111 (as shown in Figure 24). The motor shaft hole 111 is used to accommodate the motor bearing 180 and a portion of the motor shaft 140 (as shown in conjunction with Figures 23 and 24). The motor bearing 180 is sleeved on the motor shaft 140 (as shown in Figures 23 and 24). The motor shaft 140 is rotatably connected to the motor end cap 110 via the motor bearing 180. The motor shaft 140 includes at least one motor bearing lubricating oil hole 144 (as shown in Figure 24). The motor shaft hole 111 extends through the motor end cap 110 along the motor axial direction Y. The motor bearing lubricating oil hole 144 extends through the motor shaft 140 along the motor radial direction R (as shown in Figure 24). Along the motor axial direction Y, the motor bearing lubricating oil holes 144, the motor bearing 180 and the motor rotor 190 are arranged at intervals (as shown in combination with FIG. 23 and FIG. 24 ).

[0248] In the embodiment of the present application, the motor rotor 190 is fixedly connected to the motor shaft 140 and is rotationally connected to the motor end cap 110, so that the motor shaft 140 rotates relative to the motor end cap 110 along with the motor rotor 190. The motor stator 120 is rotationally connected to the motor shaft 140, so that the motor shaft 140 can rotate relative to the motor stator 120, converting electrical energy into mechanical energy. The output end of the motor shaft 140 is used to transmit mechanical energy. In the embodiment of the present application, the motor winding 130 is the winding in the motor stator 120. In one embodiment, the motor winding 130 also includes the winding in the motor rotor, or the winding of the motor stator and the winding of the motor rotor.

[0249] In an embodiment of the present application, the motor bearing 180 is sleeved on the outside of the motor shaft 140, and the space enclosed on the inside of the motor shaft 140 forms a motor shaft cavity 143. Among them, the motor bearing 180 is used to bear the load from the motor shaft 140, reduce friction, and ensure that the motor 100 runs smoothly under high-speed conditions. If the motor bearing 180 is not lubricated enough, the motor bearing 180 may be burned or damaged. In an embodiment of the present application, the motor bearing lubricating oil hole 144 passes through the motor shaft 140 along the motor radial direction R, and the motor bearing lubricating oil hole 144 is connected to the motor shaft cavity 143, so that the cooling oil in the motor shaft cavity 143 can be transported to the motor bearing 180 on the outside of the motor shaft 140 through the motor bearing lubricating oil hole 144. In one embodiment, the motor bearing 180 includes a steel ball and a ring, and the steel ball is movably arranged in the ring. The cooling oil enters the gap between the steel ball and the ring through the motor bearing lubricating oil hole 144, which is conducive to reducing the wear between the steel ball and the ring, thereby improving the life of the motor bearing 180.

[0250] In one embodiment, the motor shaft cavity 143 is connected to a heat exchanger 500 in the vehicle through the reducer shaft cavity 331. The heat exchanger is used to transport cooling oil to the motor shaft cavity 143. The cooling oil enters the motor shaft cavity 143 through the oil pipe 340 in the reducer shaft cavity 331. Since the heat exchanger 500 is disposed on the side of the motor rotor 190 away from the motor bearing 180 along the motor axial direction Y, if the motor bearing lubricating oil hole 144 is not provided on the motor shaft 140, in order to lubricate the motor bearing 180, it is necessary to increase the flow rate or flow velocity of the cooling oil in the motor 100. The cooling oil on the side of the motor bearing 180 closer to the motor rotor 190 along the motor axial direction Y is used for cooling and lubrication. Due to the increased amount of cooling oil used, the cost will increase. The increased cooling oil is difficult to accurately flow to the motor bearing 180, resulting in poor lubrication effect. In the embodiment of the present application, a motor bearing lubricating oil hole 144 is opened through the motor shaft 140. The cooling oil can be transported from the motor shaft cavity 143 inside the motor shaft 140 to the motor bearing 180 outside the motor shaft 140 through the motor bearing lubricating oil hole 144. Without increasing the amount of cooling oil, the motor bearing 180 can be effectively lubricated, thereby avoiding erosion or damage of the motor bearing 180 due to insufficient lubrication, thereby ensuring the normal operation of the motor 100.

[0251] In the embodiment of the present application, motor bearing lubricating oil hole 144 is used to deliver cooling oil to motor bearing 180, effectively lubricating motor bearing 180 and improving the service life of motor bearing 180 and the operating performance of motor 100. The amount of cooling oil used is relatively small, which helps reduce costs. Furthermore, the cooling oil performs both cooling and lubrication functions, which helps improve cooling oil utilization.

[0252] Continuing with FIG. 24 , in one embodiment, the motor 100 further includes a bearing wave pad 182. The bearing wave pad 182 is sleeved on the motor shaft 140 and has a gap therebetween. The gap in the bearing wave pad 182 connects the motor bearing lubricating oil hole 144 with the motor bearing 180. The bearing wave pad 182, the motor bearing 180, and the motor rotor 190 are arranged along the motor axial direction Y, with the bearing wave pad 182 adjacent to the motor bearing 180. The projection of the motor bearing lubricating oil hole 144 along the motor radial direction R is located within the projection of the bearing wave pad 182 along the motor radial direction R.

[0253] In the embodiment of the present application, the bearing wave washer 182 is a corrugated washer. The motor bearing 180 and the bearing wave washer 182 are arranged along the motor axial direction Y, allowing the bearing wave washer 182 to withstand the axial force from the motor bearing 180 and eliminate noise and vibration, thereby improving motor performance. A gap is provided in the bearing wave washer 182. In the motor radial direction R, the projection of the motor bearing lubricating oil hole 144 is located within the projection of the bearing wave washer 182. This allows the cooling oil in the motor shaft cavity 143 to flow out of the motor bearing lubricating oil hole 144 and then flow into the gap of the bearing wave washer 182 and the motor bearing 180 in sequence. The projection of the motor bearing lubricating oil hole 144 refers to the projection of the area enclosed by the motor bearing lubricating oil hole 144. The placement of the bearing wave washer 182 near the motor bearing 180 along the motor axial direction Y helps shorten the transmission path of the cooling oil between the motor bearing lubricating oil hole 144 and the motor bearing 180, thereby reducing losses.

[0254] Continuing with FIG. 24 , in one embodiment, the motor shaft 140 includes a plurality of motor bearing lubricating oil holes 144 , which are spaced apart along the motor circumferential direction C. The diameter of each motor bearing lubricating oil hole 144 along the motor axial direction Y is smaller than the length of the bearing wave pad 182 along the motor axial direction Y. Along the motor circumferential direction C, the diameter of each motor bearing lubricating oil hole 144 is smaller than the spacing between two adjacent motor bearing lubricating oil holes 144 .

[0255] In an embodiment of the present application, a plurality of motor bearing lubricating oil holes 144 are provided at intervals on the motor shaft 140, so that the amount of cooling oil delivered to the motor bearing 180 is increased, and different parts of the motor bearing 180 can be lubricated, thereby avoiding insufficient local lubrication of the motor bearing 180. For example, the number of motor bearing lubricating oil holes 144 can be 2, 3, 4, or other positive integers greater than 1. Along the motor axial direction Y, the aperture of the motor bearing lubricating oil hole 144 is smaller than the length of the bearing wave pad 182, ensuring that the cooling oil flowing through the motor bearing lubricating oil hole 144 can flow into the gap between the bearing wave pad 182, thereby improving the utilization rate of the cooling oil. Along the motor circumferential direction C, the aperture of the motor bearing lubricating oil hole 144 is smaller than the spacing between two adjacent motor bearing lubricating oil holes 144. The aperture of the motor bearing lubricating oil hole 144 is set in a relatively small range to avoid opening an excessively large through hole on the motor shaft 140, thereby improving the structural strength of the motor shaft 140. Setting the distance between two adjacent motor bearing lubricating oil holes 144 within a relatively large range is equivalent to limiting the number of motor bearing lubricating oil holes 144, which can prevent excessive cooling oil from flowing out of the motor shaft cavity 143 from the motor bearing lubricating oil holes 144, thereby ensuring the cooling and lubricating effect of the cooling oil on other components in the motor 100.

[0256] In one embodiment, the plurality of motor bearing lubricating oil holes 144 are evenly spaced along the motor circumference C. This solution is beneficial for ensuring the dynamic balance performance of the motor shaft 140 .

[0257] Please continue to refer to Figures 23 and 24. In one embodiment, the motor 100 further includes a resolver sensor stator 170. The resolver sensor stator 170 and the motor bearing 180 are both sleeved on the motor shaft 140 and located in the motor shaft hole 111 (as shown in Figures 23 and 24). The resolver sensor stator 170, the motor bearing 180, and the motor stator 120 are arranged along the axial direction of the motor shaft 140 (as shown in combination with Figures 23 and 24). The resolver sensor stator 170, the motor shaft 140, the motor bearing 180, and the wall of the motor shaft hole 111 form a motor bearing chamber 181 (as shown in Figure 24). The motor bearing lubricating oil hole is connected to the motor bearing chamber 181 (as shown in Figure 24).

[0258] In the embodiment of the present application, the motor bearing 180 and the bearing wave pad are located within the motor bearing chamber 181. The motor bearing lubricating oil hole is connected to the motor bearing chamber 181. Cooling oil can enter the motor bearing chamber 181 through the motor bearing lubricating oil hole and contact the motor bearing 180 to lubricate the motor bearing 180, thereby preventing damage to the motor bearing 180, extending its service life, and ensuring long-term stable operation of the motor 100. The motor bearing chamber 181 can also be used to temporarily store liquid to better lubricate the motor bearing 180.

[0259] Continuing with Figures 23 and 24, in one embodiment, the motor shaft 140 further includes at least one rotor diverter hole 145 (as shown in Figure 23). Along the motor radial direction R, the rotor diverter hole 145 extends through the motor shaft 140, and the projection of the rotor diverter hole 145 at least partially overlaps with the projection of the motor rotor 190 (as shown in Figure 23). Along the motor axial direction Y, the motor bearing lubricating oil hole 144, the motor bearing 180, and the rotor diverter hole 145 are arranged in an alternating pattern (as shown in Figures 23 and 24). The diameter of the rotor diverter hole 145 is larger than the diameter of the motor bearing lubricating oil hole 144 (as shown in Figures 23 and 24).

[0260] In an embodiment of the present application, the motor rotor 190 is sleeved on the outside of the motor shaft 140, and the rotor diverter hole 145 passes through the motor shaft 140 along the motor radial direction R. The rotor diverter hole 145 is connected to the motor shaft cavity 143. In the motor radial direction R, the projection of the rotor diverter hole 145 and the projection of the motor rotor 190 at least partially overlap, so that the cooling oil in the motor shaft cavity 143 can be transported to the motor rotor 190 outside the motor shaft 140 through the rotor diverter hole 145 to cool the motor rotor 190, wherein the projection of the rotor diverter hole 145 on the motor radial direction R refers to the projection of the area enclosed by the rotor diverter hole 145 on the motor radial direction R. When the motor 100 is running at high speed, the motor rotor 190 generates a lot of heat and needs to be cooled. In this solution, a motor bearing lubricating oil hole 144 and a rotor diverter hole 145 are simultaneously opened on the motor shaft 140, and the aperture of the rotor diverter hole 145 is larger than the aperture of the motor bearing lubricating oil hole 144, so that when the motor 100 is in a high-speed working condition, the cooling oil mainly cools the motor rotor 190 through the rotor diverter hole 145. When the motor 100 is in a low-speed working condition, part of the cooling oil can lubricate the motor bearing 180 through the motor bearing lubricating oil hole 144, taking into account the cooling and lubrication needs of the motor 100 in different situations, thereby improving the working performance of the motor 100.

[0261] Continuing with Figure 23, in one embodiment, the motor rotor 190 includes a rotor end plate 191 and a rotor core 192. Both the rotor end plate 191 and the rotor core 192 are sleeved onto the motor shaft 140. Along the motor axial direction Y, the rotor end plates 191 are arranged on either side of the rotor core 192. The rotor end plate 191 includes an end plate axial hole (not shown) extending through the rotor end plate 191 along the motor axial direction Y. A rotor oil passage is provided within the rotor core 192. The end plate axial hole connects the rotor oil passage to the rotor diverter hole 145. The projection of the end plate axial hole in the motor radial direction R overlaps the projection of the rotor diverter hole 145 in the motor radial direction R. In one embodiment, the end plate axial hole is also used to adjust the dynamic balance of the motor rotor 190. The rotor end plate 191 may also be referred to as a dynamic balancing end plate. In one embodiment, the rotor end plate 191 is used to axially position the rotor core 192.

[0262] Continuing with Figures 23 and 24 , in one embodiment, the motor shaft 140 includes a plurality of motor bearing lubricating oil holes 144 and a plurality of rotor diverter holes 145 (shown in conjunction with Figures 23 and 24 ). The plurality of motor bearing lubricating oil holes 144 are spaced apart along the motor circumferential direction C (shown in Figure 24 ). The total length of the plurality of motor bearing lubricating oil holes 144 is less than the total length of the plurality of rotor diverter holes 145 (shown in conjunction with Figures 23 and 24 ).

[0263] In the embodiment of the present application, multiple rotor diverter holes 145 are provided on the motor shaft 140 to increase the amount of cooling oil delivered to the motor rotor 190, thereby cooling different portions of the motor rotor 190 and preventing local overheating of the motor rotor 190. The total length of the multiple motor bearing lubricating oil holes 144 is smaller than the total length of the multiple rotor diverter holes 145, thereby ensuring proper distribution of the cooling oil and preventing excessive cooling oil from being used to lubricate the motor bearings 180 and insufficiently cooling the motor rotor 190.

[0264] In one embodiment, the ratio of the diameter of each rotor diverter hole 145 to the diameter of each motor bearing lubricating oil hole 144 is greater than or equal to 2 and less than or equal to 4.

[0265] In an embodiment of the present application, the aperture of the rotor diverter hole 145 and the aperture of the motor bearing lubricating oil hole 144 are set in a range greater than or equal to 2 and less than or equal to 4, and relatively more cooling oil can flow out through the rotor diverter hole 145. When the motor 100 is in a high-speed working condition, the cooling oil mainly cools the motor rotor 190 through the rotor diverter hole 145. When the motor 100 is in a low-speed working condition, a small amount of cooling oil can lubricate the motor bearing 180 through the motor bearing lubricating oil hole 144.

[0266] Continuing with FIG. 24 , in one embodiment, the motor 100 further includes a shaft hole sealing member 146 , wherein the shaft hole sealing member 146 includes a radial sealing portion 1461 and a lubricating oil circulation portion 1462. Along the motor radial direction R, the radial sealing portion 1461 is configured to seal and securely engage the inner wall of the motor shaft cavity 143 . The radial sealing portion 1461, the lubricating oil circulation portion 1462, and the rotor diverter hole 145 are arranged along the motor axial direction Y, with the lubricating oil circulation portion 1462 secured to the radial sealing portion 1461 . Along the motor radial direction R, the lubricating oil circulation portion 1462 is spaced from the inner wall of the motor shaft cavity 143 , and the projection of the motor bearing lubricating oil hole 144 along the motor radial direction R is located within the projection of the lubricating oil circulation portion 1462 along the motor radial direction R.

[0267] In the embodiment of the present application, the shaft hole sealing member 146 includes a fixed radial sealing portion 1461 and a lubricating oil circulation portion 1462. In the motor axial direction Y, the radial sealing portion 1461 is located on the side of the lubricating oil circulation portion 1462 away from the rotor diverter hole 145. The radial sealing portion 1461 is sealed and fixed to the inner wall of the motor shaft cavity 143 to prevent the cooling oil from flowing out of the motor shaft cavity 143 along the motor axial direction Y instead of flowing to the motor bearing lubricating oil hole 144. A gap is formed between the lubricating oil circulation portion 1462 and the inner wall of the motor shaft cavity 143 in the motor radial direction R. The projection of the lubricating oil circulation portion 1462 along the motor radial direction R covers the projection of the motor bearing lubricating oil hole 144 along the motor radial direction R, so that the cooling oil in the motor shaft cavity 143 can flow to the motor bearing lubricating oil hole 144 through the gap between the lubricating oil circulation portion 1462 and the inner wall of the motor shaft cavity 143 when flowing through the shaft hole sealing member 146. In the embodiment of the present application, a shaft hole blocking member 146 is provided in the motor shaft cavity 143 to increase the flow resistance of the cooling oil to the motor bearing lubricating oil hole 144, thereby reducing the aperture of the motor shaft 140 corresponding to the motor bearing lubricating oil hole 144 in the motor radial direction R, thereby controlling the flow of cooling oil used to lubricate the motor bearing 180 and preventing the cooling oil in the motor shaft cavity 143 from directly flowing out of the motor shaft cavity 143 along the motor axial direction Y. Furthermore, the shaft hole blocking member 146 prevents foreign matter from entering the motor shaft cavity 143.

[0268] In one embodiment, the radial sealing portion 1461 and the lubricating oil circulation portion 1462 are integrally formed. This solution is beneficial for enhancing the structural strength of the shaft hole sealing member 146.

[0269] Continuing with Figures 23 and 24 , in one embodiment, along the motor radial direction R, the distance between the lubricating oil circulation portion 1462 and the inner wall of the motor shaft cavity 143 is less than the diameter of the motor bearing lubricating oil hole 144 (as shown in Figure 24 ), and the distance between the lubricating oil circulation portion 1462 and the inner wall of the motor shaft cavity 143 is less than the diameter of the rotor diverter hole 145 (as shown in Figures 23 and 24 ). The length of the lubricating oil circulation portion 1462 along the motor axial direction Y is greater than the diameter of the motor bearing lubricating oil hole 144 (as shown in Figure 24 ).

[0270] In the embodiment of the present application, the lubricating oil circulation portion 1462 is spaced apart from the inner wall of the motor shaft cavity 143 in the motor radial direction R. The gap between the lubricating oil circulation portion 1462 and the inner wall of the motor shaft cavity 143 in the motor radial direction R is smaller than the aperture of the motor bearing lubricating oil hole 144 and the aperture of the rotor diverter hole 145, so that the lubricating oil circulation portion 1462 limits the flow of cooling oil to the motor bearing 180, preventing excessive cooling oil from flowing through the motor bearing lubricating oil hole 144. The length of the lubricating oil circulation portion 1462 along the motor axial direction Y is set to be greater than the aperture of the motor bearing lubricating oil hole 144, so that the cooling oil first fills the gap between the lubricating oil circulation portion 1462 and the inner wall of the motor shaft cavity 143 before flowing into the motor bearing lubricating oil hole 144.

[0271] Please continue to refer to Figures 23 and 24. In one embodiment, along the motor axial direction Y, the distance between the rotor diverter hole 145 and the lubricating oil circulation portion 1462 is greater than the length of the lubricating oil circulation portion 1462 (as shown in combination with Figures 23 and 24), and the distance between the rotor diverter hole 145 and the lubricating oil circulation portion 1462 is greater than the distance between the lubricating oil circulation portion 1462 and the motor bearing 180 (as shown in combination with Figures 23 and 24).

[0272] In the embodiment of the present application, the length of the lubricating oil circulation portion 1462 along the motor axial direction Y is relatively small, which can prevent the lubricating oil circulation portion 1462 from occupying too large a size along the motor axial direction Y. If the length of the lubricating oil circulation portion 1462 is greater than the distance between the rotor diverter hole 145 and the lubricating oil circulation portion 1462, it will be difficult for the cooling oil to flow into the motor bearing lubricating oil hole 144 under both high-speed and low-speed conditions, thereby affecting the lubrication of the motor bearing 180. The distance between the lubricating oil circulation portion 1462 and the motor bearing 180 along the motor axial direction Y is relatively small, which can shorten the transmission path of the cooling oil between the lubricating oil circulation portion 1462 and the motor bearing 180, thereby reducing the loss of the cooling oil along the transmission path.

[0273] The above is a detailed introduction to the oil-cooled powertrain and electric vehicle provided in the embodiments of the present application. Specific examples are used herein to illustrate the principles and embodiments of the present application. The description of the above embodiments is only used to help understand the method and core idea of ​​the present application. At the same time, for those skilled in the art, according to the ideas of the present application, there may be changes in the specific embodiments and application scope. In summary, the content of this specification should not be understood as a limitation on the present application.

Claims

1. An oil-cooled powertrain, characterized in that: The invention comprises a reducer, a motor and an oil pipe, wherein the reducer comprises a reducer input shaft, the motor comprises a motor shaft, the reducer input shaft is fixedly connected to the motor shaft, the reducer input shaft comprises a reducer shaft cavity, the reducer shaft cavity is used to accommodate the oil pipe and part of the motor shaft, the oil pipe is relatively fixed to the reducer input shaft, and the motor shaft comprises a motor shaft cavity; Along the axial direction of the motor, the reducer shaft cavity passes through the reducer input shaft, and the motor shaft cavity passes through the motor shaft; The oil passage and the motor shaft are arranged along the axial direction of the motor, and the oil passage is communicated with the motor shaft cavity.

2. The oil-cooled powertrain according to claim 1, characterized in that: The motor shaft and the reducer input shaft are fixedly connected via splines along the radial direction of the motor, and the oil passage comprises at least one spline lubricating oil hole; The motor shaft cavity is used to accommodate part of the oil pipe, and along the radial direction of the motor, the projections of the oil pipe, the motor shaft and the reducer input shaft partially overlap; The spline lubricating oil hole penetrates the oil passage along the radial direction of the motor. Along the radial direction of the motor, the projections of the spline lubricating oil hole, the motor shaft and the reducer input shaft partially overlap.

3. The oil-cooled powertrain according to claim 2, characterized in that: The oil passage comprises at least one spline oil guide groove, and the spline oil guide groove is connected with the spline lubricating oil hole; Along the radial direction of the motor, the spline oil guide groove is recessed from the outer peripheral surface of the oil passage pipe away from the input shaft of the reducer; Along the axial direction of the motor, the spline lubricating oil hole is communicated with the end surface of the oil passage pipe; Along the radial direction of the motor, the projections of the spline oil guide groove, the motor shaft and the reducer input shaft partially overlap; The spline, the spline lubricating oil hole and the spline oil guide groove are arranged along the axial direction of the motor, and the spline lubricating oil hole and the spline oil guide groove are adjacent to each other along the axial direction of the motor.

4. The oil-cooled powertrain according to claim 3, characterized in that: The oil passage comprises a plurality of spline lubricating oil holes and a plurality of spline oil guide grooves, each of the spline lubricating oil holes being adjacent to and connected to a spline oil guide groove along the axial direction of the motor; The plurality of spline lubricating oil holes are arranged at intervals along the circumference of the motor, and the plurality of spline oil guide grooves are arranged at intervals along the circumference of the motor; Along the axial direction of the motor, the diameter of the spline lubricating oil hole is smaller than the length of the spline oil guide groove; Along the circumference of the motor, the diameter of the spline lubricating oil hole is smaller than the width of the spline oil guide groove.

5. The oil-cooled powertrain according to claim 3, characterized in that: The oil-cooled power assembly further includes a first fixing structure, through which the oil pipe is sealed and fixed to the inner wall of the reducer shaft cavity; Along the radial direction of the motor, the oil pipe, the first fixing structure and the reducer are arranged in sequence; Along the axial direction of the motor shaft, the motor shaft and the first fixing structure are arranged at intervals, the spline and the first fixing structure are arranged at intervals, and the distance between the motor shaft and the first fixing structure is smaller than the distance between the spline and the first fixing structure; The spline lubricating oil hole, the spline oil guide groove, and the first fixing structure are arranged along the axial direction of the motor.

6. The oil-cooled powertrain according to claim 5, characterized in that: The first fixing structure comprises a sealing groove, the sealing groove is used to accommodate a sealing ring, and the first fixing structure is sealed and fixed to the reducer input shaft through the sealing ring; Along the radial direction of the motor, the sealing groove is recessed from the outer peripheral surface of the first fixing structure away from the reducer input shaft; Along the circumference of the motor, the sealing groove and the first fixing structure both surround the oil pipe.

7. The oil-cooled powertrain according to claim 5, characterized in that: The oil passage comprises a bearing lubricating oil hole; Along the radial direction of the motor, the bearing lubricating oil hole penetrates the oil passage pipe, and the bearing lubricating oil hole is arranged at intervals with the inner wall of the reducer shaft cavity; Along the axial direction of the motor, the spline lubricating oil hole, the first fixing structure and the bearing lubricating oil hole are arranged at intervals.

8. The oil-cooled powertrain according to claim 7, characterized in that: The oil-cooled power assembly further includes a second fixing structure, the second fixing structure includes at least one bearing lubricating oil groove, the bearing lubricating oil hole is connected to the bearing lubricating oil groove, and the oil pipe is fixed to the inner wall of the reducer shaft cavity through the second fixing structure; Along the radial direction of the motor, the bearing lubricating oil groove is recessed from the outer peripheral surface of the second fixing structure toward the oil passage; Along the radial direction of the motor, the oil pipe, the second fixing structure and the reducer input shaft are arranged in sequence; Along the axial direction of the motor, the bearing lubricating oil groove passes through the second fixing structure, and the spline lubricating oil hole, the first fixing structure, the bearing lubricating oil hole and the second fixing structure are arranged at intervals.

9. The oil-cooled powertrain according to claim 8, characterized in that: Along the axial direction of the motor, the length of the oil passage is less than the length of the reducer input shaft, and the lengths of the first fixing structure and the second fixing structure are both less than the distance between the first fixing structure and the second fixing structure; Along the axial direction of the motor, the distance between the first fixing structure and the spline lubricating oil hole is smaller than the distance between the first fixing structure and the second fixing structure; Along the axial direction of the motor, a distance between at least one of the first fixing structure and the second fixing structure and the bearing lubricating oil hole is greater than a distance between the first fixing structure and the spline lubricating oil hole.

10. The oil-cooled powertrain according to claim 8, characterized in that: The second fixing structure comprises a plurality of bearing lubricating oil grooves, and the plurality of bearing lubricating oil grooves are arranged at intervals along the circumference of the motor; The diameter of the bearing lubricating oil hole is smaller than the length of each bearing lubricating oil groove along the axial direction of the motor, and the diameter of the bearing lubricating oil hole is smaller than the length of each bearing lubricating oil groove along the circumferential direction of the motor.

11. The oil-cooled powertrain according to claim 8, characterized in that: The reducer comprises a reduction gear and a reducer bearing, wherein the reduction gear is fixed to the outer peripheral surface of the reducer input shaft along the radial direction of the motor, and the reducer bearing is sleeved on the reducer input shaft; Along the axial direction of the motor, the motor shaft, the reduction gear and the reducer bearing are arranged at intervals; The projection of the bearing lubricating oil hole along the radial direction of the motor overlaps with a portion of the projection of the reduction gear along the radial direction of the motor; A projection of the second fixing structure along the radial direction of the motor partially overlaps with a projection of the reducer bearing along the radial direction of the motor.

12. The oil-cooled powertrain according to claim 10, characterized in that: The oil-cooled power assembly further includes a reducer end cover, the reducer input shaft is rotatably connected to the reducer end cover through the reducer bearing, the reducer end cover, the reducer input shaft and the motor shaft are arranged along the axial direction of the motor, the reducer end cover includes a plugging member, an oil guide member and a fixing hole, the fixing hole passes through the reducer end cover along the axial direction of the motor, the plugging member and the oil guide member are located in the fixing hole, and the oil guide member is used to connect the reducer input shaft and the oil through pipe; Along the axial direction of the motor, the reducer input shaft and the reducer end cover are arranged at intervals, and the oil pipe, the oil guide member and the blocking member are arranged at intervals; Along the axial direction of the motor, the reduction gear, the reducer bearing, the oil guide member and the blocking member are arranged at intervals.

13. The oil-cooled powertrain according to claim 12, characterized in that: The oil-cooled power assembly includes an integrated housing, which includes a reducer accommodating chamber and a motor accommodating chamber. The motor accommodating chamber is used to accommodate the motor, and the reducer accommodating chamber is used to accommodate the reducer. The motor accommodating chamber passes through the integrated housing and is connected to the reducer accommodating chamber along a first direction. The first direction is parallel to the axial direction of the motor. The motor end cover and the reducer end cover are respectively arranged on both sides of the motor along the first direction; the oil through pipe and the reducer are located in the reducer accommodating chamber, the oil through pipe is connected to the reducer accommodating chamber, and the motor shaft chamber is connected to the motor accommodating chamber.

14. The oil-cooled power assembly according to claim 13, characterized in that: The integrated housing comprises a controller accommodating cavity, a DC input interface mounting hole, and an AC output interface mounting hole, wherein the controller accommodating cavity is used to accommodate the motor controller, and the controller accommodating cavity and the motor accommodating cavity are arranged along a second direction, and the second direction is perpendicular to the first direction, wherein: Along the first direction, the DC input interface mounting hole and the AC output interface mounting hole respectively penetrate the integrated shell and are connected to the controller accommodating cavity, the DC input interface mounting hole and the AC output interface mounting hole are arranged opposite to each other, and the distance between the DC input interface mounting hole and any one of the oil passing pipe, the oil guiding member and the blocking member is smaller than the distance between the AC output interface mounting hole and any one of the oil passing pipe, the oil guiding member and the blocking member.

15. An electric vehicle, characterized in that: It includes a vehicle body, wheels and an oil-cooled powertrain as described in any one of claims 1 to 14, wherein the oil-cooled powertrain is used to drive the wheels, the vehicle body is used to fix the oil-cooled powertrain, the heat exchanger in the oil-cooled powertrain is used to exchange heat with a cooling system in the electric vehicle, and the heat exchanger is used to connect the oil pipe, the reducer shaft cavity, the reducer accommodating cavity, the motor shaft cavity and the motor accommodating cavity in the oil-cooled powertrain.

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