Double-motor power assembly having integrated housing, and electric vehicle

Abstract

Provided in the present application are a double-motor power assembly having an integrated housing, and an electric vehicle. The double-motor power assembly comprises two middle housings and a middle partition plate, a receiving cavity of each middle housing being configured to receive a speed reducer and a motor. The middle partition plate comprises two partition plate mounting surfaces, which are opposite to each other, each partition plate mounting surface being configured to be fixedly connected to one middle housing. Each partition plate mounting surface comprises two partition plate oil holes, the partition plate oil holes of the two partition plate mounting surfaces facing away from each other. The two partition plate oil holes of each partition plate mounting surface are in communication with each other by means of one inner oil channel of the middle partition plate, and the two partition plate oil holes of each partition plate mounting surface are in communication with one heat exchanger and the receiving cavity by means of two inner oil channels of one middle housing correspondingly. In the present application, the two independent oil channels are formed in the middle partition plate so as to independently supply oil to the receiving cavities of the two middle housings, and the situation whereby the distribution of cooling oil in the double-motor power assembly is uneven is relieved; therefore, the working efficiency of the double-motor power assembly is improved.

Description

Dual-motor powertrain with integrated housing and electric vehicle

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on November 15, 2023, with application number 202311531542.7 and application name “Dual-motor powertrain and electric vehicle with integrated housing”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of electric vehicles, and in particular to a dual-motor powertrain and an electric vehicle with an integrated housing. Background Art

[0003] In recent years, environmental pollution and energy shortages have accelerated the development and utilization of green, renewable energy. Electric vehicles, with their low pollution, low noise, and high energy efficiency, are increasingly popular among users, and their market share is increasing year by year. As the primary source of power for electric vehicles, the efficiency of the powertrain is crucial to the overall performance of the vehicle. When a dual-motor powertrain is in operation, internal components generate significant heat, and contacting components may wear out. Therefore, cooling oil is required to cool and lubricate the internal components. However, current dual-motor powertrains suffer from insufficient localized cooling and lubrication, as well as uneven cooling oil distribution between the two motors, which in turn affects the powertrain's efficiency.

[0004] Summary of the Invention

[0005] Embodiments of the present application provide a dual-motor powertrain and electric vehicle with an integrated housing that have excellent cooling and lubrication effects.

[0006] In a first aspect, an embodiment of the present application provides a dual-motor powertrain with an integrated housing, the dual-motor powertrain comprising two intermediate housings and an intermediate partition, the accommodation cavity of each intermediate housing being used to accommodate a reducer and a motor. The intermediate partition comprises two partition mounting surfaces, the two partition mounting surfaces being opposite to each other along the axial direction of the dual-motor powertrain, and each partition mounting surface being used to fixedly connect an intermediate housing. Each partition mounting surface comprises two partition oil holes, the two partition oil holes of one partition mounting surface being opposite to the two partition oil holes of the other partition mounting surface along the axial direction of the dual-motor powertrain. The two partition oil holes of each partition mounting surface are connected through an internal oil passage of the intermediate partition, and the two partition oil holes of each partition mounting surface are connected to a heat exchanger and an accommodation cavity respectively through two internal oil passages of an intermediate housing.

[0007] In an embodiment of the present application, two partition mounting surfaces are each used for fixed connection to an intermediate housing. Each partition mounting surface can be flat or concave-convex, as long as it can be fixed to the intermediate housing. Each partition mounting surface and the mounting surface of the intermediate housing are either flat or concave-convex. Since the partition mounting surface is the end surface where the middle partition and the intermediate housing meet, in one embodiment, the partition mounting surface may include fixing holes and oil holes to facilitate fixing and oil flow between the middle partition and the intermediate housing.

[0008] In an embodiment of the present application, the partition oil hole on one partition mounting surface faces opposite to the partition oil hole on the other partition mounting surface and is not connected to each other. The two partition oil holes on each partition mounting surface are interconnected and are respectively used to connect the heat exchanger and the accommodating cavity. For the convenience of expression, the partition oil hole used to connect with the heat exchanger is called the partition oil inlet hole, the partition oil hole used to connect with the accommodating cavity is called the partition oil outlet hole, and an internal oil passage of the middle partition connecting the partition oil inlet hole and the partition oil outlet hole is called the internal connecting oil passage. The opening direction of the partition oil inlet hole is parallel to the arrangement direction of one partition mounting surface and the intermediate shell, and the opening direction of the partition oil outlet hole is the same as the opening direction of the partition oil inlet hole.

[0009] Among them, the partition oil inlet hole and the partition oil outlet hole belonging to the same partition mounting surface respectively supply oil to the reducer and motor arranged on the same side. Specifically, the cooling oil from different heat exchangers enters the different internal connecting oil channels of the middle partition through each partition oil inlet hole, and then flows out of the partition mounting surface through the partition oil outlet hole, and flows to the accommodating cavity of the intermediate shell arranged on the same side as the partition mounting surface, thereby cooling and lubricating the reducer and motor in the accommodating cavity. In the embodiment of the present application, the openings of the two partition oil inlet holes are opposite to each other and do not communicate with each other, and the openings of the two partition oil outlet holes are opposite to each other and do not communicate with each other. The oil circuits between the middle partition and the two intermediate shells are independent of each other, which facilitates the control of the flow rate of the cooling oil flowing to different intermediate shells, so that the cooling oil is more evenly distributed on both sides of the middle partition along the axial direction of the dual-motor powertrain.

[0010] If the accommodating cavities of the two intermediate shells on either side of the center partition share the partition oil holes and internal oil channels, the distribution of the cooling oil in the two intermediate shells will affect each other. It is understandable that compared to a dual-motor powertrain with a center partition containing a single oil inlet, the internal space of the dual-motor powertrain in the embodiment of the present application is relatively larger. When the vehicle is in certain adverse operating conditions, such as a roll, the cooling oil is thrown to one side of the dual-motor powertrain due to inertia, causing the cooling oil to be excessively concentrated in a certain intermediate shell, resulting in insufficient oil supply in a part of the dual-motor powertrain. In addition, even if the vehicle is driving smoothly, it is difficult to ensure that the cooling oil is evenly distributed in the different intermediate shells when the oil channels between the center partition and the two intermediate shells are interconnected. In the embodiment of the present application, the cooling oil cools and lubricates the reducers and motors in the two intermediate casings respectively through different heat exchangers and independent oil circuits. Therefore, even if the vehicle is in harsh working conditions such as roll, the oil distribution of the cooling oil in the two intermediate casings does not interfere with each other, which helps to avoid too little cooling oil in one of the intermediate casings, alleviate the problem of insufficient local cooling and lubrication of the dual-motor powertrain, improve the working efficiency of the dual-motor powertrain, and thus optimize the performance of the entire vehicle.

[0011] In the embodiment of the present application, the dual-motor powertrain integrates two motors and two reducers into a single unit, achieving a high level of integration. The two baffle mounting surfaces have openings facing opposite sides of the baffle oil holes, dividing the oil path between the middle baffle and the two intermediate housings into two independent oil paths. Cooling oil flows through the oil passages of different heat exchangers, the two baffle oil inlets, two internally connected oil passages, and the two baffle oil outlets, respectively, into the accommodating chambers of the two intermediate housings. This ensures that the distribution of cooling oil within the two intermediate housings does not interfere with each other, alleviating the problem of localized oil shortages in the dual-motor powertrain, improving the cooling and lubricating effect of the cooling oil on the reducers and motors, and enhancing the performance of the dual-motor powertrain and electric vehicle.

[0012] In one embodiment, the outer peripheral surface of the middle partition includes two first openings, which are arranged at intervals along the axial direction of the dual-motor powertrain. Each first opening is connected to two partition oil holes on a partition mounting surface through an internal oil passage of the middle partition, and each first opening is used to accommodate a sealing member. In the embodiment of the present application, the first opening passes through the inner and outer sides of the middle partition along the radial direction of the dual-motor powertrain, and the first opening facilitates the processing of an internal connecting oil passage from the outside of the middle partition inward. The first opening is connected to the partition oil inlet hole and the partition oil outlet hole through the internal connecting oil passage. The sealing member is located in the first opening to seal the first opening to prevent the cooling oil in the internal connecting oil passage from leaking from the first opening.

[0013] In one embodiment, the spacing between each first opening and one of the partition oil holes connected thereto is smaller than the spacing between each first opening and another of the partition oil holes connected thereto. In this embodiment of the present application, on each partition mounting surface, the partition oil holes connected to the first openings are the partition oil inlet and the partition oil outlet. The spacing between the partition oil inlet and the first openings is smaller than the spacing between the partition oil outlet holes. This facilitates the coordination of the two partition oil holes with the heat exchanger and the accommodating cavity, shortening the travel path of the cooling oil from the heat exchanger to the partition oil inlet and from the partition oil outlet to the accommodating cavity.

[0014] In one embodiment, the outer peripheral surface of the middle partition includes two second openings, which are arranged at intervals along the axial direction of the dual-motor powertrain. Each second opening is connected to another partition oil hole on a partition mounting surface through another internal oil passage of the middle partition, and each second opening is used to accommodate a sealing member. In the embodiment of the present application, the second opening passes through the inner and outer sides of the middle partition along the radial direction of the dual-motor powertrain, and the second opening facilitates the processing of another internal oil passage of the middle partition from the outside to the inside of the middle partition. The second opening is connected to the partition oil outlet hole on the partition mounting surface through another internal oil passage of the middle partition, and the sealing member is located in the second opening to seal the second opening to prevent the cooling oil in the internal oil passage from leaking from the second opening.

[0015] In one embodiment, the spacing between the second opening and the first opening is greater than the spacing between the two baffle oil holes in each baffle mounting surface. In this embodiment of the present application, both the first opening and the second opening are located on the outer circumference of the middle baffle. If the spacing between two baffle oil holes on the same baffle mounting surface is too large, the internal connecting oil passage between the two baffle oil holes will become excessively long, thereby increasing cooling oil loss along the transmission path. This embodiment of the present application shortens the cooling oil transmission path within the middle baffle and also helps reduce the difficulty of machining the internal oil passage.

[0016] In one embodiment, the spacing between each second opening and the other baffle oil hole it connects to is smaller than the spacing between one baffle oil hole and the other baffle oil hole it connects to. In this embodiment of the present application, the relatively small spacing between the second opening and the baffle oil outlet hole results in a shorter internal oil passageway between the second opening and the baffle oil outlet hole, which helps reduce manufacturing complexity. Furthermore, since the internal oil passageway between the second opening and the baffle oil outlet hole is not used for cooling oil circulation, this embodiment of the present application also avoids excessive space occupation by this internal oil passageway, improving space utilization.

[0017] In one embodiment, the middle partition also includes two shaft oil holes, which are arranged on the same side of the two partition mounting surfaces along the axis of the dual-motor powertrain. Each second opening is also connected to a shaft oil hole distributed on the same side as the other partition oil hole through another internal oil channel of the middle partition. wherein, along the radial direction of the dual-motor powertrain, each shaft oil hole is located on the inner side of another partition oil hole distributed on the same side thereof, and each second opening is located on the outer side of another partition oil hole.

[0018] In an embodiment of the present application, in the radial direction of the dual-motor powertrain, the baffle oil outlet is located between the second opening and the shaft oil hole, and the second opening, the baffle oil outlet and the shaft oil hole are connected in sequence. The internal oil passage used by the middle baffle to connect the three is called a radial connecting oil passage, and the internal connecting oil passage is connected to the shaft oil hole through the radial connecting oil passage. The middle baffle integrates multiple oil guide structures, which is conducive to realizing the multifunctionality of the middle baffle and the miniaturization of the dual-motor powertrain. The shaft oil hole and the baffle oil outlet are used to guide the cooling oil to different parts of the intermediate housing arranged on the same side. In one embodiment, the shaft oil outlet of each baffle mounting surface is used to connect the motor shafts in the motors distributed on the same side, and the cooling oil flows through the shaft oil hole to the motor shafts in the motors distributed on the same side to achieve cooling and lubrication of the motors.

[0019] In an embodiment of the present application, the axial direction of the dual-motor powertrain is parallel to the axial direction of the motor, so the axis of the rotating shaft oil hole is coaxial with the axis of the motor shaft, and the opening direction of the rotating shaft oil hole is parallel to the arrangement direction of a partition mounting surface and the intermediate shell, so that the rotating shaft oil hole can guide the cooling oil to flow to the motor shaft in the intermediate shell.

[0020] In one embodiment, the outer peripheral surface of the middle partition includes at least one breather valve fixing hole, each breather valve fixing hole is used to accommodate and fix a breather valve, wherein the distance between each breather valve fixing hole and another partition oil hole on each partition mounting surface is smaller than the distance between each breather valve fixing hole and one partition oil hole on each partition mounting surface. Part of the components of the reducer and the motor will generate heat during operation, causing the gas in the intermediate housing to expand due to heat. If the internal gas of the dual-motor powertrain is not regulated and controlled, the high pressure caused by the expanding gas may cause mechanical damage to the reducer and the motor. In the embodiment of the present application, the breather valve fixing hole is used to accommodate the breather valve, and the partition oil outlet hole is closer to the breather valve fixing hole than the partition oil inlet hole. The breather valve can balance the internal and external air pressure of the dual-motor powertrain, thereby preventing high pressure from endangering the safety performance of the dual-motor powertrain.

[0021] In one embodiment, the middle diaphragm further includes a communication hole for connecting two sides of the middle diaphragm and the breather valve fixing hole. The distance between the communication hole and another diaphragm oil hole on each diaphragm mounting surface is smaller than the distance between the communication hole and one diaphragm oil hole on each diaphragm mounting surface. The distance between the communication hole and the breather valve fixing hole is smaller than the distance between the communication hole and another diaphragm oil hole on each diaphragm mounting surface.

[0022] In an embodiment of the present application, the two partition mounting surfaces of the axial middle partition of the dual-motor powertrain each face the accommodating cavity of an intermediate shell, and the connecting hole passes through the two partition mounting surfaces of the middle partition along the axial direction of the dual-motor powertrain, so that the air pressure in the accommodating cavities of the two intermediate shells remains balanced.

[0023] In an embodiment of the present application, the distance between the connecting hole and the breathable valve fixing hole is smaller than the distance between the connecting hole and the partition oil outlet hole. Comparing the distance between the connecting hole and the breathable valve fixing hole with the distance between the connecting hole and the partition oil outlet hole, the distance between the connecting hole and the breathable valve fixing hole is relatively small. The internal gas of the dual-motor powertrain moves to the outside of the dual-motor powertrain through the connecting hole and the breathable valve fixing hole in turn, which is beneficial for shortening the gas transmission path and reducing wind resistance. The distance between the connecting hole and the partition oil outlet hole is relatively large. The partition oil outlet hole is used to guide the cooling oil to the inner cavity of the intermediate shell, which is beneficial for avoiding mutual influence between the cooling oil and the internal gas during movement, and preventing the cooling oil from flowing into the two intermediate shells through the connecting hole, thereby ensuring a balanced distribution of cooling oil inside the intermediate shells on both sides.

[0024] In the embodiment of the present application, the distance between the connecting hole and the partition oil outlet hole is smaller than the distance between the connecting hole and the partition oil inlet hole. Comparing the distance between the connecting hole and the partition oil outlet hole with the distance between the connecting hole and the partition oil inlet hole, the partition oil outlet hole and the partition oil inlet hole are respectively used to connect different parts of the intermediate shell, wherein the distance between the connecting hole and the partition oil inlet hole is relatively large, which is convenient for coordinating the arrangement of devices in the intermediate shell. In one embodiment, the installation position of the connecting hole can be higher than the installation position of the partition oil inlet hole, so that the height between the two is larger, which is conducive to the cooling oil flowing from the low position into the middle partition, so that the internal gas is circulated and balanced at the high position, avoiding interference between the circulating gas and the cooling oil at the low position.

[0025] In one embodiment, each partition mounting surface also includes a plurality of partition fixing holes, which are used to fix a connection to an intermediate shell. The opening of each partition fixing hole faces an intermediate shell. The plurality of partition fixing holes are arranged in sequence at intervals on the edge of the middle partition, and two partition oil holes are arranged on the inner side of the plurality of partition fixing holes along the radial direction of the dual-motor powertrain.

[0026] In an embodiment of the present application, two intermediate shells are arranged on both sides of the middle partition along the axis of the dual-motor powertrain, and each partition mounting surface is fixedly connected to an intermediate shell distributed on the same side through a partition fixing hole. In order to achieve a tight connection between the partition fixing hole and the intermediate shell, the end faces of the multiple partition fixing holes are flush. The multiple partition fixing holes are located at the edge of the middle partition, surrounding the partition oil inlet hole and the partition oil outlet hole on the inner side, which is beneficial to prevent the cooling oil from leaking to the outside and improve the utilization rate of the cooling oil. The first opening and the second opening are opened on the outer peripheral surface of the middle partition along the radial direction of the dual-motor powertrain. The first opening and the second opening along the radial direction of the dual-motor powertrain are both located on the outside of the multiple partition fixing holes, which facilitates the formation of the first opening and the second opening, and is also beneficial to form an internal connecting oil channel in the first opening and a radial connecting oil channel in the second opening.

[0027] In one embodiment, the middle partition further comprises two reducer bearing fixing grooves, which are arranged on the same side of the two partition mounting surfaces along the axial direction of the dual-motor powertrain. Each reducer bearing fixing groove is used to fix the outer ring of the reducer bearing. In the radial direction of the dual-motor powertrain, the partition oil inlet and partition oil outlet holes of each partition mounting surface are arranged between the reducer bearing fixing groove and the partition fixing hole. Each shaft oil hole, reducer bearing fixing groove, and partition oil outlet hole of the middle partition are arranged in sequence. In the radial direction of the dual-motor powertrain, each first opening and second opening of the middle partition are exposed to the outside of the partition fixing hole, and the portion of the internal connecting oil channel located between the partition oil inlet and partition oil outlet holes is arranged between the partition fixing hole and the reducer bearing fixing groove.

[0028] In the embodiment of the present application, the middle baffle secures the reducer bearing via the reducer bearing securing groove. The reducer bearing is used to bear load and reduce friction within the reducer. On the same baffle mounting surface, along the radial direction of the dual-motor powertrain, the baffle oil inlet and outlet holes, as well as the portion of the internal connecting oil passage between the baffle oil inlet and outlet holes, are all arranged between the baffle securing hole and the reducer bearing securing groove. This compact arrangement facilitates optimization of the internal layout of the dual-motor powertrain.

[0029] In an embodiment of the present application, along the radial direction of the dual-motor powertrain, there is a gap between each shaft oil hole, reducer bearing fixing groove and partition oil outlet hole of the middle partition, wherein the radial gap between the shaft oil hole and the reducer bearing fixing groove can provide space for accommodating the reducer bearing, and the radial gap between the reducer bearing fixing groove and the partition oil outlet hole can avoid the reducer bearing from negatively affecting the oil conduction of the partition oil outlet hole. The first opening and the second opening of the middle partition are exposed on the outer peripheral surface of the middle partition, which is convenient for die-casting the internal connecting oil channel and the radial connecting oil channel, and for facilitating the use of sealing parts for sealing. Among them, the outer peripheral surface of the middle partition refers to the outer surface of the middle partition away from the reducer bearing fixing groove along the radial direction of the dual-motor powertrain.

[0030] In one embodiment, the middle partition includes a shaft protrusion, which faces the intermediate housing protrusion arranged on the same side. The shaft oil hole extends through the shaft protrusion along the axial direction of the dual-motor powertrain, and the shaft protrusion protrudes from the bottom of the reducer bearing fixing groove. In one embodiment, the axial length of the shaft protrusion is the same as the groove depth of the reducer bearing fixing groove. In one embodiment, the axial length of the shaft protrusion is greater than the groove depth of the reducer bearing fixing groove, so that the shaft oil hole of the shaft protrusion can reach deep into the reducer accommodating cavity to supply cooling oil to the motor shaft.

[0031] In one embodiment, the middle baffle includes two baffle fixing protrusions. Along the axial direction of the dual-motor powertrain, the two baffle fixing protrusions on the two baffle mounting surfaces face the end surfaces of the two intermediate housings, with the two baffle fixing protrusions projecting in opposite directions. A vent valve fixing hole extends through the baffle fixing protrusions on both baffle mounting surfaces, with the projection of the vent valve fixing hole along the axial direction of the dual-motor powertrain partially overlapping with the projection of the baffle fixing protrusions.

[0032] In this embodiment, radial ventilation valve fixing holes extending along the dual-motor powertrain's radial direction extend through both sides of the two bulkhead fixing protrusions, allowing the ventilation valve fixing holes to connect the inner cavities of the two intermediate housings via the connecting holes. The ventilation valve fixing holes, enclosed by the through-holes of the two bulkhead fixing protrusions, enhance the structural stability of the ventilation valve fixing holes.

[0033] In one embodiment, one end of the vent valve fixing hole is located within the partition fixing protrusion along the axial direction of the vent valve fixing hole, while the other end of the vent valve fixing hole is exposed outside the partition fixing protrusion. The projection of the vent valve fixing hole along the axial direction of the vent valve fixing hole partially overlaps with the projection of the communicating hole.

[0034] In an embodiment of the present application, one end of the vent valve fixing hole extends axially into the inner side of the partition fixing protrusion, and the communicating hole is located on the inner side of the partition fixing protrusion. The projection of the vent valve fixing hole partially overlaps with the projection of the communicating hole, facilitating communication between the vent valve fixing hole and the communicating hole. The other end of the vent valve fixing hole extends outside the partition fixing protrusion, facilitating communication between the vent valve fixing hole and the outer side of the partition fixing protrusion and facilitating die-casting of the vent valve fixing hole from the outer side of the partition fixing protrusion, thereby reducing processing difficulty. In one embodiment, the axial direction of the vent valve fixing hole intersects with the axial direction of the dual-motor powertrain. In this embodiment of the present application, since the vent valve fixing hole needs to pass through both partition fixing protrusions, the axial direction of the vent valve fixing hole intersects with the axial direction of the dual-motor powertrain. That is, the penetration direction of the vent valve fixing hole intersects with the axial direction of the dual-motor powertrain. This prevents the vent valve fixing hole from occupying excessive space axially in the dual-motor powertrain, thereby reducing the volume of the dual-motor powertrain.

[0035] In one embodiment, the middle partition also includes two integrally die-cast oil-blocking protrusions, and the connecting hole includes two end openings, which are arranged opposite to each other along the axial direction of the dual-motor powertrain, and each oil-blocking protrusion is fixed to the peripheral side of one end opening, wherein, along the axial direction of the dual-motor powertrain, each oil-blocking protrusion protrudes from one end opening in a direction away from the other end opening. It is understandable that when the internal components in the dual-motor powertrain are heated, in addition to the internal gas being affected, part of the oil will evaporate due to the heat to form oil mist, and the oil mist will move with the expanding gas. If the oil-blocking structure is not used, the oil mist will accumulate in the connecting hole, and part of the oil will be thrown into the connecting hole by the gears and other components in the reducer, thereby causing the air valve to be blocked, affecting the air pressure balance inside and outside the dual-motor powertrain.

[0036] In the embodiment of the present application, each oil-blocking protrusion is used to block oil mist and liquid oil. Specifically, the oil-blocking protrusion and the connecting hole are both located radially inward of the baffle fixing protrusion of the dual-motor powertrain. The connecting hole is surrounded by the oil-blocking protrusion. In the process of moving toward the connecting hole, the cooling oil must first contact the oil-blocking protrusion. The oil-blocking protrusion blocks the movement of oil mist and liquid oil, thereby reducing the accumulation of cooling oil in the connecting hole. In one embodiment, the area enclosed by the oil-blocking protrusion and the baffle fixing protrusion surrounds the connecting hole, which is conducive to blocking the cooling oil from entering the connecting hole from different angles.

[0037] In one embodiment, each intermediate shell includes a shell mounting surface, and the shell mounting surface of each intermediate shell is used to fix the connection to a partition mounting surface of the middle partition. Each shell mounting surface includes two shell oil holes, and the two shell oil holes are respectively connected to the heat exchanger and the accommodating cavity through two internal oil channels of the same intermediate shell, wherein the two shell oil holes of each shell mounting surface are respectively connected to the two partition oil holes of a partition mounting surface to which it is fixedly connected, and each shell oil hole is arranged axially along the dual-motor powertrain with a partition oil hole to which it is connected.

[0038] In the embodiments of the present application, each housing mounting surface is configured to be fixedly connected to a partition mounting surface. Each housing mounting surface need not be flat, as long as it can be fixed to the intermediate partition. For example, the housing mounting surface may have a concave-convex fit with the partition mounting surface. Since the housing mounting surface is the end surface where the intermediate housing and the intermediate partition meet, in one embodiment, the housing mounting surface may include fixing holes and oil holes to facilitate fixing and oil flow between the intermediate housing and the intermediate partition.

[0039] In the embodiment of the present application, the two shell oil holes of each shell mounting surface are respectively used to connect the heat exchanger and the accommodating cavity. For the convenience of expression, the shell oil hole used to connect with the heat exchanger is called the shell oil outlet hole, and the shell oil hole used to connect with the accommodating cavity is called the shell oil inlet hole. Among them, the shell oil outlet hole of each intermediate shell is connected to the partition oil inlet hole of a partition mounting surface, and the shell oil outlet hole is used to transport cooling oil from the heat exchanger to the middle partition. The shell oil inlet hole of each intermediate shell is connected to the partition oil outlet hole of a partition mounting surface, and the shell oil inlet hole is used to transport cooling oil from the middle partition to the accommodating cavity of the intermediate shell. The arrangement direction of the shell oil holes and the partition oil holes is parallel to the arrangement direction of the intermediate shell and the middle partition, which is conducive to reducing the resistance of the cooling oil when it flows between the middle partition and the intermediate shell.

[0040] In one embodiment, each intermediate housing further includes a housing oil outlet channel extending axially along the dual-motor powertrain. The channel is configured to communicate with the housing oil outlet hole. Along the axial direction of the dual-motor powertrain, the projection of each intermediate housing's oil outlet channel at least partially overlaps with the projection of the baffle oil inlet hole on the same side of the baffle mounting surface. In one embodiment, the housing oil outlet channel and the housing oil outlet hole are integrally die-cast, which improves the structural stability of the housing oil outlet channel and the housing oil outlet hole.

[0041] In one embodiment, each intermediate shell further includes a heat exchanger mounting surface, which is used to fix the heat exchanger. The heat exchanger mounting surface includes a heat exchange oil inlet hole. The heat exchange oil inlet hole of each intermediate shell is used to connect the oil outlet of the heat exchanger and to connect a shell oil hole through an internal oil channel of the same intermediate shell, wherein the opening direction of the heat exchange oil inlet hole of each intermediate shell intersects with the axial direction of the dual-motor powertrain.

[0042] In an embodiment of the present application, the heat exchanger mounting surface is used to fix the heat exchanger, and the heat exchange oil inlet is located on the heat exchanger mounting surface. The heat exchange oil inlet is used to guide the cooling oil transmitted by the heat exchanger to the housing oil outlet and the partition oil inlet in sequence, wherein the heat exchanger is used to cool the cooling oil and then transport the cooled cooling oil to the middle partition to improve the cooling efficiency of the cooling oil on the reducer and the motor. On each intermediate housing, the opening direction of the heat exchange oil inlet is intersected with the axial direction of the dual-motor powertrain, so as to avoid the channel between the heat exchange oil inlet and the housing oil outlet occupying too long a space in the axial direction of the dual-motor powertrain, thereby reducing the axial dimension of the dual-motor powertrain.

[0043] In one embodiment, each intermediate housing further includes a heat exchange oil inlet channel, which connects the heat exchange oil inlet hole to the housing oil outlet hole. The heat exchange oil inlet channel extends in a direction that intersects the axial direction of the dual-motor powertrain. In this embodiment of the present application, the heat exchange oil inlet hole is conveniently machined inward from the outside of the heat exchanger mounting surface. The heat exchange oil inlet channel is used to guide cooling oil from the heat exchanger to the housing oil outlet hole, and then into the intermediate partition.

[0044] In one embodiment, the heat exchanger mounting surface of each intermediate housing further includes a heat exchange oil outlet hole, the housing cavity of each intermediate housing includes a reducer housing cavity and a motor housing cavity, the inner wall of each reducer housing cavity includes an oil suction hole, each reducer housing cavity communicates with the heat exchange oil outlet hole of the same intermediate housing via the oil suction hole on its inner wall, and each motor housing cavity communicates with another housing oil hole via another internal oil passage of the same intermediate housing. The motor housing cavity, reducer housing cavity, and housing mounting surface of each intermediate housing are sequentially arranged along the axial direction of the dual-motor powertrain. The heat exchange oil outlet hole, heat exchange oil inlet hole, and housing mounting surface of each intermediate housing are sequentially arranged in a spaced-apart pattern along the axial direction of the dual-motor powertrain. The heat exchange oil outlet hole, oil suction hole, and housing mounting surface of each intermediate housing are sequentially arranged in a spaced-apart pattern.

[0045] In the embodiment of the present application, the two reducers of the dual-motor powertrain are respectively located in the reducer accommodating chambers of the two intermediate housings. After the cooling oil cools and lubricates the reducers, the cooling oil needs to be recycled and reused through the oil suction hole to save costs. The oil suction hole is used to connect the reducer accommodating chamber and the heat exchange oil outlet hole, so that the cooling oil in the reducer accommodating chamber can flow through the oil suction hole into the heat exchanger for cooling. The cooled cooling oil then re-enters the accommodating chamber of the intermediate housing through the heat exchange oil inlet hole, the housing oil outlet hole, and the middle partition, realizing the recycling of the cooling oil.

[0046] In the embodiment of the present application, the middle partition plays a role in guiding and distributing the cooling oil. Specifically, after the cooling oil flows into the internal oil channel of the middle partition through the partition oil inlet hole, a part of the cooling oil flows into the shell oil inlet hole and the motor accommodating cavity of the intermediate shell in sequence through the partition oil outlet hole, and the other part of the cooling oil flows into the motor shaft through the rotating shaft oil hole.

[0047] In one embodiment, each intermediate housing further includes a housing oil inlet channel and a connecting channel, and the housing oil inlet hole, the housing oil inlet channel and the connecting channel are sequentially connected along the axial direction of the dual-motor powertrain, wherein the housing oil inlet channel and part of the connecting channel extend along the axial direction of the dual-motor powertrain, and the projection of the connecting channel in the radial direction of the dual-motor powertrain partially overlaps with the projection of the motor accommodating cavity. The housing oil inlet channel and the connecting channel in the embodiment of the present application are used to guide the cooling oil to the motor accommodating cavity. The housing oil inlet hole facilitates the processing of the housing oil inlet channel from the outside of the intermediate housing to the inside. In one embodiment, the housing oil inlet hole and the housing oil inlet channel are integrally die-cast, so that the two do not need to be processed separately, which is conducive to saving processes and improving the structural strength of the housing oil inlet hole and the housing oil inlet channel.

[0048] In one embodiment, each intermediate housing further includes an oil suction channel, which connects the oil suction hole and the heat exchange oil outlet hole. The oil suction channel extends in a direction that intersects the axial direction of the dual-motor powertrain. The oil suction hole facilitates machining the oil suction channel inward from the inner wall of the reducer housing. In one embodiment, the oil suction hole and the oil suction channel are integrally die-cast, eliminating the need for separate machining, which saves process steps and improves the structural strength of the oil suction hole and the oil suction channel.

[0049] In one embodiment, each intermediate housing includes an oil pump accommodating groove, which is used to accommodate an oil pump. The oil pump accommodating groove of each intermediate housing is used to connect the heat exchange oil outlet hole and the oil suction hole of the same intermediate housing, wherein the notch of the oil pump accommodating groove of each intermediate housing faces away from the oil suction hole connected thereto along the axis of the dual-motor powertrain.

[0050] In this embodiment of the present application, the oil pump receiving tank connects the heat exchange oil outlet and the oil suction hole. The oil pump in the oil pump receiving tank is used to pump cooling oil from the reducer receiving chamber to the heat exchanger to cool the cooling oil. The cooled cooling oil then returns to the receiving chamber of the intermediate housing. Axially, the oil suction hole is located at the bottom of the oil pump receiving tank and spaced apart from the notch of the oil pump receiving tank, which helps prevent cooling oil from leaking out of the oil pump receiving tank.

[0051] In one embodiment, along the axial direction of the dual-motor powertrain, the oil pump receiving groove, oil suction hole, reducer receiving cavity, and center baffle of each intermediate housing are sequentially arranged. Along the radial direction of the dual-motor powertrain, the projection of the heat exchange oil outlet hole lies within the projection of the oil pump receiving groove. The heat exchange oil outlet hole and the heat exchange oil inlet hole open in the same direction.

[0052] In the embodiment of the present application, the oil pump receiving slot, oil suction port, reducer receiving cavity, and center baffle of each intermediate housing are arranged in a compact and orderly manner in the axial direction of the dual-motor powertrain, which helps reduce the flow resistance of the cooling oil. In the radial direction of the dual-motor powertrain, the projection of the oil pump receiving slot overlaps the projection of the heat exchange oil outlet port, which helps shorten the transmission path of the cooling oil between the oil pump receiving slot and the heat exchange oil outlet port and reduces cooling oil loss. The opening of the heat exchange oil outlet port is parallel to the opening of the heat exchange oil inlet port, which helps reduce the difficulty of processing.

[0053] In an embodiment of the present application, each of the two intermediate housings includes an oil suction hole, and the two oil suction holes are arranged on either side of the center partition along the axial direction of the dual-motor powertrain. If the dual-motor powertrain only includes one oil suction hole, and the oil suction hole is located on one side of the center partition, when the vehicle rolls over for a long time or drives in a loop, only the cooling oil on one side of the center partition can be recycled, resulting in a localized cooling oil shortage in the dual-motor powertrain. The oil circuits of the two oil suction holes in the embodiment of the present application do not affect each other. Even if the vehicle is in harsh operating conditions, the two oil suction holes can achieve cooling oil recycling, reducing the negative impact on the flow of cooling oil in the dual-motor powertrain.

[0054] In one embodiment, the oil pump receiving tank can also be used to accommodate an oil filter. The oil pump receiving tank includes an oil pump receiving section and an oil filter receiving section. The oil pump receiving section, the oil filter receiving section and the oil suction hole are arranged in sequence along the axial direction of the dual-motor powertrain. The oil filter receiving section is used to accommodate and fix the oil filter. The oil filter is used to filter the cooling oil recovered from the reducer receiving chamber to prevent impurities from entering the circulation path of the cooling oil, thereby ensuring the smooth operation of the dual-motor powertrain.

[0055] In one embodiment, along the radial direction of the dual-motor powertrain, the projection of the heat exchange oil outlet hole is located within the projection of the oil pump accommodating section, so that the oil pump can transfer the cooling oil to the heat exchanger through the heat exchange oil outlet hole.

[0056] In one embodiment, the dual-motor powertrain also includes two heat exchangers, which are respectively fixed to two intermediate shells, and the heat exchange oil inlet and heat exchange oil outlet of each intermediate shell are connected to a heat exchanger, wherein, along the axial direction of the dual-motor powertrain, the two heat exchangers are arranged on both sides of the middle partition, and the two heat exchangers are arranged on both sides of the reducer accommodating cavity of the two intermediate shells.

[0057] In an embodiment of the present application, after the cooling oil cools the reducer and motor, the temperature of the cooling oil will increase. The heat exchanger is used to exchange heat with the increased temperature cooling oil, so that the cooled cooling oil can be put back into use, thereby enhancing cooling efficiency. In an embodiment of the present application, the dual-motor powertrain includes two heat exchangers, which are respectively located on both sides of the middle partition along the axial direction of the dual-motor powertrain. Each heat exchanger is applied to a reducer and a motor. On each intermediate housing, the heat exchange oil outlet hole connects the oil pump receiving tank and the heat exchanger, and the heat exchange oil inlet hole connects the heat exchanger and the housing oil outlet hole. The cooling oil flowing through the two heat exchangers does not interfere with each other, thereby avoiding uneven distribution of the cooling oil in the two intermediate housings.

[0058] In the second aspect, an embodiment of the present application provides an electric vehicle, which includes a vehicle body, a battery pack and a dual-motor powertrain as described in any embodiment of the first aspect, the battery pack and the dual-motor powertrain are fixed to the vehicle body, the dual-motor powertrain includes two motors and two reducers, the motor accommodating cavity and the reducer accommodating cavity of each intermediate shell are used to accommodate a motor and a reducer respectively, the motor is used to receive the electric energy provided by the battery pack and drive the wheels of the electric vehicle through the reducer, and the oil suction hole of the dual-motor powertrain is lower than the air valve of the dual-motor powertrain along the direction of gravity.

[0059] In an embodiment of the present application, a dual-motor powertrain integrates two speed reducers and two motors, increasing the integration level of the dual-motor powertrain, reducing its size and cost, and facilitating a lightweight design and improved power density. A central baffle is arranged axially between two intermediate housings, with each baffle mounting surface facing a speed reducer. The speed reducers and motors on the same side of the central baffle are arranged adjacent to each other and are in transmission connection. Each speed reducer is configured to transmit mechanical energy from the motor to a single wheel of the electric vehicle.

[0060] In the embodiment of the present application, the flow of cooling oil in the dual-motor powertrain is affected by gravity, and the oil suction hole of the dual-motor powertrain is located at a lower position along the direction of gravity, which facilitates the cooling oil to fall back to the oil suction hole under the action of gravity, thereby improving the recovery efficiency of the cooling oil and reducing losses. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] 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.

[0062] FIG1 is a schematic structural diagram of an electric vehicle provided in one embodiment of the present application;

[0063] FIG2 is a schematic structural diagram of a dual-motor powertrain and wheels provided in one embodiment of the present application;

[0064] FIG3 is a schematic structural diagram of a dual-motor powertrain according to an embodiment of the present application;

[0065] FIG4 is a schematic structural diagram of a middle partition provided in one embodiment of the present application;

[0066] FIG5 is a cross-sectional view of the middle partition shown in FIG4 along AA;

[0067] FIG6 is a cross-sectional view of the middle partition shown in FIG4 along BB;

[0068] FIG7 is a partial exploded view of a dual-motor powertrain according to an embodiment of the present application;

[0069] FIG8 is a schematic structural diagram of an intermediate housing provided in one embodiment of the present application;

[0070] FIG9 is a cross-sectional view of the intermediate housing along CC shown in FIG8 ;

[0071] FIG10 is a schematic structural diagram of an intermediate housing provided in one embodiment of the present application;

[0072] FIG11 is a cross-sectional view of the intermediate housing shown in FIG10 along DD;

[0073] FIG12 is a schematic structural diagram of an intermediate housing provided in one embodiment of the present application;

[0074] FIG13 is a cross-sectional view of the intermediate housing along line EE shown in FIG12;

[0075] FIG14 is a partial exploded view of a dual-motor powertrain according to an embodiment of the present application. DETAILED DESCRIPTION

[0076] 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.

[0077] 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.

[0078] 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.

[0079] In addition, references to "embodiments" or "implementations" herein mean that a particular feature, structure, or characteristic described in conjunction with the embodiment or implementation may be included in at least one embodiment of the present application. The appearance of such phrases in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0080] For ease of understanding, the English abbreviations and related technical terms involved in the embodiments of this application are explained and described below.

[0081] 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.

[0082] 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.

[0083] Surface roughness: refers to the unevenness of the surface with small spacing and tiny peaks and valleys.

[0084] Currently, there is a problem of insufficient local cooling and lubrication in the dual-motor powertrain. An embodiment of the present application provides a dual-motor powertrain with an integrated housing. The dual-motor powertrain includes two intermediate housings and an intermediate partition. The accommodating cavity of each intermediate housing is used to accommodate a reducer and a motor. The motor is transmission-connected to the reducer, and the motor is used to transmit mechanical energy to the reducer. The intermediate partition includes two partition mounting surfaces. The two partition mounting surfaces are opposite to each other along the axial direction of the dual-motor powertrain. Each partition mounting surface is used to fix and connect an intermediate housing, and each intermediate housing faces a partition mounting surface respectively. Each partition mounting surface includes two partition oil holes. The orientation of the two partition oil holes of one partition mounting surface is opposite to the orientation of the two partition oil holes of the other partition mounting surface along the axial direction of the dual-motor powertrain. The partition oil holes of one partition mounting surface are not connected to the partition oil holes of the other partition mounting surface. The two baffle oil holes on each baffle mounting surface are connected through an internal oil passage of the middle baffle. The two baffle oil holes on each baffle mounting surface are connected to a heat exchanger and a receiving cavity through two internal oil passages of an intermediate housing. The cooling oil flowing out of different heat exchangers flows through the baffle oil holes on different baffle mounting surfaces to the receiving cavities of different intermediate housings. The embodiment of the present application utilizes different heat exchangers and non-interconnected baffle oil holes on the two baffle mounting surfaces to independently supply oil to the receiving cavities of the two intermediate housings, alleviating the uneven distribution of cooling oil in the dual-motor powertrain, thereby improving the cooling and lubrication effects on the motor and reducer, thereby enhancing the operating efficiency of the dual-motor powertrain.

[0085] The dual-motor powertrain provided in the embodiments of the present application can be applied to electric vehicles.

[0086] Please refer to Figures 1 and 2. Figure 1 is a schematic diagram of the structure of an electric vehicle 1 provided in one embodiment of the present application, and Figure 2 is a schematic diagram of the structure of a dual-motor powertrain 10 and wheels 40 provided in one embodiment of the present application. In one embodiment, the electric vehicle 1 includes a vehicle body 20, a battery pack 30, and a dual-motor powertrain 10. The battery pack 30 and the dual-motor powertrain 10 are fixed to the vehicle body 20. The dual-motor powertrain 10 is used to receive electrical energy provided by the battery pack 30 and drive the wheels 40 of the electric vehicle 1. The electric vehicle 1 refers to a wheeled device driven or towed by a power device.

[0087] In the embodiment of the present application, the dual-motor powertrain 10 includes two speed reducers 300 and two motors 400 (as shown in FIG2 ), wherein the two speed reducers 300 are located between the two motors 400. In one embodiment, the dual-motor powertrain provided in the embodiment of the present application is a T-type dual-motor powertrain. In one embodiment, the dual-motor powertrain provided in the embodiment of the present application is also referred to as a distributed powertrain.

[0088] The large size of the dual-motor powertrain results in a longer oil cooling circuit. The distribution and flow of the cooling oil in the dual-motor powertrain 10 are easily affected by factors such as road conditions, making it difficult for local parts of the dual-motor powertrain 10 to receive cooling and lubrication from the cooling oil, which can cause internal components to heat up or suffer severe wear, thereby affecting the working efficiency and safety performance of the dual-motor powertrain 10.

[0089] In an embodiment of the present application, by improving the dual-motor powertrain, the cooling oil is distributed more evenly in the dual-motor powertrain, avoiding the problem of too little cooling oil in local areas of the dual-motor powertrain, improving the cooling and lubricating effect of the cooling oil, and thus improving the performance of the dual-motor powertrain.

[0090] The dual-motor powertrain 10 provided in an embodiment of the present application will be described in detail below.

[0091] Please continue to refer to Figure 2. In one embodiment, the dual-motor powertrain 10 includes two motors 400, two reducers 300, and a motor controller 500. The two reducers 300 are located between the two motors 400, and the motor controller 500 is fixed to the reducer 300 or the motor 400. Each reducer 300 is used to drive and connect one motor 400. The stator windings in the two motors 400 are connected to the motor controller 500. The motor controller 500 is used to receive direct current (DC) transmitted by the battery pack 30 and convert the DC power into AC power, and then provide the AC power to the stator windings in the two motors 400. After receiving the AC power, the stator windings drive the motor shafts in the motors 400 to rotate. The motor shafts drive the wheels 40 to rotate through the reducer input shafts of the reducer 300. In one embodiment, the two reducer input shafts in the dual-motor powertrain 10 are each used to drive one wheel 40 to rotate. The dual-motor powertrain 10 is used for rear-wheel drive, front-wheel drive, or front and rear dual-wheel drive electric vehicles.

[0092] Please refer to Figures 2 to 5 in combination. Figure 3 is a structural schematic diagram of the dual-motor powertrain 10 provided in an embodiment of the present application, Figure 4 is a structural schematic diagram of the middle partition 100 provided in an embodiment of the present application, and Figure 5 is a cross-sectional view of the middle partition 100 shown in Figure 4 along AA.

[0093] In one embodiment, the dual-motor powertrain 10 includes two intermediate housings 200 and a middle partition 100 (as shown in Figures 2 and 3). The accommodating cavity 210 of each intermediate housing 200 is used to accommodate a reducer 300 and a motor 400. The middle partition 100 includes two partition mounting surfaces 110 (as shown in Figures 2 and 5). The two partition mounting surfaces 110 are opposite to each other along the axial direction O of the dual-motor powertrain 10 (as shown in Figure 5). Each partition mounting surface 110 is used to fixate an intermediate housing 200. Each partition mounting surface 110 includes two partition oil holes 111 (as shown in Figure 4). The orientation of the two partition oil holes 111 of one partition mounting surface 110 is opposite to the orientation of the two partition oil holes 111 of the other partition mounting surface 110 along the axial direction O of the dual-motor powertrain (as shown in Figure 5). The two partition oil holes 111 of each partition mounting surface 110 are connected through an internal oil passage of the middle partition 100 , and the two partition oil holes 111 of each partition mounting surface 110 are connected to a heat exchanger 600 and an accommodating cavity 210 through two internal oil passages of an intermediate shell 200 .

[0094] In the embodiment of the present application, the dual-motor powertrain 10 integrates two speed reducers 300 and two motors 400, which increases the integration level of the dual-motor powertrain 10, reduces its volume and cost, and facilitates a lightweight design and improved power density. Along the axial direction O of the dual-motor powertrain 10, a center partition 100 is arranged between two intermediate housings 200, with the two partition mounting surfaces 110 of the center partition 100 facing each speed reducer 300. The speed reducers 300 and motors 400 on the same side of the center partition 100 are arranged adjacent to each other and are in transmission connection. Each speed reducer 300 is used to transmit mechanical energy from the motor 400 to a wheel 40 of the electric vehicle 1.

[0095] In an embodiment of the present application, two partition mounting surfaces 110 are respectively used to be fixedly connected to an intermediate shell 200, wherein each partition mounting surface 110 can be a flat surface or a concave-convex surface, as long as it is ensured that the partition mounting surface 110 can be fixed to the intermediate shell 200. Exemplarily, the mounting surface of each partition mounting surface 110 and the intermediate shell 200 are both flat. Exemplarily, the partition mounting surface 110 can be concave-convex matched with the end surface of the intermediate shell 200 facing the middle partition 100. Since the partition mounting surface 110 is the end surface where the middle partition 100 and the intermediate shell 200 are in contact, in one embodiment, the partition mounting surface 110 may include fixing holes and oil holes to facilitate fixing and oil flow between the middle partition 100 and the intermediate shell 200.

[0096] In the embodiment of the present application, the baffle oil holes 111 of one baffle mounting surface 110 face opposite to and are not connected to the baffle oil holes 111 of the other baffle mounting surface 110. The two baffle oil holes 111 of each baffle mounting surface 110 are interconnected and are respectively used to connect the heat exchanger 600 and the accommodating chamber 210. For convenience of description, the baffle oil hole 111 used to connect with the heat exchanger 600 is referred to as the baffle oil inlet hole 1111 (as shown in FIG4 ), the baffle oil hole 111 used to connect with the accommodating chamber 210 is referred to as the baffle oil outlet hole 1112 (as shown in FIG4 ), and an internal oil passage of the middle baffle 100 connecting the baffle oil inlet hole 1111 and the baffle oil outlet hole 1112 is referred to as the internal connecting oil passage 121 (as shown in FIG5 ). The opening direction of the partition plate oil inlet hole 1111 is parallel to the arrangement direction of one partition plate mounting surface 110 and the intermediate housing 200 , and the opening direction of the partition plate oil outlet hole 1112 is the same as the opening direction of the partition plate oil inlet hole 1111 .

[0097] Among them, the partition oil inlet hole 1111 and the partition oil outlet hole 1112 belonging to the same partition mounting surface 110 respectively supply oil to the reducer 300 and the motor 400 arranged on the same side. Specifically, the cooling oil from different heat exchangers 600 enters the different internal connecting oil channels 121 of the middle partition 100 through each partition oil inlet hole 1111, and then flows out of the partition mounting surface 110 through the partition oil outlet hole 1112, and flows to the accommodating cavity 210 of the intermediate shell 200 arranged on the same side of the partition mounting surface 110, thereby cooling and lubricating the reducer 300 and the motor 400 in the accommodating cavity 210. In this embodiment of the present application, the openings of the two baffle oil inlet holes 1111 face away from each other and are not interconnected. The openings of the two baffle oil outlet holes 1112 face away from each other and are not interconnected. The oil paths between the middle baffle 100 and the two intermediate housings 200 are independent of each other. This facilitates control of the flow of cooling oil to different intermediate housings 200, ensuring a relatively uniform distribution of cooling oil on both sides of the middle baffle 100 along the axial direction O of the dual-motor powertrain 10. In one embodiment, the baffle oil holes 111 are integrally die-cast. This enhances the structural strength of the baffle oil holes 111 and ensures stable oil flow.

[0098] If the accommodating cavities 210 of the two intermediate housings 200 on either side of the center partition 100 share the partition oil hole 111 and internal oil passage, the distribution of the cooling oil in the two intermediate housings 200 will affect each other. It is understandable that compared to a dual-motor powertrain in which the center partition 100 includes a single oil inlet, the internal space of the dual-motor powertrain 10 in the embodiment of the present application is relatively larger. When the vehicle is in certain adverse operating conditions, such as a roll, the cooling oil is thrown to one side of the dual-motor powertrain 10 due to inertia, causing the cooling oil to be excessively concentrated in a certain intermediate housing 200, resulting in insufficient oil supply in a part of the dual-motor powertrain 10. Furthermore, even if the vehicle is driving smoothly, it is difficult to ensure that the cooling oil is evenly distributed in the different intermediate housings 200 when the oil passages between the center partition 100 and the two intermediate housings 200 are interconnected. In the embodiment of the present application, the cooling oil cools and lubricates the reducer 300 and the motor 400 in the two intermediate housings 200 respectively through different heat exchangers 600 and independent oil circuits. Therefore, even if the vehicle is in a harsh working condition such as roll, the oil distribution of the cooling oil in the two intermediate housings 200 does not interfere with each other, which helps to avoid too little cooling oil in one of the intermediate housings 200, alleviate the problem of insufficient local cooling and lubrication of the dual-motor powertrain 10, improve the working efficiency of the dual-motor powertrain 10, and thus optimize the performance of the entire vehicle.

[0099] In the embodiment of the present application, the dual-motor powertrain 10 integrates two motors 400 and two reducers 300 into a single unit, achieving a high degree of integration. The two partition mounting surfaces 110 have openings facing opposite partition oil holes 111, dividing the oil path between the middle partition 100 and the two intermediate housings 200 into two independent oil paths. Cooling oil flows through the oil passages of different heat exchangers 600, the two partition oil inlet holes 1111, the two internally connected oil passages 121, and the two partition oil outlet holes 1112, respectively, into the accommodating cavities 210 of the two intermediate housings 200. This ensures that the distribution of cooling oil within the two intermediate housings 200 does not interfere with each other, thereby alleviating the problem of localized oil shortage in the dual-motor powertrain 10, improving the cooling and lubricating effect of the cooling oil on the reducer 300 and motor 400, and enhancing the performance of the dual-motor powertrain 10 and the electric vehicle 1.

[0100] It should be noted that in the embodiment of the present application, the axial direction O of the dual-motor powertrain 10 is parallel to the axial direction of the reducer 300. At the same time, in order to realize the transmission connection between the reducer 300 and the motor shaft of the motor 400, the reducer 300 needs to be arranged coaxially with the motor 400, so that the axial direction O of the dual-motor powertrain 10 is also parallel to the axial direction of the motor 400.

[0101] Please continue to refer to Figure 5. In one embodiment, the outer peripheral surface of the middle partition 100 includes two first openings 130. The two first openings 130 are arranged at intervals along the axial direction O of the dual-motor powertrain 10. Each first opening 130 is connected to two partition oil holes 111 of a partition mounting surface 110 through an internal oil channel of the middle partition 100. Each first opening 130 is used to accommodate a sealing member (not shown).

[0102] In the embodiment of the present application, the first opening 130 extends through the inner and outer sides of the center partition 100 along the radial direction R of the dual-motor powertrain. The first opening 130 facilitates machining the internal connecting oil passage 121 from the outer side of the center partition 100 inward. In one embodiment, the internal connecting oil passage 121 and the first opening 130 are integrally die-cast, eliminating the need for separate machining of the internal connecting oil passage 121 and the first opening 130. This saves process steps and reduces the difficulty of machining and manufacturing the internal connecting oil passage 121. The first opening 130 is connected to the partition oil inlet hole 1111 and the partition oil outlet hole 1112 through the internal connecting oil passage 121. A sealing member is located in the first opening 130 to seal the first opening 130 and prevent the cooling oil in the internal connecting oil passage 121 from leaking from the first opening 130.

[0103] Please continue to refer to Figure 5. In one embodiment, the spacing between each first opening 130 and one of the partition oil holes 111 connected thereto is smaller than the spacing between each first opening 130 and another of the partition oil holes 111 connected thereto. In the embodiment of the present application, on each partition mounting surface 110, the partition oil holes 111 connected to the first opening 130 are a partition oil inlet hole 1111 and a partition oil outlet hole 1112. The spacing between the partition oil inlet hole 1111 and the first opening 130 is smaller than the spacing between the partition oil outlet holes 1112. This facilitates the cooperation between the two partition oil holes 111 and the heat exchanger and the accommodating cavity, shortening the movement path of the cooling oil flowing from the heat exchanger to the partition oil inlet hole 1111 and from the partition oil outlet hole 1112 to the accommodating cavity.

[0104] Continuing to refer to Figures 4 and 5, in one embodiment, the outer surface of the internal connecting oil passage 121 protrudes toward the partition mounting surface 110, and the protruding directions of the outer surfaces of the two internal connecting oil passages 121 are opposite to each other along the axial direction O of the dual-motor powertrain 10. In this embodiment of the present application, the protruding direction of the outer surface of the internal connecting oil passage 121 is the same as the opening direction of the partition oil inlet hole 1111 on the same partition mounting surface 110, which helps shorten the path of the cooling oil flowing from the partition oil inlet hole 1111 to the internal connecting oil passage 121. The protruding directions of the outer surfaces of the two internal connecting oil passages 121 are opposite to each other along the axial direction O of the dual-motor powertrain 10, which can reduce the axial length of the middle partition 100 and the dual-motor powertrain 10, and helps achieve a miniaturized design of the dual-motor powertrain 10.

[0105] In one embodiment, when the axial thickness of the middle separator 100 is relatively thick, the internal communication oil passage 121 may be formed inside the middle separator 100 , that is, the outer surface of the internal communication oil passage 121 is flush with the end surface of the middle separator 100 .

[0106] Please refer to Figures 4 and 6 in combination. Figure 6 is a cross-sectional view of the middle partition 100 shown in Figure 4 along BB. In one embodiment, the outer peripheral surface of the middle partition 100 includes two second openings 140. The two second openings 140 are arranged at intervals along the axial direction O of the dual-motor powertrain 10. Each second opening 140 is connected to another partition oil hole 111 of a partition mounting surface 110 through another internal oil channel of the middle partition 100. Each second opening 140 is used to accommodate a sealing member (not shown).

[0107] In an embodiment of the present application, the second opening 140 passes through the inner and outer sides of the middle partition 100 along the radial direction R of the dual-motor powertrain. The second opening 140 facilitates machining another internal oil passage of the middle partition 100 from the outside of the middle partition 100 inward. In one embodiment, the second opening 140 and the other internal oil passage of the middle partition 100 are integrally die-cast, so that the two do not need to be machined separately, which helps save process steps and reduces the difficulty of machining and manufacturing the internal oil passage. The second opening 140 is connected to the partition oil outlet 1112 of the partition mounting surface 110 through the other internal oil passage of the middle partition 100. The sealing member is located in the second opening 140 to seal the second opening 140 and prevent the cooling oil in the internal oil passage from leaking from the second opening 140.

[0108] Continuing with Figures 4 and 5, in one embodiment, the spacing between the second opening 140 and the first opening 130 is greater than the spacing between the two baffle oil holes 111 in each baffle mounting surface 110. In this embodiment of the present application, both the first opening 130 and the second opening 140 are formed on the outer circumference of the middle baffle 100. If the spacing between the two baffle oil holes 111 on the same baffle mounting surface 110 is too large, the internal connecting oil passage between the two baffle oil holes will become excessively long, thereby increasing cooling oil loss along the transmission path. This embodiment of the present application shortens the cooling oil transmission path within the middle baffle while also reducing the difficulty of machining the internal oil passages.

[0109] Please continue to refer to Figure 4. In one embodiment, the spacing between each second opening 140 and another partition oil hole 111 connected thereto is smaller than the spacing between one partition oil hole 111 and another partition oil hole 111 connected thereto. In this embodiment of the present application, the spacing between the second opening 140 and the partition oil outlet hole 1112 is relatively small, which is equivalent to a shorter length of the internal oil passage between the second opening 140 and the partition oil outlet hole 1112, which helps to reduce the difficulty of processing. In addition, because the internal oil passage between the second opening 140 and the partition oil outlet hole 1112 is not used for cooling oil circulation, this embodiment of the present application can also avoid this portion of the internal oil passage from occupying too much space, thereby improving space utilization.

[0110] Please continue to refer to Figure 6. In one embodiment, the middle partition 100 also includes two shaft oil holes 150. Along the axial direction O of the dual-motor powertrain, the two shaft oil holes 150 are arranged on the same side of the two partition mounting surfaces 110 respectively. Each second opening 140 is also connected to a shaft oil hole 150 distributed on the same side as another partition oil hole 111 through another internal oil channel of the middle partition 100. Among them, along the radial direction R of the dual-motor powertrain, each shaft oil hole 150 is located on the inner side of another partition oil hole 111 distributed on the same side as it, and each second opening 140 is located on the outer side of another partition oil hole 111.

[0111] In the embodiment of the present application, in the radial direction R of the dual-motor powertrain, the baffle oil outlet hole 1112 is located between the second opening 140 and the shaft oil hole 150, and the second opening 140, the baffle oil outlet hole 1112, and the shaft oil hole 150 are connected in sequence. The internal oil passage of the middle baffle 100 used to connect the three is called the radial connecting oil passage 122. The internal connecting oil passage 121 is connected to the shaft oil hole 150 through the radial connecting oil passage 122. The middle baffle 100 integrates multiple oil-conducting structures, such as the baffle oil inlet hole 1111, the internal connecting oil passage 121, the baffle oil outlet hole 1112, the radial connecting oil passage 122, and the shaft oil hole 150, which is conducive to realizing the multifunctionality of the middle baffle 100 and the miniaturization of the dual-motor powertrain 10. The shaft oil hole 150 and the baffle oil outlet hole 1112 are used to guide cooling oil to different parts of the intermediate housing arranged on the same side. In one embodiment, each shaft oil hole 150 is used to connect to the motor shaft of the motor 400 distributed on the same side, and the cooling oil flows into the motor shaft of the motor 400 distributed on the same side through the shaft oil hole 150 to achieve cooling and lubrication of the motor 400.

[0112] In an embodiment of the present application, the axial direction O of the dual-motor powertrain 10 is parallel to the axial direction of the motor, so the axis of the shaft oil hole 150 is coaxial with the axis of the motor shaft, and the opening direction of the shaft oil hole 150 is parallel to the arrangement direction of a partition mounting surface 110 and the intermediate shell 200, so that the shaft oil hole 150 can guide the cooling oil to flow to the motor shaft in the intermediate shell 200.

[0113] Continuing with Figures 4 and 6 , in one embodiment, the outer surfaces of the radial connecting oil passages 122 are raised toward the partition mounting surface (as shown in Figures 4 and 6 ), with the outer surfaces of the two radial connecting oil passages 122 facing away from each other along the axial direction O of the dual-motor powertrain 10 (as shown in Figure 6 ). In this embodiment, the partition mounting surface 110, radial connecting oil passages 122, and internal connecting oil passages 121 of the middle partition 100 are formed as raised structures. Other portions not requiring raised structures have a thinner axial thickness, which helps reduce the weight and material requirements of the middle partition 100, thereby facilitating a compact and lightweight design for the dual-motor powertrain 10.

[0114] Continuing with Figures 4 and 6 , in one embodiment, the axis of the radial oil passage 122 is coaxial with the axis of the second opening 140 (as shown in Figure 6 ), and the radial oil passage 122 intersects with the extension direction of the internal oil passage 121 (as shown in Figure 4 ). In this embodiment of the present application, on the same baffle mounting surface 110, the axis of the radial oil passage 122 coincides with the axis of the second opening 140, and the extension direction of the radial oil passage 122 intersects with the extension direction of the internal oil passage 121. This allows portions of the radial oil passage 122 and portions of the internal oil passage 121 to be spaced apart in the radial direction R of the dual-motor powertrain 10, providing space for the layout of other structures.

[0115] It should be noted that in the embodiment of the present application, the radial direction R of the dual-motor powertrain 10 is parallel to the radial direction of the reducer 300. At the same time, in order to realize the motor shaft transmission connection between the reducer 300 and the motor 400, the reducer 300 needs to be arranged coaxially with the motor 400, so that the radial direction R of the dual-motor powertrain 10 is also parallel to the radial direction of the motor 400.

[0116] Continuing to refer to Figures 5 and 6, in one embodiment, the projections of the partition oil inlet holes 1111 and the partition oil outlet holes 1112 on the two partition mounting surfaces 110, as well as at least one of the two internal connecting oil passages 121 and the radial connecting oil passages 122 of the middle partition 100, partially overlap. In this embodiment of the present application, the partition oil inlet hole 1111, the internal connecting oil passage 121, the partition oil outlet hole 1112, and the radial connecting oil passage 122 are the oil passages that flow from one partition mounting surface 110 of the middle partition 100 to the intermediate housing 200 arranged on the same side. The projections of the oil passages on the two partition mounting surfaces 110 along the axial direction O of the dual-motor powertrain 10 at least partially overlap, which helps reduce the difference in oil resistance of the cooling oil on both sides of the middle partition 100. In one embodiment, the baffle oil inlet holes 1111 and the baffle oil outlet holes 1112 of the two baffle mounting surfaces 110, as well as the two internal connecting oil passages 121 and the radial connecting oil passages 122 of the middle baffle 100, are symmetrically arranged. This embodiment of the present application can further improve the consistency of oil resistance on both sides of the middle baffle 100.

[0117] Please refer to Figure 4. In one embodiment, each partition mounting surface 110 also includes a plurality of partition fixing holes 112. The partition fixing holes 112 are used to fix and connect an intermediate shell 200. The opening of each partition fixing hole 112 faces an intermediate shell 200 (not shown in the figure). The plurality of partition fixing holes 112 are arranged in sequence at intervals on the edge of the middle partition 100. Two partition oil holes 111 are arranged on the inner side of the plurality of partition fixing holes 112 along the radial direction R of the dual-motor powertrain.

[0118] In this embodiment of the present application, two intermediate housings 200 are arranged on either side of the central partition 100 along the axis O of the dual-motor powertrain. Each partition mounting surface 110 is fixedly connected to an intermediate housing 200 on the same side via partition fixing holes 112. As will be appreciated, to ensure a tight connection between the partition fixing holes 112 and the intermediate housing 200, the end faces of the multiple partition fixing holes 112 are flush. The multiple partition fixing holes 112 are located at the edge of the central partition 100, enclosing the partition oil inlet hole 1111 and the partition oil outlet hole 1112 on the inner side. This helps prevent cooling oil from leaking outward and improves cooling oil utilization. The first opening 130 and the second opening 140 are opened on the outer peripheral surface of the middle partition 100 along the radial direction R of the dual-motor powertrain. The first opening 130 and the second opening 140 are both located on the outside of the multiple partition fixing holes 112 along the radial direction R of the dual-motor powertrain, which facilitates the formation of the first opening 130 and the second opening 140, and is also conducive to forming an internal connecting oil channel 121 in the first opening 130 and a radial connecting oil channel 122 in the second opening 140.

[0119] Please continue to refer to Figures 4 to 6. In one embodiment, the middle partition 100 also includes two reducer bearing fixing grooves 190 (as shown in Figures 4 to 6). Along the axial direction O of the dual-motor powertrain, the two reducer bearing fixing grooves 190 are arranged on the same side of the two partition mounting surfaces 110 respectively. Each reducer bearing fixing groove 190 is used to fix the outer ring of the reducer bearing (not shown). Among them, along the radial direction R1 of the dual-motor powertrain 10, the partition oil inlet hole 1111 and the partition oil outlet hole 1112 of each partition mounting surface 110 are arranged between the reducer bearing fixing groove 190 and the partition fixing hole 112 (as shown in Figure 4), and each shaft oil hole 150, the reducer bearing fixing groove 190 and the partition oil outlet hole 1112 of the middle partition 100 are arranged in sequence (as shown in Figure 5). Along the radial direction R of the dual-motor powertrain 10, each first opening 130 and second opening 140 of the middle partition 100 is exposed to the outside of the partition fixing hole 112 (as shown in combination with Figures 5 and 6), and part of the internal connecting oil channel 121 located between the partition oil inlet hole 1111 and the partition oil outlet hole 1112 is arranged between the partition fixing hole 112 and the reducer bearing fixing groove 190 (as shown in Figure 4).

[0120] In the embodiment of the present application, the middle partition 100 secures the reducer bearing via the reducer bearing securing groove 190. The reducer bearing is used to bear load and reduce friction within the reducer 300. On the same partition mounting surface 110, along the radial direction R of the dual-motor powertrain 10, the partition oil inlet hole 1111, the partition oil outlet hole 1112, and the portion of the internal connecting oil passage 121 between the partition oil inlet hole 1111 and the partition oil outlet hole 1112 are all arranged between the partition securing hole 112 and the reducer bearing securing groove 190. This compact arrangement facilitates optimizing the internal layout of the dual-motor powertrain 10.

[0121] In the embodiment of the present application, along the radial direction R of the dual-motor powertrain 10, there is a gap between each shaft oil hole 150, the reducer bearing fixing groove 190, and the partition oil outlet hole 1112 of the middle partition 100. The radial gap between the shaft oil hole 150 and the reducer bearing fixing groove 190 can provide space for accommodating the reducer bearing, and the radial gap between the reducer bearing fixing groove 190 and the partition oil outlet hole 1112 can prevent the reducer bearing from negatively affecting the oil flow of the partition oil outlet hole 1112. The first opening 130 (as shown in Figure 5) and the second opening 140 (as shown in Figure 6) of the middle partition 100 are exposed on the outer peripheral surface of the middle partition 100, facilitating die-casting of the internal connecting oil passage 121 and the radial connecting oil passage 122, as well as facilitating the use of a sealing member to block the inner connecting oil passage 121 and the radial connecting oil passage 122. The outer peripheral surface of the middle partition 100 refers to the outer surface of the middle partition 100 away from the reducer bearing fixing groove 190 along the radial direction R of the dual-motor powertrain 10.

[0122] In one embodiment, the middle partition 100 includes a shaft protrusion (not shown in the figure), which protrudes toward the intermediate housing 200 arranged on the same side. The shaft oil hole 150 passes through the shaft protrusion along the axial direction O of the dual-motor powertrain, and the shaft protrusion protrudes from the bottom of the reducer bearing fixing groove 190. In one embodiment, the axial length of the shaft protrusion is the same as the groove depth of the reducer bearing fixing groove 190. In one embodiment, the axial length of the shaft protrusion is greater than the groove depth of the reducer bearing fixing groove 190, so that the shaft oil hole of the shaft protrusion can penetrate deep into the reducer accommodating cavity to supply cooling oil to the motor shaft.

[0123] In one embodiment, the end faces of the partition fixing hole 112, the end faces of the partition oil inlet hole 1111, and the end faces of the partition oil outlet hole 1112, which are arranged on the same side of the partition 100 along the axial direction O of the dual-motor powertrain 10, are flush. In the embodiment of the present application, the partition fixing hole 112, the partition oil inlet hole 1111, and the partition oil outlet hole 1112 all protrude toward the intermediate housing 200 arranged on the same side, wherein the partition fixing hole 112 is used to fix the intermediate housing 200 arranged on the same side, and the end faces of the partition oil inlet hole 1111 and the end faces of the partition oil outlet hole 1112 are flush with the end face of the partition fixing hole 112, which is conducive to improving the stability and sealing of the connection between the middle partition 100 and the intermediate housing 200. In some other embodiments, the end faces of the partition oil inlet hole 1111 and the end faces of the partition oil outlet hole 1112 of each partition mounting surface 110 may not be flush with the partition fixing hole 112, as long as it does not affect the connection and sealing between the middle partition 100 and the intermediate shell 200.

[0124] In one embodiment, the inner wall of the partition oil inlet hole 1111, the internal connecting oil channel 121, the inner wall of the partition oil outlet hole 1112, the radial connecting oil channel 122 and the inner wall of the rotating shaft oil hole 150 are rough surfaces, and along the axial direction O of the dual-motor powertrain 10, the end face of the partition fixing hole 112 of the middle partition 100, the end face of the partition oil inlet hole 1111 and the end face of the partition oil outlet hole 1112 are machined surfaces.

[0125] The "blank surface" refers to the surface formed after die casting, with no cutting marks on the inner wall. The opposite of the "blank surface" is the "machined surface," which has a higher surface roughness than the "machined surface." Surface roughness refers to the unevenness of the surface, with small peaks and valleys forming small gaps. The smaller the surface roughness, the smoother the surface.

[0126] In the embodiment of the present application, when the cooling oil flows from the middle partition 100 to the intermediate housing 200, the surfaces that the cooling oil contacts include at least the inner wall of the partition oil inlet hole 1111, the internal connecting oil passage 121, the inner wall of the partition oil outlet hole 1112, the radial connecting oil passage 122, and the inner wall of the shaft oil hole 150. Since the partition oil inlet hole 1111, the internal connecting oil passage 121, the partition oil outlet hole 1112, the radial connecting oil passage 122, and the shaft oil hole 150 are all die-cast, die-cast parts are prone to internal pores. If these surfaces are machined, the cutting operation will cause some pores to be exposed, causing the cooling oil to flow into the pores, resulting in the cooling oil not being effectively utilized. The surfaces of the middle partition 100 in the embodiment of the present application that contact the cooling oil are all rough surfaces, which can prevent the cooling oil from flowing into the pores and improve the utilization rate of the cooling oil.

[0127] In an embodiment of the present application, along the axial direction O of the dual-motor powertrain 10, the end face of the partition fixing hole 112 of the middle partition 100, the end face of the partition oil inlet hole 1111 and the end face of the partition oil outlet hole 1112 are cut, which can make the connection between the middle partition 100 and the intermediate shell tighter and ensure sealing.

[0128] Please continue to refer to Figure 4. In one embodiment, the outer peripheral surface of the middle partition 100 includes at least one air valve fixing hole 160, and each air valve fixing hole 160 is used to accommodate and fix a air valve, wherein the distance between each air valve fixing hole 160 and another partition oil hole 111 of each partition mounting surface 110 is smaller than the distance between each air valve fixing hole 160 and one partition oil hole 111 of each partition mounting surface 110.

[0129] During operation, some components of the reducer 300 and motor 400 generate heat, causing the gas within the intermediate housing 200 to expand. If the internal gas flow within the dual-motor powertrain 10 is not regulated and controlled, the high pressure generated by the expanding gas could cause mechanical damage to the reducer 300 and motor 400. In this embodiment of the present application, the breather valve fixing hole 160 is used to accommodate the breather valve. The partition oil outlet hole 1112 is closer to the breather valve fixing hole 160 than the partition oil inlet hole 1111. The breather valve balances the internal and external pressures of the dual-motor powertrain 10, preventing high pressure from compromising the safety performance of the dual-motor powertrain 10.

[0130] Continuing with FIG4 , in one embodiment, the middle partition 100 further includes a communication hole 170 for connecting the two sides of the middle partition 100 and the breather valve fixing hole 160. The distance between the communication hole 170 and another partition oil hole 111 on each partition mounting surface 110 is smaller than the distance between the communication hole 170 and one partition oil hole 111 on each partition mounting surface 110. The distance between the communication hole 170 and the breather valve fixing hole 160 is smaller than the distance between the communication hole 170 and another partition oil hole 111 on each partition mounting surface 110.

[0131] In an embodiment of the present application, the two partition mounting surfaces 110 of the partition 100 along the axial direction O of the dual-motor powertrain 10 are each facing the accommodating cavity 210 of an intermediate shell 200, and the connecting hole 170 passes through the two partition mounting surfaces 110 of the partition 100 along the axial direction O of the dual-motor powertrain 10, so that the air pressure in the accommodating cavity 210 of the two intermediate shells remains balanced.

[0132] In the embodiment of the present application, the distance between the connecting hole 170 and the breather valve fixing hole 160 is smaller than the distance between the connecting hole 170 and the partition oil outlet hole 1112. Comparing the distance between the connecting hole 170 and the breather valve fixing hole 160 with the distance between the connecting hole 170 and the partition oil outlet hole 1112, the relatively smaller distance between the connecting hole 170 and the breather valve fixing hole 160 allows the internal gas of the dual-motor powertrain 10 to flow outward through the connecting hole 170 and the breather valve fixing hole 160, thereby shortening the gas transmission path and reducing wind resistance. The relatively larger distance between the connecting hole 170 and the partition oil outlet hole 1112 allows the partition oil outlet hole 1112 to guide the cooling oil into the inner cavity of the intermediate housing 200. This helps prevent the cooling oil and internal gas from interfering during movement, preventing the cooling oil from flowing into the two intermediate housings 200 through the connecting hole 170, and ensuring balanced distribution of the cooling oil within the intermediate housings 200 on both sides.

[0133] In the embodiment of the present application, the distance between the connecting hole 170 and the partition oil outlet hole 1112 is smaller than the distance between the connecting hole 170 and the partition oil inlet hole 1111. Comparing the distance between the connecting hole 170 and the partition oil outlet hole 1112 with the distance between the connecting hole 170 and the partition oil inlet hole 1111, the partition oil outlet hole 1112 and the partition oil inlet hole 1111 are respectively used to connect different parts of the intermediate housing 200. Among them, the distance between the connecting hole 170 and the partition oil inlet hole 1111 is relatively large, which facilitates the arrangement of components in the intermediate housing 200. In one embodiment, the installation position of the connecting hole 170 can be higher than the installation position of the partition oil inlet hole 1111, so that the height between the two is larger, which is conducive to the cooling oil flowing from the lower position into the middle partition 100, so that the internal gas is circulated and balanced at the high position, and avoids interference between the circulating gas and the cooling oil at the lower position.

[0134] Continuing with Figure 4, in one embodiment, the middle partition 100 includes two partition fixing protrusions 101. Along the axial direction O of the dual-motor powertrain, the two partition mounting surfaces 110 are end surfaces of the two partition fixing protrusions 101 facing the two intermediate housings 200, with the two partition fixing protrusions 101 protruding in opposite directions. A vent valve fixing hole 160 extends through the partition fixing protrusions 101 on the two partition mounting surfaces 110. Along the axial direction O of the dual-motor powertrain 10, the projection of the vent valve fixing hole 160 partially overlaps with the projection of the partition fixing protrusion 101. In this embodiment of the present application, along the radial direction R of the dual-motor powertrain 10, the vent valve fixing hole 160 extends through both sides of the two partition fixing protrusions 101, allowing the vent valve fixing hole 160 to connect the inner cavities of the two intermediate housings 200 via the connecting hole 170. The ventilation valve fixing hole 160 is enclosed by the penetrating portions of the two partition plate fixing protrusions 101 , which is beneficial to improving the structural stability of the ventilation valve fixing hole 160 .

[0135] Continuing with FIG. 4 , in one embodiment, along the axial direction of the ventilation valve fixing hole 160, one end opening of the O2 ventilation valve fixing hole 160 is located within the partition fixing protrusion 101, while one end opening of the ventilation valve fixing hole 160 is exposed outside the partition fixing protrusion 101. Along the axial direction of the ventilation valve fixing hole 160, the projection of the O2 ventilation valve fixing hole 160 partially overlaps with the projection of the communicating hole 170.

[0136] In the embodiment of the present application, along the axial direction O2 of the vent valve fixing hole 160, one end opening of the vent valve fixing hole 160 extends into the inner side of the partition fixing protrusion 101, and the connecting hole 170 is located inside the partition fixing protrusion 101. The projection of the vent valve fixing hole 160 and the projection of the connecting hole 170 partially overlap, facilitating communication between the vent valve fixing hole 160 and the connecting hole 170. The other end opening of the vent valve fixing hole 160 extends outside the partition fixing protrusion 101, facilitating communication between the vent valve fixing hole 160 and the outside of the partition fixing protrusion 101 and facilitating die-casting of the vent valve fixing hole 160 from outside the partition fixing protrusion 101, reducing processing difficulty. In one embodiment, the axial direction O2 of the vent valve fixing hole 160 intersects the axial direction O of the dual-motor powertrain 10. In the embodiment of the present application, since the air valve fixing hole 160 needs to pass through the two partition fixing protrusions 101, the axial direction O2 of the air valve fixing hole 160 intersects with the axial direction O of the dual-motor powertrain 10, that is, the penetration direction of the air valve fixing hole 160 intersects with the axial direction O of the dual-motor powertrain 10, which can avoid the air valve fixing hole 160 occupying too much space on the axial direction O of the dual-motor powertrain 10, which is beneficial to reducing the volume of the dual-motor powertrain 10.

[0137] It should be noted that in the embodiments of the present application, the projection of a hole, cavity, or channel refers to the projection of the area enclosed by the hole wall, cavity inner wall, or channel inner wall. The projection along the axial direction O of the dual-motor powertrain 10 refers to the projection along the axial direction O of the dual-motor powertrain 10 onto a projection plane perpendicular to the axial direction O of the dual-motor powertrain 10. The projection plane along the axial direction O of the dual-motor powertrain 10 is perpendicular to the axial direction O of the dual-motor powertrain 10.

[0138] Please continue to refer to Figure 4. In one embodiment, the middle partition 100 also includes two oil-blocking protrusions 180 that are integrally die-cast, and the connecting hole 170 includes two end openings 171. The two end openings 171 are arranged relatively along the axial direction O of the dual-motor powertrain, and each oil-blocking protrusion 180 is fixed to the circumferential side of an end opening 171, wherein, along the axial direction O of the dual-motor powertrain, each oil-blocking protrusion 180 protrudes from one end opening 171 in a direction away from the other end opening 171.

[0139] It is understandable that when the internal components in the dual-motor powertrain 10 heat up, in addition to the internal gas being affected, some of the oil will evaporate due to the heat to form oil mist, and the oil mist will move with the expanding gas. If an oil-blocking structure is not used, the oil mist will accumulate in the connecting hole 170, and some of the oil will be thrown into the connecting hole 170 by the gears and other components in the reducer 300, thereby causing the air valve to be blocked, affecting the internal and external air pressure balance of the dual-motor powertrain 10.

[0140] In the embodiment of the present application, each oil-blocking protrusion 180 is used to block oil mist and oil liquid. Specifically, the oil-blocking protrusion 180 and the connecting hole 170 are both located on the inner side of the partition fixing protrusion 101 along the radial direction R of the dual-motor powertrain 10. The connecting hole 170 is surrounded by the oil-blocking protrusion 180. In the process of moving toward the connecting hole 170, the cooling oil needs to first contact the oil-blocking protrusion 180. The oil-blocking protrusion 180 blocks the movement of oil mist and oil liquid, thereby reducing the accumulation of cooling oil in the connecting hole 170. In one embodiment, the area enclosed by the oil-blocking protrusion 180 and the partition fixing protrusion 101 surrounds the connecting hole 170, which is conducive to blocking the cooling oil from entering the connecting hole 170 from different angles. In one embodiment, along the protruding direction of the oil-blocking protrusion 180, the projection of the oil-blocking protrusion 180 is "V"-shaped or "U"-shaped. In some other embodiments, the projection of the oil-blocking protrusion 180 may also be in other shapes, as long as the oil-blocking protrusion 180 can prevent the cooling oil from entering the connecting hole 170 .

[0141] Please refer to Figure 7, which is a partial exploded view of the dual-motor powertrain 10 provided in an embodiment of the present application. In one embodiment, each intermediate shell 200 includes a shell mounting surface 220, and the shell mounting surface 220 of each intermediate shell 200 is used to fix the connection with a partition mounting surface 110 of the middle partition 100. Each shell mounting surface 220 includes two shell oil holes 221, and the two shell oil holes 221 are respectively connected to the heat exchanger 600 and the accommodating cavity 210 through two internal oil channels of the same intermediate shell 200, wherein the two shell oil holes 221 of each shell mounting surface 220 are respectively connected to the two partition oil holes 111 of a partition mounting surface 110 to which it is fixedly connected, and each shell oil hole 221 is arranged along the axial direction O of the dual-motor powertrain with a partition oil hole 111 to which it is connected.

[0142] In the embodiment of the present application, each housing mounting surface 220 is used to be fixedly connected to a partition mounting surface 110. Each housing mounting surface 220 does not have to be flat, as long as the housing mounting surface 220 can be fixed to the middle partition 100. For example, the housing mounting surface 220 can have a concave-convex fit with the partition mounting surface 110. Since the housing mounting surface 220 is the end surface where the intermediate housing 200 and the middle partition 100 meet, in one embodiment, the housing mounting surface 220 may include fixing holes and oil holes to facilitate fixing and oil flow between the intermediate housing 200 and the middle partition 100.

[0143] In the embodiment of the present application, the two housing oil holes 221 of each housing mounting surface 220 are respectively used to connect the heat exchanger 600 and the accommodating chamber 210. For convenience, the housing oil hole 221 used to connect with the heat exchanger 600 is referred to as the housing oil outlet hole 2211 (as shown in FIG7 ), and the housing oil hole 221 used to connect with the accommodating chamber 210 is referred to as the housing oil inlet hole 2212 (as shown in FIG7 ). The housing oil outlet hole 2211 of each intermediate housing 200 is connected to the partition oil inlet hole 1111 of a partition mounting surface 110. The housing oil outlet hole 2211 is used to transport cooling oil from the heat exchanger 600 to the intermediate partition 100. The housing oil inlet hole 2212 of each intermediate housing 200 is connected to the partition oil outlet hole 1112 of a partition mounting surface 110. The housing oil inlet hole 2212 is used to transport cooling oil from the intermediate partition 100 to the accommodating chamber 210 of the intermediate housing 200. The arrangement direction of the housing oil holes 221 and the partition oil holes 111 is parallel to the arrangement direction of the intermediate housing 200 and the intermediate partition 100 , which is beneficial to reducing the resistance of the cooling oil when flowing between the intermediate partition 100 and the intermediate housing.

[0144] In one embodiment, along the axial direction O of the dual-motor powertrain 10, the housing oil outlet holes 2211 of each intermediate housing 200 at least partially overlap with the projection of the partition oil inlet holes 1111 of the partition mounting surface 110 on the same side (not shown). This embodiment facilitates the flow of cooling oil between the housing oil outlet holes 2211 and the partition oil inlet holes 1111, thereby reducing the flow resistance of the cooling oil.

[0145] In one embodiment, each housing oil hole 221 has a sealing groove (not shown) around its periphery. The sealing groove is used to accommodate a sealing ring. When the housing oil hole 221 is in contact with the partition oil hole 111, the sealing ring is used to seal the gap between the housing oil hole 221 and the partition oil hole 111. In one embodiment, the partition oil hole 111 has a sealing groove around its periphery for accommodating a sealing ring to seal the gap between the housing oil hole 221 and the partition oil hole 111.

[0146] Please refer to Figures 8 and 9. Figure 8 is a schematic structural diagram of the intermediate housing 200 provided in one embodiment of the present application. Figure 9 is a cross-sectional view of the intermediate housing 200 shown in Figure 8 along line CC. In one embodiment, each intermediate housing 200 further includes a housing oil outlet channel 230. The housing oil outlet channel 230 extends along the axial direction O of the dual-motor powertrain 10. The housing oil outlet channel 230 is used to communicate with the housing oil outlet hole 2211. Along the axial direction O of the dual-motor powertrain 10, the projection of the housing oil outlet channel 230 of each intermediate housing 200 at least partially overlaps with the projection of the baffle oil inlet hole 1111 of the baffle mounting surface 110 distributed on the same side. In one embodiment, the housing oil outlet channel 230 and the housing oil outlet hole 2211 are integrally die-cast. This helps to improve the structural stability of the housing oil outlet channel 230 and the housing oil outlet hole 2211.

[0147] Please continue to refer to Figure 9. In one embodiment, each intermediate shell 200 also includes a heat exchanger mounting surface 240, which is used to fix the heat exchanger 600. The heat exchanger mounting surface 240 includes a heat exchange oil inlet hole 241. The heat exchange oil inlet hole 241 of each intermediate shell 200 is used to connect to the oil outlet of the heat exchanger 600 and to connect to a shell oil hole 221 through an internal oil channel of the same intermediate shell 200, wherein the opening direction of the heat exchange oil inlet hole 241 of each intermediate shell 200 intersects with the axial direction O of the dual-motor powertrain 10.

[0148] In the embodiment of the present application, the heat exchanger mounting surface 240 is used to secure the heat exchanger 600, and the heat exchange oil inlet hole 241 is located on the heat exchanger mounting surface 240. In one embodiment, the heat exchanger mounting surface 240 also includes a heat exchanger fixing hole 242, which is used to secure the heat exchanger 600. The heat exchanger fixing hole 242 is coplanar with the heat exchange oil inlet hole 241. The heat exchange oil inlet hole 241 is used to guide the cooling oil transmitted by the heat exchanger 600 to the housing oil outlet hole 2211 and the partition oil inlet hole 1111 in sequence. The heat exchanger 600 is used to cool the cooling oil and then transport the cooled cooling oil to the middle partition 100, thereby improving the cooling efficiency of the cooling oil on the reducer 300 and the motor 400. On each intermediate shell 200, the opening of the heat exchange oil inlet hole 241 is oriented to intersect with the axial direction O of the dual-motor powertrain 10, thereby preventing the channel between the heat exchange oil inlet hole 241 and the shell oil outlet hole 2211 from occupying too long a space on the axial direction O of the dual-motor powertrain 10, thereby reducing the axial dimension of the dual-motor powertrain 10.

[0149] Continuing with FIG9 , in one embodiment, each intermediate housing 200 further includes a heat exchange oil inlet passage 250, which is used to connect the heat exchange oil inlet hole 241 and the housing oil outlet hole 2211. The extension direction of the heat exchange oil inlet passage 250 intersects the axial direction O of the dual-motor powertrain 10. In one embodiment, the heat exchange oil inlet hole 241 facilitates machining the heat exchange oil inlet passage 250 from the outside of the heat exchanger mounting surface 240 inward. In one embodiment, the heat exchange oil inlet hole 241 and the heat exchange oil inlet passage 250 are integrally die-cast, eliminating the need for separate machining of the two, thereby saving steps and improving the structural strength of the heat exchange oil inlet hole 241 and the heat exchange oil inlet passage 250. In one embodiment, the outer circumference of each intermediate housing 200 further includes a heat exchange oil inlet opening 201. The opening direction of the heat exchange oil inlet opening 201 is opposite to the opening direction of the heat exchange oil inlet hole 241. The heat exchange oil inlet passage 250 and the heat exchange oil inlet opening 201 are integrally die-cast. The heat exchange oil inlet opening 201 facilitates machining the heat exchange oil inlet passage 250 from the outside of the intermediate housing 200 inward. In one embodiment, the heat exchange oil inlet passage 250 is formed by drilling holes through the heat exchange oil inlet opening 201 and the heat exchange oil inlet hole 241 to form a interconnected heat exchange oil inlet passage 250.

[0150] Please refer to Figures 7, 10 and 11 in combination. Figure 10 is a structural schematic diagram of the intermediate shell 200 provided in an embodiment of the present application. Figure 11 is a cross-sectional view of the intermediate shell 200 shown in Figure 10 along DD. In one embodiment, the heat exchanger mounting surface 240 of each intermediate shell 200 also includes a heat exchange oil outlet hole 243 (as shown in Figure 11), and the accommodating cavity 210 of each intermediate shell 200 includes a reducer accommodating cavity 211 and a motor accommodating cavity 212 (as shown in Figure 7). The inner wall of each reducer accommodating cavity 211 includes an oil suction hole 2111 (as shown in Figures 7, 10 and 11). Each reducer accommodating cavity 211 is connected to the heat exchange oil outlet hole 243 of the same intermediate shell 200 through the oil suction hole 2111 on its inner wall, and each motor accommodating cavity 212 is connected to another shell oil hole 221 through another internal oil channel of the same intermediate shell 200. Among them, along the axial direction O of the dual-motor powertrain, the motor accommodating cavity 212, the reducer accommodating cavity 211, and the housing mounting surface 220 of each intermediate housing 200 are arranged in sequence (as shown in Figure 7). Along the axial direction O of the dual-motor powertrain, the heat exchange oil outlet holes 243, the heat exchange oil inlet holes 241, and the housing mounting surface 220 of each intermediate housing 200 are arranged in sequence (as shown in Figure 11). The heat exchange oil outlet holes 243, the oil suction holes 2111, and the housing mounting surface 220 of each intermediate housing 200 are arranged in sequence (as shown in Figure 11).

[0151] In the embodiment of the present application, the two reducers 300 of the dual-motor powertrain 10 are respectively located in the reducer accommodating chambers 211 of the two intermediate housings 200. After the cooling oil cools and lubricates the reducer 300, in order to save costs, the cooling oil needs to be recycled using the oil suction hole 2111. The oil suction hole 2111 is used to connect the reducer accommodating chamber 211 and the heat exchange oil outlet hole 243, so that the cooling oil in the reducer accommodating chamber 211 can flow into the heat exchanger 600 through the oil suction hole 2111 for cooling. The cooled cooling oil re-enters the accommodating chamber of the intermediate housing 200 through the heat exchange oil inlet hole 241, the housing oil outlet hole 2211, and the middle partition plate 100, thereby realizing the recycling of the cooling oil. Continuing with FIG. 11 , in one embodiment, each intermediate housing 200 further includes an oil suction channel 260, which connects the oil suction hole 2111 with the heat exchange oil outlet hole 243. The extension direction of the oil suction channel 260 intersects the axial direction O of the dual-motor powertrain 10. The oil suction hole 2111 facilitates machining the oil suction channel 260 inwardly from the inner wall of the reducer housing chamber 211. In one embodiment, the oil suction hole 2111 and the oil suction channel 260 are integrally die-cast, eliminating the need for separate machining. This saves process steps and enhances the structural strength of the oil suction hole 2111 and the oil suction channel 260.

[0152] Please refer to Figures 7, 12 and 13 in combination. Figure 12 is a structural schematic diagram of the intermediate shell 200 provided in an embodiment of the present application. Figure 13 is a cross-sectional view of the intermediate shell 200 shown in Figure 12 along EE. In the embodiment of the present application, the middle partition 100 guides and distributes the cooling oil. Specifically, after the cooling oil flows into the internal oil channel of the middle partition 100 through the partition oil inlet hole 1111, a part of the cooling oil flows into the shell oil inlet hole 2212 and the motor accommodating cavity 212 of the intermediate shell 200 in sequence through the partition oil outlet hole 1112, and the other part of the cooling oil flows into the motor shaft through the rotating shaft oil hole 150. For example, referring to FIG. 13 , in one embodiment, each intermediate housing 200 further includes a housing oil inlet passage 270 and a connecting passage 280 . Along the axial direction O of the dual-motor powertrain 10, the housing oil inlet hole 2212, the housing oil inlet passage 270, and the connecting passage 280 are sequentially connected. The housing oil inlet passage 270 and a portion of the connecting passage 280 extend along the axial direction O of the dual-motor powertrain 10, and along the radial direction R of the dual-motor powertrain 10, the projection of the connecting passage 280 partially overlaps with the projection of the motor accommodating cavity 212. In this embodiment of the present application, the housing oil inlet passage 270 and the connecting passage 280 are used to guide cooling oil to the motor accommodating cavity 212. The shell oil inlet hole 2212 facilitates the processing of the shell oil inlet channel 270 from the outside of the intermediate shell 200 to the inside. In one embodiment, the shell oil inlet hole 2212 and the shell oil inlet channel 270 are die-cast as one piece, so that the two do not need to be processed separately, which is beneficial to saving processes and improving the structural strength of the shell oil inlet hole 2212 and the shell oil inlet channel 270.

[0153] Please continue to refer to Figure 11. In one embodiment, each intermediate housing 200 includes an oil pump receiving groove 290, which is used to accommodate an oil pump (not shown). The oil pump receiving groove 290 of each intermediate housing 200 is used to connect the heat exchange oil outlet hole 243 and the oil suction hole 2111 of the same intermediate housing 200. Specifically, along the axial direction O of the dual-motor powertrain, the notch of the oil pump receiving groove 290 of each intermediate housing 200 faces away from the oil suction hole 2111 connected thereto.

[0154] In this embodiment of the present application, oil pump receiving groove 290 connects heat exchange oil outlet 243 and oil suction hole 2111. The oil pump in oil pump receiving groove 290 is used to pump cooling oil from reducer receiving chamber 211 to the heat exchanger to cool the cooling oil. The cooled cooling oil then returns to receiving chamber 210 of intermediate housing 200. In the axial direction O of the dual-motor powertrain, oil suction hole 2111 is located at the bottom of oil pump receiving groove 290 and spaced apart from the notch of oil pump receiving groove 290, which helps prevent cooling oil from leaking out of oil pump receiving groove 290.

[0155] Continuing with Figures 7 and 11 , in one embodiment, along the axial direction O of the dual-motor powertrain 10, the oil pump receiving groove 290, oil suction hole 2111, reducer receiving cavity 211, and center partition 100 of each intermediate housing 200 are sequentially arranged (as shown in conjunction with Figures 7 and 11 ). Along the radial direction R of the dual-motor powertrain 10, the projection of the heat exchange oil outlet hole 243 lies within the projection of the oil pump receiving groove 290 (as shown in Figure 11 ). The heat exchange oil outlet hole 243 and the heat exchange oil inlet hole 241 open in the same direction (as shown in Figure 11 ).

[0156] In the embodiment of the present application, in the axial direction O of the dual-motor powertrain 10, the oil pump receiving groove 290, oil suction hole 2111, reducer receiving cavity 211, and middle partition 100 of each intermediate housing 200 are arranged in sequence, creating a compact and regular layout that helps reduce the flow resistance of the cooling oil. In the radial direction R of the dual-motor powertrain 10, the projection of the oil pump receiving groove 290 overlaps the projection of the heat exchange oil outlet hole 243, which helps shorten the transmission path of the cooling oil between the oil pump receiving groove 290 and the heat exchange oil outlet hole 243 and reduces cooling oil loss. The opening orientation of the heat exchange oil outlet hole 243 is parallel to the opening orientation of the heat exchange oil inlet hole 241, which helps reduce processing difficulty. It should be noted that the projection along the radial direction R of the dual-motor powertrain 10 refers to the projection along the radial direction R of the dual-motor powertrain 10 onto a projection plane perpendicular to the radial direction R of the dual-motor powertrain 10. The projection plane along the radial direction R of the dual-motor power assembly 10 is perpendicular to the radial direction R of the dual-motor power assembly 10 .

[0157] In the embodiment of the present application, each of the two intermediate housings 200 includes an oil suction hole 2111. These two oil suction holes 2111 are arranged on either side of the center partition 100 along the axial direction O of the dual-motor powertrain 10. If the dual-motor powertrain 10 only includes one oil suction hole 2111, and this oil suction hole 2111 is located on one side of the center partition 100, when the vehicle rolls over for an extended period or drives in a loop, only the cooling oil on one side of the center partition 100 can be recycled, resulting in a partial cooling oil shortage in the dual-motor powertrain 10. In the embodiment of the present application, the two oil suction holes 2111 are located in oil circuits that do not affect each other. Even when the vehicle is in adverse operating conditions, the two oil suction holes 2111 can still recycle the cooling oil, minimizing the negative impact on the flow of cooling oil in the dual-motor powertrain 10.

[0158] Continuing with Figure 11 , in one embodiment, the oil pump receiving groove 290 can also be used to accommodate an oil filter (not shown). The oil pump receiving groove 290 includes an oil pump receiving section 291 and an oil filter receiving section 292. The oil pump receiving section 291, the oil filter receiving section 292, and the oil suction hole 2111 are sequentially arranged along the axial direction O of the dual-motor powertrain 10. The oil filter receiving section 292 is used to accommodate and secure the oil filter, which is used to filter the cooling oil recovered from the reducer receiving chamber 211 to prevent impurities from entering the cooling oil circulation path and ensure smooth operation of the dual-motor powertrain 10. In one embodiment, along the radial direction R of the dual-motor powertrain 10, the projection of the heat exchange oil outlet 243 is located within the projection of the oil pump receiving section 291. This facilitates the oil pump to transfer the cooling oil through the heat exchange oil outlet 243 to the heat exchanger 600.

[0159] Continuing with FIG. 7 , in one embodiment, the oil suction hole 2111 of the dual-motor powertrain 10 is positioned lower than the breather valve 700 in the direction of gravity, or the oil suction hole 2111 of the dual-motor powertrain 10 is positioned lower than the breather valve 700, or lower than the breather valve fixing hole 160. As will be appreciated, the flow of cooling oil in the dual-motor powertrain 10 is affected by gravity. In this embodiment of the present application, the oil suction hole 2111 of the dual-motor powertrain 10 is positioned relatively low in the direction of gravity, facilitating the cooling oil's return to the oil suction hole 2111 under the action of gravity, thereby improving cooling oil recovery efficiency and reducing losses.

[0160] Please refer to Figure 14, which is a partial exploded view of the dual-motor powertrain 10 provided in an embodiment of the present application. In one embodiment, the dual-motor powertrain 10 also includes two heat exchangers 600, and the two heat exchangers 600 are respectively fixed to the two intermediate shells 200, and the heat exchange oil inlet hole 241 and the heat exchange oil outlet hole 243 of each intermediate shell 200 are connected to a heat exchanger 600, wherein, along the axial direction O of the dual-motor powertrain 10, the two heat exchangers 600 are arranged on both sides of the middle partition 100, and the two heat exchangers 600 are arranged on both sides of the reducer accommodating cavity 211 of the two intermediate shells 200.

[0161] In the embodiment of the present application, after the cooling oil cools the reducer 300 and the motor 400, the temperature of the cooling oil will increase. The heat exchanger 600 is used to exchange heat with the increased temperature cooling oil, so that the cooled cooling oil can be put back into use, thereby enhancing the cooling efficiency. In the embodiment of the present application, the dual-motor powertrain 10 includes two heat exchangers 600, which are respectively located on both sides of the middle partition 100 along the axial direction of the dual-motor powertrain 10. Each heat exchanger 600 is applied to a reducer 300 and a motor 400. On each intermediate housing 200, the heat exchange oil outlet hole 243 connects the oil pump receiving groove 290 and the heat exchanger 600, and the heat exchange oil inlet hole 241 connects the heat exchanger 600 and the housing oil outlet hole 2211. The cooling oil flowing through the two heat exchangers 600 does not interfere with each other, thereby avoiding uneven distribution of the cooling oil in the two intermediate housings 200.

[0162] In one embodiment, the heat exchanger 600 covers the heat exchange oil inlet hole 241 and the heat exchange oil outlet hole 243 , or along the axial direction of the heat exchange oil inlet hole 241 , the projection of the heat exchanger 600 covers the projection of the heat exchange oil inlet hole 241 and the heat exchange oil outlet hole 243 .

[0163] Continuing with Figures 11 and 14 , each intermediate housing 200 includes a winding connection hole 202 and a winding outlet hole 203. In this embodiment of the present application, the three-phase windings of the motor 400, after passing through the winding outlet holes 203, are electrically connected to the three-phase copper busbars of the motor controller 500 through the winding connection holes 202, thereby receiving the three-phase AC power transmitted by the motor controller 500. In one embodiment, along the direction of gravity, the winding connection holes 202 are higher than the winding outlet holes 203, and the winding outlet holes 203 are higher than the housing oil inlet hole 2212.

[0164] In one embodiment, the winding wire outlet hole 203 is used to connect the reducer accommodating cavity 211 and the motor accommodating cavity 212 along the axial direction O of the dual-motor powertrain 10. Along the axial direction O of the dual-motor powertrain 10, the motor accommodating cavity 212, the winding wire outlet hole 203, and the reducer accommodating cavity 211 are arranged in sequence. The winding wire outlet hole 203 passes through the housing portion shared by the reducer accommodating cavity 211 and the motor accommodating cavity 212, and the projection of the winding wire outlet hole 202 is located within the projection of the reducer accommodating cavity 211.

[0165] In one embodiment, winding connection holes 202 extend radially (R) through the intermediate housing 200 along the dual-motor powertrain 10. Along the axial direction (O) of the dual-motor powertrain 10, the winding connection holes 202, the housing mounting surface 220, and one of the partition mounting surfaces 110 of the intermediate housing 100 are sequentially arranged in each intermediate housing 200. Along the axial direction (O) of the dual-motor powertrain 10, the winding connection holes 202 in the two intermediate housings 200 are arranged parallel to each other on either side of the intermediate partition 100.

[0166] In one embodiment, along the axial direction O of the dual-motor powertrain 10, the motor accommodating cavity 212 of the intermediate housing 200 includes an opening facing away from the middle partition 100. The dual-motor powertrain 10 also includes two motor end covers (not shown), each of which is used to enclose an opening of the motor accommodating cavity 212 in the intermediate housing 200. In the embodiment of the present application, the winding wiring hole 202 is closer to the middle partition 100, and the three-phase winding terminal of the motor 400 is closer to the reducer accommodating cavity 211. In one embodiment, along the axial direction O of the dual-motor powertrain 10, the distance between the winding wiring hole 202 and the middle partition 100 is smaller than the distance between the winding wiring hole 202 and the motor end cover.

[0167] The above describes in detail the dual-motor 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 intended only to help understand the method and core concept of the present application. Furthermore, those skilled in the art will appreciate that variations in the specific embodiments and scope of application may occur based on the concepts of the present application. Therefore, the contents of this specification should not be construed as limiting the present application.

Claims

1. A dual-motor powertrain with an integrated housing, characterized in that: The dual-motor powertrain includes: Two intermediate housings, each of which has a receiving cavity for receiving a reducer and a motor; A middle partition, the middle partition comprising two partition mounting surfaces, the two partition mounting surfaces being opposite to each other along the axial direction of the dual-motor powertrain, each of the partition mounting surfaces being used for fixedly connecting one of the intermediate housings; Each of the partition mounting surfaces comprises two partition oil holes, and the orientation of the two partition oil holes of one partition mounting surface is opposite to the orientation of the two partition oil holes of another partition mounting surface along the axial direction of the dual-motor powertrain; The two baffle oil holes on each baffle mounting surface are connected through an internal oil passage of the middle baffle, and the two baffle oil holes on each baffle mounting surface are connected to a heat exchanger and the accommodating cavity through two internal oil passages of an intermediate shell.

2. The dual-motor powertrain according to claim 1, characterized in that: The outer peripheral surface of the middle partition includes two first openings, and the two first openings are arranged at intervals along the axial direction of the dual-motor powertrain. Each of the first openings is connected to two partition oil holes on the partition mounting surface through an internal oil passage of the middle partition, and each of the first openings is used to accommodate a sealing member.

3. The dual-motor powertrain according to claim 2, characterized in that: The spacing between each of the first openings and one of the partition oil holes connected thereto is smaller than the spacing between each of the first openings and another of the partition oil holes connected thereto.

4. The dual-motor powertrain according to claim 3, characterized in that: The outer peripheral surface of the middle partition includes two second openings, and the two second openings are arranged at intervals along the axial direction of the dual-motor powertrain. Each of the second openings is connected to another partition oil hole on the partition mounting surface through another internal oil channel of the middle partition, and each of the second openings is used to accommodate a sealing member.

5. The dual-motor powertrain according to claim 4, characterized in that: The distance between the second opening and the first opening is greater than the distance between the two partition oil holes in each partition mounting surface.

6. The dual-motor powertrain according to claim 4, characterized in that: The spacing between each of the second openings and the other partition oil hole connected thereto is smaller than the spacing between the one partition oil hole and the other partition oil hole connected thereto.

7. The dual-motor powertrain according to claim 4, characterized in that: The middle baffle further includes two shaft oil holes, which are arranged on the same side of the two baffle mounting surfaces along the axis of the dual-motor powertrain, and each of the second openings is also connected to a shaft oil hole distributed on the same side of the other baffle oil hole through the other internal oil passage of the middle baffle, wherein: Along the radial direction of the dual-motor powertrain, each of the rotating shaft oil holes is located on the inner side of the other partition plate oil hole distributed on the same side thereof, and each of the second openings is located on the outer side of the other partition plate oil hole.

8. The dual-motor powertrain according to any one of claims 3 to 7, characterized in that: The outer peripheral surface of the middle partition includes at least one air-permeable valve fixing hole, each of which is used to accommodate and fix a air-permeable valve, wherein: The distance between each of the air-permeable valve fixing holes and the other partition oil hole of each partition mounting surface is smaller than the distance between each of the air-permeable valve fixing holes and the one partition oil hole of each partition mounting surface.

9. According to the dual-motor powertrain of claim 8, the middle partition further comprises a connecting hole, the connecting hole is used to connect the two sides of the middle partition and the breathable valve fixing hole, wherein: The distance between the communicating hole and the other partition oil hole of each partition mounting surface is smaller than the distance between the communicating hole and the one partition oil hole of each partition mounting surface; The distance between the communicating hole and the breathable valve fixing hole is smaller than the distance between the communicating hole and the other partition oil hole of each partition mounting surface.

10. The dual-motor powertrain according to any one of claims 1 to 9, characterized in that: Each of the partition mounting surfaces also includes a plurality of partition fixing holes, which are used to fix a connection to an intermediate shell. The opening of each partition fixing hole faces the intermediate shell. The plurality of partition fixing holes are arranged in sequence at intervals on the edge of the middle partition, and the two partition oil holes are arranged on the inner side of the plurality of partition fixing holes along the radial direction of the dual-motor powertrain.

11. The dual-motor powertrain according to any one of claims 1 to 9, characterized in that: Each of the intermediate shells comprises a shell mounting surface, and the shell mounting surface of each of the intermediate shells is used to be fixedly connected to one of the partition mounting surfaces of the middle partition, and each of the shell mounting surfaces comprises two shell oil holes, and the two shell oil holes are respectively connected to the heat exchanger and the accommodating cavity through the two internal oil passages of the same intermediate shell, wherein: The two shell oil holes of each shell mounting surface are respectively connected to the two partition oil holes of a partition mounting surface to which it is fixed, and each shell oil hole is arranged axially along the dual-motor powertrain with a partition oil hole connected thereto.

12. The dual-motor powertrain according to claim 11, characterized in that: Each of the intermediate shells further comprises a heat exchanger mounting surface, the heat exchanger mounting surface is used to fix the heat exchanger, the heat exchanger mounting surface comprises a heat exchange oil inlet hole, the heat exchange oil inlet hole of each intermediate shell is used to communicate with the oil outlet of the heat exchanger and communicate with one of the shell oil holes through one of the internal oil passages of the same intermediate shell, wherein: The opening direction of the heat exchange oil inlet hole of each intermediate housing intersects with the axial direction of the dual-motor powertrain.

13. The dual-motor powertrain according to claim 12, characterized in that: The heat exchanger mounting surface of each intermediate housing further includes a heat exchange oil outlet hole, the accommodation cavity of each intermediate housing includes a reducer accommodation cavity and a motor accommodation cavity, the inner wall of each reducer accommodation cavity includes an oil suction hole, each reducer accommodation cavity is connected to the heat exchange oil outlet hole of the same intermediate housing through the oil suction hole on its inner wall, and each motor accommodation cavity is connected to another housing oil hole through another internal oil passage of the same intermediate housing, wherein: Along the axial direction of the dual-motor powertrain, the motor accommodating cavity, the reducer accommodating cavity and the housing mounting surface of each intermediate housing are arranged in sequence; Along the axial direction of the dual-motor powertrain, the heat exchange oil outlet hole, the heat exchange oil inlet hole and the housing mounting surface of each intermediate housing are arranged in sequence and at intervals, and the heat exchange oil outlet hole, the oil suction hole and the housing mounting surface of each intermediate housing are arranged in sequence and at intervals.

14. The dual-motor powertrain according to claim 13, characterized in that: Each of the intermediate housings comprises an oil pump receiving groove, the oil pump receiving groove is used to receive an oil pump, and the oil pump receiving groove of each intermediate housing is used to communicate with the heat exchange oil outlet hole and the oil suction hole of the same intermediate housing, wherein: Along the axis of the dual-motor powertrain, the notch of the oil pump accommodating groove of each intermediate housing faces away from the oil suction hole connected thereto.

15. An electric vehicle, characterized in that: It includes a vehicle body, a battery pack and a dual-motor powertrain as described in any one of claims 1-14, wherein the battery pack and the dual-motor powertrain are fixed to the vehicle body, the dual-motor powertrain includes two motors and two reducers, the motor accommodating cavity and the reducer accommodating cavity of each of the intermediate shells are respectively used to accommodate one of the motors and one of the reducers, the motor is used to receive the electric energy provided by the battery pack and drive the wheels of the electric vehicle through the reducer, and the oil suction hole of the dual-motor powertrain is lower than the air valve of the dual-motor powertrain along the direction of gravity.

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