Powertrain, vehicle controller and vehicle

Abstract

The present application relates to the technical field of vehicles, and provides a powertrain, a vehicle controller and a vehicle. The powertrain comprises a motor, a speed reducer and the controller; the controller comprises a controller shell, and a first control module and a second control module arranged in the controller shell; the first control module comprises a whole vehicle control unit, a motor control unit, a high-voltage battery management unit and a low-voltage battery management unit; the second control module comprises a charging control unit; the controller shell is provided with a first opening and a second opening, the controller shell is further provided with a first sealing cover and a second sealing cover, the first sealing cover is used for opening and closing the first opening, and the second sealing cover is used for opening and closing the second opening, wherein the first opening is opposite to the first control module, and the second opening is opposite to the second control module. According to the present application, parts such as an on-board charger can be safely and conveniently maintained, without colliding with or damaging other electric devices.

Description

Powertrain, vehicle controller and vehicle

[0001] This application claims priority to the Chinese patent application with application number 202410142392.9, filed with the China Patent Office on January 31, 2024, and application name “Powertrain and Vehicle”; claims priority to the Chinese patent application with application number 202420243529.5, filed with the China Patent Office on January 31, 2024, and application name “A Vehicle-mounted Charger, Vehicle Controller and Vehicle”; the Chinese patent application with application number 202420247663.2, filed with the China Patent Office on January 31, 2024, and application name “Electric Control Assembly and Vehicle”; the Chinese patent application with application number 202420247528.8, filed with the China Patent Office on January 31, 2024, and application name “An Electric Drive Assembly and Vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of vehicle technology, and in particular to a powertrain, a vehicle controller, and a vehicle. Background Art

[0003] With the decline of global oil resources, new energy vehicles have been greatly developed due to their advantages such as low emission pollution, low noise generated by the drive system, and low energy consumption.

[0004] The powertrain of a new energy vehicle typically consists of a motor, a speed reducer, and a controller. The controller's primary function is to convert the DC power from the vehicle's power battery into three-phase AC power for the power supply. Electrical components such as the onboard charger, DC-DC converter, and battery management system are often integrated within the controller housing to enhance the powertrain's integration.

[0005] However, since there are many electrical components in the controller, when repairing some of the electrical components, such as the on-board charger, it is easy to collide and damage other electrical components, which reduces safety. Summary of the Invention

[0006] In view of the above problems, the embodiments of the present application provide a powertrain, a vehicle controller and a vehicle, which can safely and conveniently inspect and repair components such as an on-board charger without collision and damage to other electrical components.

[0007] In order to achieve the above objectives, the embodiments of the present application provide the following technical solutions:

[0008] A first aspect of an embodiment of the present application provides a powertrain, comprising a motor, a reducer, and a controller, wherein the motor and the reducer are electrically connected to the controller respectively;

[0009] The controller includes a controller housing and a first control module and a second control module arranged in the controller housing; the first control module includes a vehicle control unit, a motor control unit, a high-voltage battery management unit and a low-voltage battery management unit; the second control module includes a charging control unit;

[0010] The controller housing is provided with a first opening and a second opening, and is also provided with a first cover and a second cover, the first cover is used to cover the first opening in a manner that can be opened and closed, and the second cover is used to cover the second opening in a manner that can be opened and closed, wherein the first opening is opposite to the first control module, and the second opening is opposite to the second control module.

[0011] In some embodiments of the present application, the first opening and the second opening are respectively located on two opposite side walls of the controller housing.

[0012] In some embodiments of the present application, a partition plate is provided in the controller housing, and the partition plate is used to separate the inner cavity of the controller housing into two parts. The first control module and the second control module are respectively located in the cavities on both sides of the partition plate.

[0013] In some embodiments of the present application, the motor includes a motor housing and a motor body disposed in the motor housing:

[0014] The reducer includes a reducer housing and a gear assembly disposed in the reducer housing, the reducer housing is connected to the motor housing, the gear assembly is connected to the output shaft of the motor body, the gear assembly includes a plurality of gears, the plurality of gears are arranged along a first direction, the first direction is perpendicular to the output shaft of the motor body, and the motor housing and the reducer housing enclose an angle area:

[0015] The controller is located on the side of the motor housing along the circumferential direction of the motor body output shaft, and at least one of the motor housing and the reducer housing is connected to the controller housing.

[0016] In some embodiments of the present application, at least a portion of the controller housing protrudes into the angle area, so that the second control module and the second cover are both located in the angle area.

[0017] In some embodiments of the present application, the powertrain further includes a cooling unit having a cooling pipeline for circulating a cooling fluid;

[0018] The cooling pipeline includes a first cooling part and a second cooling part, the first cooling part is used to perform heat exchange on the first control module, and the second cooling part is used to perform heat exchange on the second control module, wherein the first cooling part and the second cooling part are connected.

[0019] In some embodiments of the present application, a first through hole and a second through hole are provided on the reducer housing, and the first through hole and the second through hole are both connected to the inner and outer sides of the reducer housing, and the first through hole and the second through hole are both connected to the inner cavity of the motor housing, and the height of the first through hole is greater than the height of the second through hole.

[0020] In some embodiments of the present application, the powertrain also includes an oil pump and a heat exchanger, the heat exchanger having a first cavity and a second cavity separated from each other, one end of the oil pump being connected to the inner cavity of the motor housing, the other end of the oil pump being connected to the first end of the first cavity, the second end of the first cavity being connected to the reducer housing and the motor housing respectively; the second cavity being connected to the cooling pipe.

[0021] In some embodiments of the present application, the charging control unit includes an on-board charger and a DC-DC converter.

[0022] A second aspect of an embodiment of the present application provides a vehicle, which includes the powertrain described in the first aspect above.

[0023] Compared with the prior art, the powertrain and vehicle provided by the embodiments of the present application have the following advantages:

[0024] The powertrain includes a motor, a reducer, and a controller. The motor and reducer are electrically connected to the controller, respectively, so that the controller can control the operation of the motor and reducer, respectively. The electrical components in the controller are divided into two parts, namely a first control module and a second control module. The first control module is opposite to the first opening, and the first cover is located on the first opening. The second control module is opposite to the second opening, and the second cover is located on the second opening. In this way, when repairing the first control module, only the first cover needs to be opened, and the second control module can be protected by the second cover. When repairing the second control module, only the second cover needs to be opened, and the first control module can be protected by the first cover, which provides higher safety.

[0025] A third aspect of the present application provides a vehicle-mounted charger for use in a vehicle controller, comprising a base plate and a charger body;

[0026] The charger body is located on the bottom plate and is detachably connected to the bottom plate;

[0027] The bottom plate is provided with a mounting hole, and the mounting hole is used to be connected to the vehicle controller, so that the on-board charger is detachably connected to the vehicle controller through the mounting hole.

[0028] The present application makes the on-board charger include a base plate, and makes the on-board charger detachably connected to the vehicle controller through the base plate. In this way, there is no need to set up a shell in the on-board charger. It is only necessary to set up the base plate to connect with the shell connected to the vehicle controller. The upper end cover of the on-board charger, the side wall of the lower shell and other structures can be omitted, which can effectively reduce the structure of the on-board charger and reduce the weight of the on-board charger, thereby effectively realizing the lightweight design of the on-board charger and effectively reducing the material cost of the on-board charger.

[0029] In a possible implementation, a cooling pipeline is further included, wherein the cooling pipeline is located on the bottom plate and connected to the bottom plate;

[0030] The cooling pipeline contains coolant, and the charger body is distributed around the cooling pipeline.

[0031] In a possible implementation, the cooling pipeline is surrounded by a first receiving groove;

[0032] The first receiving groove contains a first thermally conductive adhesive, and at least a portion of the charger body is embedded in the first thermally conductive adhesive.

[0033] In a possible implementation, the device further includes a first baffle, wherein the first baffle is located on the bottom plate;

[0034] The first blocking bar is arranged to form a second accommodating groove, the second accommodating groove contains a second thermally conductive adhesive, and at least one end portion of the charger body extends into the second thermally conductive adhesive.

[0035] In a possible implementation, the system further includes a second baffle, wherein the second baffle is located on the bottom plate, and the cooling pipe is located between the first baffle and the second baffle;

[0036] The second blocking bar is arranged to form a third accommodating groove, wherein a third thermally conductive adhesive is provided in the third accommodating groove, and at least one end portion of the charger body extends into the third thermally conductive adhesive.

[0037] In a possible implementation, the device further includes a plurality of first connecting posts, the plurality of first connecting posts being distributed on both sides of the first receiving groove, and the first connecting posts being located at an edge of the bottom plate;

[0038] A first connecting hole is formed on the first connecting post, and the charger body is connected to the first connecting post through the first connecting hole.

[0039] In a possible implementation, the device further includes a second connecting column, which is arranged around the outer periphery of the cooling pipeline and connected to the cooling pipeline;

[0040] A second connecting hole is formed on the second connecting post, and the charger body is connected to the second connecting post through the second connecting hole.

[0041] In one possible implementation, it also includes a water inlet and a water outlet;

[0042] The water inlet and the water outlet are located on a side of the bottom plate facing away from the cooling pipeline, and the water inlet and the water outlet are communicated with the cooling pipeline.

[0043] A fourth aspect of the present application provides a vehicle controller, comprising a housing and any of the above-mentioned on-board chargers;

[0044] The on-board charger is located in the shell and is detachably connected to the bottom wall of the shell.

[0045] A fifth aspect of the present application provides a vehicle comprising the vehicle controller described above.

[0046] In a sixth aspect, the present application provides an electric control assembly for an electric drive system, comprising a housing assembly, a control assembly, and a cooling assembly;

[0047] The housing assembly includes a first housing and a second housing, the first housing being used to connect to the motor and the reducer of the electric drive system, and the second housing being connected below a portion of the first housing;

[0048] The control assembly includes a first control unit and a second control unit, the first control unit is arranged in the first housing, and the second control unit is arranged in the second housing;

[0049] The cooling assembly includes a first cooling unit and a second cooling unit, the first cooling unit is arranged between the first shell and the second shell; the second cooling unit is arranged on the motor, and the first cooling unit is connected to the second cooling unit to cool the control assembly, the motor and the reducer.

[0050] In some technical solutions of the above-mentioned electronic control assembly, the first shell includes a first enclosure portion, a first bottom plate and a second bottom plate, the first bottom plate and the second bottom plate are connected, the first enclosure portion is surrounded by the first bottom plate and the second bottom plate, and the second shell is located below the first bottom plate.

[0051] In some technical solutions of the above-mentioned electronic control assembly, the second shell includes a second enclosure portion and a plug-in portion, the second enclosure portion is arranged below the first bottom plate away from the first enclosure portion, and the plug-in portion is inserted into the second enclosure portion.

[0052] In some technical solutions of the above-mentioned electronic control assembly, the first cooling unit includes a first cooling member, which is arranged on the first base plate and has a cooling water path inlet and a cooling water path outlet that are connected.

[0053] In some technical solutions of the above-mentioned electronic control assembly, the first cooling unit also includes at least one liquid inlet and at least one liquid outlet, the liquid inlet is arranged on the side of the first enclosure portion facing the first base plate, and the liquid outlet is arranged on the side of the second base plate, the liquid inlet is connected to the cooling water circuit inlet, and the liquid outlet is connected to the cooling water circuit outlet.

[0054] In some technical solutions of the above-mentioned electronic control assembly, the second cooling unit includes a second cooling member and a connecting member, the second cooling member is used to be arranged at the bottom end of the motor housing, and the second cooling member is connected to the liquid outlet through the connecting member.

[0055] In some technical solutions of the above-mentioned electronic control assembly, the first control unit includes a motor controller, and the motor controller is arranged in the first housing.

[0056] In some technical solutions of the above-mentioned electronic control assembly, the second control unit includes an on-board charger and a DC-to-DC converter, and the on-board charger and the DC-to-DC converter are both arranged on the side of the first base plate facing the plug-in portion.

[0057] In some technical solutions of the above-mentioned electronic control assembly, the first shell also includes a top plate, the top plate cover is arranged on the first enclosure part, and the first enclosure part has a mounting seat, the mounting seat is arranged in a one-to-one correspondence with the mounting holes on the motor and the reducer, so that the mounting seat is connected to the mounting hole by fasteners.

[0058] In a seventh aspect, the present application provides a vehicle comprising an electric drive system and any one of the above-mentioned electronic control assemblies connected to the electric drive system.

[0059] The present application provides an electric control assembly and a vehicle, wherein the electric control assembly includes a first housing and a second housing, wherein the first housing is used to accommodate a first control unit of a control component, and the second housing is used to accommodate a second control unit of the control component. By connecting the second housing to a portion of the bottom of the first housing, the bottom of the first housing is made stepped, so that when the motor and other components of the electric drive system are connected to the first housing, the stacking height is reduced; by providing a first cooling unit and a second cooling unit, the control component shares the first cooling unit for heat dissipation, and the second cooling unit is used to cool the motor and the reducer. By connecting the first cooling unit and the second cooling unit, the electric control assembly and the motor and the reducer have cooling channels connected in series, so that the cooling assembly layout is simple and occupies less space. Therefore, by optimizing the layout of the housing assembly and the cooling assembly, the present application increases the space utilization of the electric control assembly and improves the integration of the electric control assembly and the electric drive system.

[0060] In the eighth aspect, the present application provides an electric drive assembly, including a power module and a motor control module, the motor control module including a shell, a first electrical component and a second electrical component; the shell and the power module are connected in sequence along a first direction, and the shell has a first accommodating cavity and a second accommodating cavity that are interconnected, and the first accommodating cavity and the second accommodating cavity are stacked along the first direction; the first electrical component is arranged in the first accommodating cavity, and the first electrical component includes a main control board and a drive board, and the main control board is provided with a vehicle control unit, a motor control unit, a high-voltage battery management unit and a low-voltage battery management unit; the second electrical component is arranged in the second accommodating cavity, the second electrical component includes a charging control unit, and the second electrical component is connected to the first electrical component through a plug-in wiring harness.

[0061] As for the electric drive assembly mentioned above, optionally, the shell includes a first shell and a second shell, the first shell is connected to the power module, and the second shell and the first shell are integrally formed, the first accommodating cavity is set in the first shell, and the second accommodating cavity is set in the second shell.

[0062] As in the electric drive assembly described above, optionally, there is an opening below the first accommodating cavity, and the second shell is arranged in the first accommodating cavity through the opening.

[0063] As for the electric drive assembly mentioned above, optionally, a fast charging interface and a slow charging interface are provided on the shell, the fast charging interface is used to connect to the high-voltage battery, and the slow charging interface is electrically connected to the charging control unit.

[0064] As for the vehicle body structure described above, optionally, the charging control unit includes an on-board charger and a DC-DC converter, the slow charging port is connected to the on-board charger, and the on-board charger is used to charge the power battery.

[0065] As in the electric drive assembly described above, optionally, the first shell and the second shell are respectively provided with plug interfaces, wherein the plug interfaces are threaded connection interfaces or quick-connect interfaces.

[0066] As for the electric drive assembly mentioned above, optionally, the electric drive assembly further includes a liquid cooling component, which is arranged in the shell and has liquid cooling pipes and pipelines. The drive plate and the liquid cooling pipes are thermally connected so that the liquid cooling pipes dissipate heat for the drive plate.

[0067] As for the electric drive assembly mentioned above, optionally, the power module includes a drive motor, a drive motor housing, a reducer and a reducer housing, the drive motor and the reducer are respectively installed on the reducer housing, and the output shaft of the drive motor is connected to the reducer, and the housing is set on the reducer housing.

[0068] As for the electric drive assembly described above, optionally, a bracket is provided on the housing, and the reducer housing is provided with a mounting portion, which is connected to the bracket.

[0069] In a ninth aspect, the present application provides a vehicle comprising the above-mentioned electric drive assembly.

[0070] The present application provides an electric drive assembly and a vehicle. The electric drive assembly includes a power module and a motor control module. The motor control module includes a housing, a first electrical component, and a second electrical component. The housing and the power module are connected in sequence along a first direction, and the housing has a first accommodating cavity and a second accommodating cavity that are interconnected. The first accommodating cavity and the second accommodating cavity are stacked along the first direction. The first electrical component is disposed in the first accommodating cavity, and the first electrical component includes a main control board, on which a vehicle control unit, a motor control unit, a high-voltage battery management unit, and a low-voltage battery management unit are disposed. The second electrical component is disposed in the second accommodating cavity, and the second electrical component includes a charging control unit. The second electrical component is connected to the first electrical component via a patch cord. The electric drive assembly and the vehicle provided in the present application have a high degree of integration, and the motor controller has a fast internal communication speed.

[0071] In addition to the technical problems solved by the embodiments of the present application described above, the technical features that constitute the technical solutions, and the beneficial effects brought about by the technical features of these technical solutions, other technical problems that can be solved by the powertrain, vehicle controller and vehicle provided by the embodiments of the present application, other technical features included in the technical solutions, and the beneficial effects brought about by these technical features will be further described in detail in the specific implementation methods. BRIEF DESCRIPTION OF THE DRAWINGS

[0072] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0073] FIG1 is a schematic structural diagram of a powertrain according to an embodiment of the present application;

[0074] FIG2 is another schematic structural diagram of a powertrain according to an embodiment of the present application;

[0075] FIG3 is another schematic structural diagram of a powertrain according to an embodiment of the present application;

[0076] FIG4 is another schematic structural diagram of a powertrain according to an embodiment of the present application;

[0077] FIG5 is an exploded schematic diagram of a powertrain provided in an embodiment of the present application;

[0078] FIG6 is an exploded schematic diagram of a controller provided in an embodiment of the present application;

[0079] FIG7 is a schematic structural diagram of a vehicle-mounted charger provided in an embodiment of the present application;

[0080] FIG8 is a schematic structural diagram of a vehicle controller provided in an embodiment of the present application;

[0081] FIG9 is a schematic structural diagram of an on-board charger provided in a vehicle controller according to an embodiment of the present application;

[0082] FIG10 is a schematic structural diagram of an on-board charger provided in an embodiment of the present application with the charger body removed;

[0083] FIG11 is a schematic structural diagram of an on-board charger provided in an embodiment of the present application from another perspective;

[0084] FIG12 is a schematic structural diagram of a portion of the structure of a vehicle provided in an embodiment of the present application;

[0085] FIG13 is a schematic diagram of the left structural view of FIG12;

[0086] FIG14 is a schematic front view of the structure of FIG12;

[0087] FIG15 is an exploded schematic diagram of the connection between the housing component of the electronic control assembly and the electric drive system in FIG12;

[0088] FIG16 is an exploded schematic diagram of the connection between the first housing and the second housing of the electronic control assembly in FIG12;

[0089] FIG17 is a schematic structural diagram of the first housing of the electronic control assembly in FIG16;

[0090] FIG18 is a schematic structural diagram of the cooling assembly of the electronic control assembly in FIG12;

[0091] FIG19 is a schematic structural diagram of the second control unit in FIG16;

[0092] FIG20 is a schematic structural diagram of an electric drive assembly provided in an embodiment of the present application;

[0093] FIG21 is a structural diagram of an electric drive assembly provided in an embodiment of the present application from one perspective;

[0094] FIG22 is a structural schematic diagram of an electric drive assembly provided in an embodiment of the present application from another perspective;

[0095] FIG23 is an exploded view of an electric drive assembly provided in an embodiment of the present application;

[0096] FIG24 is a schematic structural diagram of a motor control module in an electric drive assembly provided in an embodiment of the present application;

[0097] FIG25 is a schematic diagram of a motor control module in an electric drive assembly provided in an embodiment of the present application. DETAILED DESCRIPTION

[0098] In order to make the above-mentioned purposes, features and advantages of the embodiments of the present application more obvious and easy to understand, the technical solutions in the embodiments of the present application will be clearly and completely 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, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0099] Example 1

[0100] As described in the background, in related technologies, electrical components within a controller, such as the onboard charger, battery management system, motor control unit, and vehicle controller, are all integrated within the controller housing. This results in a high degree of integration and a compact size for the controller, which in turn contributes to a high degree of integration for the powertrain. However, this can also lead to collision damage to other components when inspecting or replacing some of the controller's electrical components, compromising safety.

[0101] In view of this, an embodiment of the present application provides a powertrain and a vehicle, wherein the electrical components within the controller are divided into two parts, namely a first control module and a second control module, one of which can be used to centrally set electrical components with a higher failure rate. For example, the second control module includes a charging control unit. In this way, when disassembling and repairing electrical components with a higher failure rate, there will be no collision and damage to other electrical components, thereby increasing safety.

[0102] Figure 1 is a schematic diagram of the structure of the powertrain provided in an embodiment of the present application. Figure 2 is another schematic diagram of the structure of the powertrain provided in an embodiment of the present application. Figure 3 is another schematic diagram of the structure of the powertrain provided in an embodiment of the present application. Figure 4 is another schematic diagram of the structure of the powertrain provided in an embodiment of the present application. Figure 5 is an exploded schematic diagram of the powertrain provided in an embodiment of the present application. Figure 6 is an exploded schematic diagram of the controller provided in an embodiment of the present application.

[0103] Referring to Figures 1 to 6 , this embodiment provides a powertrain 10 for use in a vehicle to provide power to the vehicle. Powertrain 10 includes a motor 100, a reducer 200, and a controller 300. The motor 100 and reducer 200 are each electrically connected to the controller 300 to control the operation of the motor 100 and reducer 200, respectively.

[0104] In some embodiments of the present application, the controller 300 includes a controller housing 310 and a first control module and a second control module 320 arranged in the controller housing 310, that is, the electrical components in the controller 300 are divided into two parts. Exemplarily, the controller 300 includes two circuit boards (Printed Circuit Board, PCB). Exemplarily, the first control module corresponds to the first circuit board, and the second control module 320 corresponds to the second circuit board.

[0105] In some embodiments of the present application, electrical components may be differentiated based on their failure frequencies. For example, electrical components with a higher failure rate serve as the second control module 320 .

[0106] In some embodiments of the present application, the first control module includes a vehicle control unit (MCU) and a motor control unit (MCU). The vehicle control unit includes a vehicle control unit (VCU), which is used to collect vehicle information, driver intentions, control vehicle operation, diagnose vehicle faults, etc. The MCU can change the rotation state of the motor 100 according to the instructions of the VCU.

[0107] In some embodiments of the present application, the first control module also includes a battery management system (BMS), which can be connected to the power battery and the vehicle to collect, process, and store information during the operation of the power battery, exchange information with external devices (such as the vehicle controller), etc., to improve the safety and service life of the power battery.

[0108] In some embodiments of the present application, the battery management system includes a high-voltage battery management unit (HMBS) and a low-voltage battery management unit (LMBS). The HMBS may integrate an algorithm for controlling the operation of the high-voltage battery, and the LMBS may also integrate an algorithm for controlling the operation of the low-voltage battery. This embodiment does not limit the types of algorithms within the HMBS and LMBS.

[0109] In some embodiments of the present application, the second control module 320 includes a charging control unit, an Electric Vehicle Charging Controller (EVCC) and a communication module. The charging control unit includes an on-board charger (OBC) and a DC-DC converter. The on-board charger is a charger fixed to the vehicle for charging the power battery. The DC-DC converter is used to convert the DC high voltage of the power battery into a DC negative voltage to power the vehicle's electrical components; the electric vehicle communication controller can communicate with the electric vehicle, the charging pile and the power grid through the communication module to achieve information interaction and control. This helps to understand the real-time charging needs of the electric vehicle and ensure that various parameters in the charging process are accurately controlled. In addition, by setting up the EVCC, multiple protection mechanisms can be implemented. For example, overcurrent, overvoltage and temperature protection can be implemented to deal with possible abnormal situations and ensure the safety of the charging process.

[0110] In some embodiments of the present application, the on-board charger and the DC-DC converter may be separately arranged in the controller housing 310 , or the on-board charger and the DC-DC converter may be integrated into one and arranged in the controller housing 310 .

[0111] In some embodiments of the present application, the controller housing 310 is provided with a fast charging interface 350, a slow charging interface 360, and a DC bus screw connection interface 370. The fast charging interface 350 is used to connect to the high-voltage battery management unit, and the slow charging interface 360 ​​is electrically connected to the onboard charger of the charging control unit. Thus, the vehicle charging mode provided by this embodiment is divided into two types: fast charging and slow charging. Users can adopt different charging modes to charge the power battery according to their actual situation, which is more convenient to use.

[0112] In some embodiments of the present application, the first circuit board and the second circuit board are electrically connected and can interact with each other. For example, the second circuit board is provided with an IGBT (Insulate-Gate Bipolar Transistor) module, the input end of the IGBT module is connected to the bus capacitor, and the output end is connected to the three-phase busbar of the motor 100, for converting the direct current of the power battery into alternating current.

[0113] In some embodiments of the present application, a controller local area network interface may also be provided on the first circuit board. This embodiment does not limit the types, layout, etc. of electrical components on the first circuit board and the second circuit board.

[0114] In some embodiments of the present application, the controller housing 310 is provided with a first opening and a second opening, and the controller housing 310 is also provided with a first cover 330 and a second cover 340. The first cover 330 is used to cover the first opening in a closable manner, and the second cover 340 is used to cover the second opening in a closable manner.

[0115] In this way, the controller housing 310 , the first cover 330 and the second cover 340 may enclose a cavity for accommodating the first control module 320 and the second control module 320 .

[0116] In some embodiments of the present application, the first cover 330 and the controller housing 310 as well as the second cover 340 and the controller housing 310 can be connected by threaded fasteners, and the connection stability is relatively high.

[0117] In some embodiments of the present application, the first opening is opposite to the first control module, and the second opening is opposite to the second control module 320 .

[0118] Thus, when the first cover 330 is opened, the first control module 320 is exposed, while the second control module 320 is still covered by the second cover 340. The second cover 340 can protect the second control module 320. When the second cover 340 is opened, the second control module 320 is exposed, while the first control module is still covered by the first cover 330. The first cover 330 can protect the first control module.

[0119] In this way, by dividing the controller 300 into two parts and limiting the opening sizes corresponding to the two parts, the controller 300 can have a higher degree of integration, and when one of the parts is disassembled and repaired, the other part is protected to avoid collision damage to the other part, thereby increasing safety.

[0120] In some embodiments of the present application, the first opening and the second opening can be provided on any side wall of the controller housing 310. For example, the first opening and the second opening are provided on the same side wall of the controller housing 310. In this case, the first opening and the second opening can be connected to each other or not.

[0121] In some embodiments of the present application, referring to Figures 1 and 2 , the first opening and the second opening are respectively located on opposite side walls of the controller housing 310. Accordingly, the first cover 330 and the second cover 340 are also located on opposite side walls of the controller housing 310. For example, the first opening and the second opening are respectively located on the top wall and the bottom wall of the controller housing 310.

[0122] In this way, the first control module and the second control module 320 are arranged back to back, and the electrical components on the first control module and the electrical components on the second control module 320 are far apart. When one of the first control module and the second control module 320 is disassembled and repaired, the other will not be damaged by collision.

[0123] In some embodiments of the present application, the inner cavity of the controller housing 310 may not be separated, and the first control module and the second control module 320 are simultaneously arranged in the inner cavity of the controller housing 310 and are respectively connected to the inner wall of the controller housing 310.

[0124] In some embodiments of the present application, the inner cavity of the controller housing 310 can also be separated. A partition plate 311 (as shown in Figure 6) is provided in the controller housing 310. The partition plate 311 is used to separate the inner cavity of the controller housing 310 into two parts. For the convenience of explanation, the two cavities can be referred to as the first cavity and the second cavity. The first control module and the second control module 320 are respectively located in the cavities on both sides of the partition plate 311, that is, the first control module is arranged in the first cavity, and the second control module 320 is arranged in the second cavity. In this way, the first control module and the second control module 320 can be separated by the partition plate 311 to avoid collision damage to the first control module or the second control module 320 during disassembly and maintenance.

[0125] In some embodiments of the present application, the motor 100 includes a motor housing and a motor body disposed in the motor housing. The motor housing is used to protect the motor body. The motor body has an output shaft for outputting power of the motor body.

[0126] In some embodiments of the present application, the reducer 200 includes a reducer housing 210 and a gear assembly (not shown) disposed within the reducer housing 210. The reducer housing 210 is used to protect the gear assembly. The reducer housing 210 is connected to the motor housing. In this way, the reducer 200 and the motor 100 can be connected as a whole, and the powertrain 10 has a high degree of integration.

[0127] In some embodiments of the present application, a gear assembly is connected to the output shaft of the motor body, so that the output shaft of the motor body can be reduced in speed. The gear assembly includes multiple gears. Depending on the reduction requirement, the gear assembly can include multiple gears to set different reduction ratios, which is not limited in this embodiment.

[0128] In some embodiments of the present application, a gear assembly including a driving gear and a driven gear is used as an example for description. The driving gear is coaxially connected to the output shaft of the motor body, and the driven gear is meshed with the driving gear.

[0129] In some embodiments of the present application, multiple gears are arranged along a first direction X, the rotating shafts of the multiple gears are parallel to the output shaft of the motor body, and the first direction X is perpendicular to the output shaft of the motor body. For ease of explanation, the output shaft of the motor body can extend along a second direction Y.

[0130] In this way, one end of the driving gear of the reducer 200 is connected to the end of the motor 100 along the second direction Y, and one end of the driven gear of the reducer 200 protrudes from the motor 100 along the first direction X, that is, the motor 100 and the reducer 200 are approximately L-shaped, so that the motor housing and the reducer housing 210 form an angle area.

[0131] In some embodiments of the present application, the controller 300 is located on the side of the motor housing along the circumference of the output shaft of the motor body, and at least one of the motor housing and the reducer housing 210 is connected to the controller housing 310 .

[0132] In some embodiments of the present application, the motor housing and the reducer housing 210 are simultaneously connected to the controller housing 310. The motor housing and the reducer housing 210 are both provided with a boss connected to the controller housing 310, and a connecting structure, such as a bolt hole, is provided on the boss.

[0133] In this way, the motor 100, the reducer 200, and the controller 300 are connected as a whole, with a high degree of integration and high structural stability. In addition, there is a small distance between the motor 100 and the controller 300, and between the reducer 200 and the controller 300, to simplify the electrical connection structure between the motor 100 and the controller 300, and between the reducer 200 and the controller 300.

[0134] In some embodiments of the present application, at least part of the controller housing 310 protrudes into the angle area, so that the controller housing 310 can be divided into two parts, one part of which is located on the side of the motor housing and the reducer housing 210, such as the top, and the other part is clamped between the motor housing and the reducer housing 210, so that the second control module 320 and the second cover 340 are both located in the angle area.

[0135] In this way, even if the electrical components within the controller are divided into two parts, the size of the power assembly 10 will not be increased, resulting in high space utilization and a relatively compact structure. Furthermore, the angled area between the motor housing and the reducer housing 210 can serve as an operating area for removing and installing the second cover 340 and the second control module 320, making operation more convenient.

[0136] In some embodiments of the present application, the powertrain 10 further includes a cooling unit for dissipating heat and cooling the controller 300 . The cooling unit has a cooling pipeline for circulating a cooling fluid, which may be water or other cooling media.

[0137] In some embodiments of the present application, the cooling pipeline includes a first cooling part and a second cooling part. The first cooling part is used to perform heat exchange on the first control module. The first cooling part can be a cold plate or a winding pipeline. The second cooling part is used to perform heat exchange on the second control module 320. The second cooling part can be a cold plate or a winding pipeline. The first cooling part and the second cooling part are connected.

[0138] In this way, the first control module and the second control module 320 can be cooled and dissipated simultaneously through a single cooling pipeline, which has a simple structure and low manufacturing cost.

[0139] In some embodiments of the present application, lubricating oil is contained in the reducer housing 210 for lubricating components such as gear assemblies and bearings, while also cooling the reducer 200 .

[0140] In some embodiments of the present application, please refer to Figure 4, which shows a portion of the inner wall surface of the reducer housing 210. An oil collecting groove 213 is also provided on the inner wall surface of the reducer housing 210. The oil collecting groove 213 can be located between the driving gear and the driven gear, and above the rotating shaft of the driving gear and the driven gear. In this way, the driven gear rotates and drives the lubricating oil to splash, and the splashed lubricating oil can be thrown into the oil collecting groove 213, so that the lubricating oil in the oil collecting groove 213 can provide lubrication for transmission parts such as bearings at a higher height, so as to improve the uniformity of lubrication of the reducer 200.

[0141] In some embodiments of the present application, the oil collecting tank 213 and the reducer housing 210 can be cast in one piece to improve the integration between the oil collecting tank 213 and the reducer housing 210 and reduce the assembly process and cost of the reducer 200.

[0142] In some embodiments of the present application, a first through hole 211 and a second through hole 212 are provided on the reducer housing 210, and the first through hole 211 and the second through hole 212 are both connected to the inner and outer sides of the reducer housing 210, and the first through hole 211 and the second through hole 212 are both connected to the inner cavity of the motor housing. In this way, the reducer housing 210 and the motor housing can be connected to each other through the first through hole 211 and the second through hole 212 respectively.

[0143] In some embodiments of the present application, the first through hole 211 is located within the area surrounded by the oil collecting groove 213. In this way, the oil collected in the lubricating groove can be introduced into the motor housing through the first through hole 211 to lubricate and cool the motor 100.

[0144] In some embodiments of the present application, the height of the first through hole 211 is greater than the height of the second through hole 212. For example, the first through hole 211 is located above the driven gear shaft, and the second through hole 212 is located below the driven gear shaft.

[0145] In this way, the lubricating oil in the reducer housing 210 and the lubricating oil in the motor housing can flow with each other through the second through hole 212, and the lubricating oil level in the reducer housing 210 is approximately the same as the lubricating oil level in the motor housing, so as to improve the fluidity of the lubricating oil in the reducer 200 and the motor 100.

[0146] For example, when the lubricating oil level in the reducer housing 210 is higher than the lubricating oil level in the motor housing, the lubricating oil in the reducer housing 210 can be introduced into the motor housing through the second through hole 212. When the lubricating oil level in the motor housing is higher than the lubricating oil level in the reducer housing 210, the lubricating oil in the motor housing can be introduced into the reducer housing 210 through the second through hole 212.

[0147] That is, the lubricating oil of the speed reducer 200 and the lubricating oil of the motor 100 can flow between each other, so that the lubricating oil can be effectively utilized.

[0148] In some embodiments of the present application, the powertrain 10 further includes an oil pump 400 and a heat exchanger 500. The heat exchanger 500 has a first cavity (not shown) and a second cavity (not shown) separated from each other. One end of the oil pump 400 is connected to the inner cavity of the motor housing, and the other end of the oil pump 400 is connected to the first end of the first cavity. The second end of the first cavity is connected to the reducer housing 210 and the motor housing, respectively. For example, the first cavity can be connected to the motor housing and the reducer housing 210 respectively through different pipelines. In addition, the second cavity is connected to the cooling pipeline. For example, the second cavity is connected to the first cooling unit through the connecting pipeline 510.

[0149] In this way, the oil pump 400 can draw the lubricating oil in the motor housing into the first cavity of the heat exchanger 500. At the same time, the cooling fluid of the cooling unit enters the second cavity, so that the cooling fluid and the lubricating oil can exchange heat and dissipate heat and cool the lubricating oil. The cooled lubricating oil is then introduced into the reducer housing 210 and the motor housing respectively through two different pipelines to achieve lubrication and cooling of the motor 100 and the reducer 200.

[0150] And because the second cavity is connected to the cooling pipeline, the first control module, the second control module 320 and the lubricating oil can be cooled and dissipated at the same time through the cooling unit. For example, the cooling fluid can flow through the heat exchanger 500, the second cooling part and the first cooling part in sequence through the cooling pipeline to cool the heat exchanger 500, the second cooling part and the first cooling part through heat exchange. The cooling fluid after heat exchange and temperature increase can dissipate heat and cool down the heat exchanger 500, the second cooling part and the first cooling part again. The cooling efficiency of the cooling unit is high and the structure is relatively simple.

[0151] In some embodiments of the present application, after the lubricating oil in the reducer housing 210 is collected in the oil collecting tank 213, a portion of it can be reintroduced into the motor housing through the first through hole 211 so that the oil pump 400 can pump the lubricating oil from the motor housing.

[0152] In some embodiments of the present application, the height dimension of the motor 100 is smaller than the height dimension of the reducer 200, that is, there is a height difference between the motor 100 and the reducer 200. In order to reduce the size of the powertrain 10, the upper ends of the motor 100 and the reducer 200 can be approximately flush, and the controller 300 is set above the motor 100 and the reducer 200. In this way, there is a height difference between the lower end of the motor 100 and the lower end of the reducer 200, and the oil pump 400 and the heat exchanger 500 are set below the motor 100, so that the structure of the powertrain 10 is more compact and the integration is higher. Moreover, by setting the heat exchanger 500 below the motor 100, the pipelines between it and the motor housing and the reducer housing 210 can all have smaller sizes, thereby reducing the design length of the overall oil circuit, which helps to reduce the oil circuit cost.

[0153] In this way, the motor housing, reducer housing 210, oil pump 400 and heat exchanger 500 can form a complete lubricating oil circuit, and through the lubricating oil circuit, the reducer 200 and the motor 100 are lubricated and cooled at the same time, with a relatively compact structure and high efficiency.

[0154] This embodiment further provides a vehicle, which includes the above-mentioned power assembly 10. The structure, function, and working principle of the power assembly 10 have been described in the above-mentioned embodiments and will not be repeated in this embodiment.

[0155] In some embodiments of the present application, the vehicle may be a sedan, a bus, or a truck, depending on the type of vehicle. Depending on the power source, the vehicle may be any one of an electric vehicle (EV), a pure electric vehicle (PEV / BEV), a hybrid electric vehicle (HEV), a range-extended electric vehicle (REEV), a plug-in hybrid electric vehicle (PHEV), and a new energy vehicle (NEV).

[0156] By adopting the above-mentioned power assembly 10, the on-board charger and the DC-DC converter can be conveniently disassembled, assembled, and repaired without collision or damage to other electrical components of the first control module, thus achieving higher safety.

[0157] Implementation 2

[0158] The present invention provides an on-board charger, a vehicle controller including the on-board charger, and a vehicle including the vehicle controller. The vehicle may be a sedan, a bus, or a truck. For example, the vehicle may be any one of an electric vehicle (EV), a pure electric vehicle (PEV / BEV), a hybrid electric vehicle (HEV), a range-extended electric vehicle (REEV), a plug-in hybrid electric vehicle (PHEV), and a new energy vehicle (NEV).

[0159] As discussed in the background technology above, a charger typically includes a housing and a charger body mounted within the housing. The housing typically comprises a lower housing and an upper cover, which together form a housing cavity within which the charger body resides. The charger body is used to charge the battery, while the housing accommodates and secures the charger body. The charger is typically installed separately in the vehicle.

[0160] However, in the above-mentioned charger, the housing thereof is relatively large in structure and heavy in weight, which is not conducive to the lightweight design of the charger and increases the cost of the charger.

[0161] Based on the above problems, an embodiment of the present application provides an on-board charger. By making the on-board charger include a base plate and making the on-board charger detachably connected to the vehicle controller through the base plate, there is no need to set a shell in the on-board charger. It is only necessary to set the base plate to connect with the shell connected to the vehicle controller. The upper end cover of the on-board charger, the side wall of the lower shell and other structures can be omitted, which can effectively reduce the structure of the on-board charger and reduce the weight of the on-board charger, thereby effectively realizing the lightweight design of the on-board charger and effectively reducing the material cost of the on-board charger.

[0162] The following is a detailed description of the on-board charger provided in the embodiment of the present application with reference to the accompanying drawings.

[0163] Figure 7 is a structural diagram of an on-board charger provided in an embodiment of the present application, Figure 8 is a structural diagram of a vehicle controller provided in an embodiment of the present application, and Figure 9 is a structural diagram of an on-board charger provided in a vehicle controller in an embodiment of the present application.

[0164] The embodiment of the present application provides an on-board charger 100, which can be used in a vehicle controller 200. As shown in FIG7 , the on-board charger 100 can include a base plate 110 and a charger body 120. The charger body 120 can be located on the base plate 110 and detachably connected to the base plate 110. For example, the charger body 120 and the base plate 110 can be detachably connected by means of a snap connection, a buckle connection, or a bolt connection.

[0165] The base plate 110 may have a mounting hole 111, which may be used to connect to the vehicle controller 200, so that the on-board charger 100 can be detachably connected to the vehicle controller 200 through the mounting hole 111. For example, the on-board charger 100 and the vehicle controller 200 can be detachably connected via bolts. For example, as shown in conjunction with Figures 8 and 9, the vehicle controller 200 may include a housing 210, which may have a receiving cavity 211. The on-board charger 100 may be located within the receiving cavity 211 of the housing 210 of the vehicle controller 200 and detachably connected to the housing 210.

[0166] For example, a threaded hole may be formed on the bottom wall of the housing 210 of the vehicle controller 200, and the mounting hole 111 on the bottom plate 110 of the on-board charger 100 may be aligned with the threaded hole on the bottom wall of the vehicle controller 200. Bolt fasteners may pass through the mounting hole 111 on the bottom plate 110 and be screwed into the threaded hole on the bottom wall of the vehicle controller 200, thereby connecting the bottom plate 110 and the bottom wall via the bolt fasteners, thereby achieving a detachable connection between the on-board charger 100 and the vehicle controller 200.

[0167] When the on-board charger 100 malfunctions and requires repair, the base plate 110 of the on-board charger 100 can be removed from the vehicle controller 200 to repair or replace the on-board charger 100. This improves the convenience of repairing or replacing the on-board charger 100 and effectively increases the flexibility of use of the on-board charger 100.

[0168] Among them, the on-board charger 100 is located in the shell 210 of the vehicle controller 200 and can share a shell 210 with the vehicle controller 200. In this way, there is no need to set up a shell 210 in the on-board charger 100. It is only necessary to set up a bottom plate 110 to connect with the shell 210 connected to the vehicle controller 200. The upper end cover of the on-board charger 100, the side wall of the lower shell 210 and other structures can be omitted, which can effectively reduce the structure of the on-board charger 100 and reduce the weight of the on-board charger 100, thereby effectively realizing the lightweight design of the on-board charger 100 and effectively reducing the material cost of the on-board charger.

[0169] FIG10 is a schematic structural diagram of an on-board charger provided in an embodiment of the present application with the charger body removed.

[0170] As shown in FIG. 10 , the on-board charger 100 may further include a cooling pipe 130 . The cooling pipe 130 may be located on and connected to the base plate 110 . The cooling pipe 130 may contain coolant, and the charger body may be distributed around the cooling pipe 130 .

[0171] For example, the charger body 120 may include a circuit board and electronic components such as capacitors and inductors located on the circuit board. The circuit board may be located on the cooling pipe 130, and the electronic components may be located on the side of the circuit board facing the cooling pipe 130, and the various electronic components may be dispersed around the cooling pipe 130.

[0172] The coolant can flow within the cooling pipe 130 to achieve heat transfer. During operation, the charger body 120 generates heat, which can be transferred to the coolant through the cooling pipe 130 for heat dissipation and cooling. This can effectively reduce or prevent the charger body 120 from overheating and affecting its normal operation, thereby helping to improve the reliability and stability of the on-board charger 100.

[0173] Continuing with FIG10 , the cooling pipe 130 can be surrounded to form a first receiving groove 131. The first receiving groove 131 can contain a first thermally conductive adhesive (not shown in the figure), and at least a portion of the charger body 120 can be buried in the first thermally conductive adhesive. For example, the electronic components in the circuit board that are opposite to the first receiving groove 131 can extend into the thermally conductive adhesive groove. The first thermally conductive adhesive can improve the conduction of heat, so that the heat emitted by the electronic components in the first receiving groove 131 can be transferred to the cooling pipe 130 through the first thermally conductive adhesive, so that the heat can be dissipated through the coolant in the cooling pipe 130, which helps to effectively improve the heat dissipation effect of the charger body 120 and further improve the reliability and stability of the charger.

[0174] Continuing with Figure 10 , the on-board charger may further include a first retaining bar 140 , which may be arranged to form a second receiving groove 141 . A second thermally conductive adhesive (not shown) may be disposed within the second receiving groove 141 , and at least one end of the charger body 120 may extend into the second thermally conductive adhesive. Heat generated during operation of the charger body 120 may be conducted through the end into the second thermally conductive adhesive, where it may be dissipated outward through the second thermally conductive adhesive, thereby achieving heat dissipation and cooling of the charger body 120 .

[0175] Continuing with FIG10 , the on-board charger 100 may further include a second baffle 150 , which may be located on and connected to the base plate 110 . The cooling line 130 may be located between the second baffle 150 and the first baffle 140 . The second baffle 150 may be arranged to form a third receiving groove 151 . The third receiving groove 151 may contain a third thermally conductive adhesive, and at least one end of a portion of the charger body 120 may extend into the third thermally conductive adhesive. The heat generated during operation of the charger body 120 may also be conducted through the end portion into the third thermally conductive adhesive, so as to dissipate the heat outward through the third thermally conductive adhesive, thereby achieving heat dissipation and cooling of the charger body 120 .

[0176] The number of third receiving grooves 151 can be multiple, and the shapes of the respective receiving grooves can be different. For example, as shown in the figure, the number of third receiving grooves 151 can be four, one of which can be rectangular, and the other three can be circular. This can meet the heat dissipation requirements of components of different shapes in the charger body 120.

[0177] Continuing with FIG. 10 , the onboard charger 100 may further include a plurality of first connecting posts 160 . The plurality of first connecting posts 160 may be distributed on both sides of the first receiving slot 131 and may be located at an edge of the base plate 110 . The first connecting posts 160 may have first connecting holes 161 formed therein, through which the charger body 120 may be connected to the first connecting posts 160 .

[0178] For example, the charger body 120 and the first connecting column 160 can be connected via bolt fasteners. The charger body 120 can have a mounting hole 111 that mates with the first connecting hole 161, and the mounting hole 111 can be aligned with the first connecting hole 161. The bolt fastener can pass through the mounting hole 111 on the charger body 120 and screw into the first connecting hole 161, thereby connecting the charger body 120 to the first connecting column 160 via the bolt fastener. Bolting is convenient and reliable, effectively improving the firmness and reliability of the connection between the charger body 120 and the base plate 110. It also facilitates disassembly of the charger body 120.

[0179] Continuing with FIG. 10 , the onboard charger 100 may further include a second connecting post 170 , which may be disposed around the outer periphery of the cooling pipe 130 and connected to the cooling pipe 130 . The second connecting post 170 may have a second connecting hole 171 defined therein, through which the charger body 120 may be connected to the second connecting post 170 .

[0180] For example, the charger body 120 and the second connecting column 170 can also be connected via bolt fasteners. The charger body 120 can have a mounting hole 111 that mates with the second connecting hole 171, and the mounting hole 111 can be aligned with the second connecting hole 171. The bolt fastener can pass through the mounting hole 111 on the charger body 120 and screw into the second connecting hole 171, thereby connecting the charger body 120 to the second connecting column 170 via the bolt fastener. This can further improve the firmness and reliability of the connection between the charger body 120 and the base plate 110, and enhance the overall structural stability of the on-board charger 100.

[0181] FIG11 is a schematic structural diagram of an on-board charger provided in an embodiment of the present application from another perspective.

[0182] As shown in Figure 11 , the on-board charger 100 may further include a water inlet 180 and a water outlet 190. The water inlet 180 and the water outlet 190 may be located on the side of the base plate 110 facing away from the cooling pipe 130 and may be in communication with the cooling pipe 130. Coolant may flow from the water inlet 180 into the cooling pipe 130 and then out of the water outlet 190 to conduct heat, thereby dissipating heat and cooling the on-board charger 100 and improving its operational reliability and stability.

[0183] Example 3

[0184] New energy vehicles have developed rapidly in recent years, with the advantages of low emission pollution, low noise generated by the drive system, and low energy consumption. The electric drive system of new energy vehicles highly integrates components such as motors, reducers, power batteries, motor controllers and on-board chargers to meet the normal operation of the vehicle's power system.

[0185] In the existing technology, the electric drive system of new energy vehicles includes an electronic control assembly, and a reducer and motor arranged below the electronic control assembly. The electronic control assembly includes an upper shell, an intermediate shell and a lower shell connected from top to bottom. The upper shell is equipped with a high-voltage junction box and a vehicle control unit, the intermediate shell is equipped with a motor controller, and the lower shell is equipped with an on-board charger and a DC-to-DC converter. Split cooling water channels are arranged in series in the upper, middle and lower shells to dissipate heat from each module.

[0186] However, the layout of the above-mentioned electronic control assembly results in low space utilization of the electronic control assembly, and the internal cooling water channels of the electronic control assembly are arranged in a multi-layer split layout, which makes the overall structure of the electronic control assembly relatively large, further resulting in low integration between the electronic control assembly and the electric drive system.

[0187] Based on this, the present application provides an electric control assembly and a vehicle. The electric control assembly is provided with a housing assembly including a first housing and a second housing. The first housing is used to accommodate a first control unit of the control assembly, and the second housing is used to accommodate a second control unit of the control assembly. By connecting the second housing to the bottom of part of the first housing, the bottom of the first housing is made stepped, so that when the motor and other components of the electric drive system are connected to the first housing, the stacking height is reduced; by providing a cooling assembly including a first cooling unit and a second cooling unit, the control assembly shares the first cooling unit for heat dissipation, and the second cooling unit is used to cool the motor and the reducer. By connecting the first cooling unit and the second cooling unit, the electric control assembly and the motor and the reducer have cooling channels in series, so that the cooling assembly layout is simple and occupies less space. Therefore, the present application increases the space utilization of the electric control assembly and improves the integration of the electric control assembly and the electric drive system by optimizing the layout of the housing assembly and the cooling assembly.

[0188] The embodiments of the present application are described below with reference to the accompanying drawings.

[0189] Figure 12 is a structural schematic diagram of part of the structure of the vehicle provided in an embodiment of the present application; Figure 13 is a left-view structural schematic diagram of Figure 12; Figure 14 is a front-view structural schematic diagram of Figure 12; Figure 15 is an exploded schematic diagram of the connection between the shell component of the electronic control assembly and the electric drive system in Figure 12; Figure 16 is an exploded schematic diagram of the connection between the first shell and the second shell of the electronic control assembly in Figure 12; Figure 17 is a structural schematic diagram of the first shell of the electronic control assembly in Figure 16; Figure 18 is a structural schematic diagram of the cooling component of the electronic control assembly in Figure 12; and Figure 19 is a structural schematic diagram of the second control unit in Figure 16.

[0190] As shown in Figures 12 to 17, an embodiment of the present application provides an electric control assembly 10 for an electric drive system, including a housing assembly 100, a control assembly 200 and a cooling assembly 300; the housing assembly 100 includes a first housing 110 and a second housing 120, the first housing 110 is used to connect to the motor 20 and the reducer 30 of the electric drive system, and the second housing 120 is connected to the bottom of a portion of the first housing 110.

[0191] The control assembly 200 includes a first control unit 210 and a second control unit 220 . The first control unit 210 is disposed in the first housing 110 , and the second control unit 220 is disposed in the second housing 120 .

[0192] The cooling assembly 300 includes a first cooling unit 310 and a second cooling unit 320. The first cooling unit 310 is arranged between the first shell 110 and the second shell 120; the second cooling unit 320 is arranged on the motor 20, and the first cooling unit 310 is connected to the second cooling unit 320 to cool the control assembly 200, the motor 20 and the reducer 30.

[0193] In the present application, as shown in Figures 12 to 15, the housing assembly 100 includes a first housing 110 and a second housing 120, and both the first housing 110 and the second housing 120 have a receiving cavity, and the receiving cavity of the first housing 110 and the receiving cavity of the second housing 120 are respectively used to assemble the first control unit 210 and the second control unit 220; specifically, the second housing 120 is connected to the bottom of part of the first housing 110 so that the bottom of the first housing 110 is distributed in a stepped manner, so that when the first housing 110 and the motor 20 of the electric drive system are connected, the fixing orientation can be adaptively adjusted according to the height of the components to save space; in addition, the electric drive system also includes a reducer 30 rigidly connected to the motor 20. When the reducer 30 and the motor 20 are both fixed to the first housing 110, the second housing 120 is located between the first housing 110 and the motor 20. In this way, when the housing assembly 100 is connected to the electric drive system, the stacking height is reduced, and the space under the first housing 110 is effectively utilized, thereby making the overall structure of the electric drive system more compact.

[0194] Furthermore, a first cooling unit 310 is provided between the first housing 110 and the second housing 120, and the first control unit 210 and the second control unit 220 are respectively located on both sides of the first cooling unit 310, and a second cooling unit 320 is provided on the motor 20, so that the first cooling unit 310 and the second cooling unit 320 are connected. Specifically, in an embodiment of the present application, the first cooling unit 310 is connected to the input end of the vehicle's thermal management cooling system so that the first cooling unit 310 flows into the cooling medium, and the cooling medium flows through the first cooling unit 310 to the second cooling unit 320 to form a cooling channel, that is, the control component 200, the motor 20 and the reducer 30 are cooled in turn, and the finally heated cooling medium flows into the output end of the thermal management cooling system, that is, the heat exchange device, to be cooled to dissipate heat again. For example, the cooling medium can be water or a mixture with propylene glycol. The specific type of cooling medium depends on the actual heat dissipation requirements and the ambient temperature of use, and this embodiment does not limit this.

[0195] In this way, the first control unit 210 and the second control unit 220 share the first cooling unit 310, and the second cooling unit 320 of the motor 20 does not need to be separately connected to the input end of the thermal management cooling system. By connecting the first cooling unit 310 and the second cooling unit 320 in series, the electronic control assembly 10, the motor 20 and the reducer 30 have cooling channels in series, so that the layout of the cooling component 300 is simple and occupies less space.

[0196] In this way, by optimizing the layout of the housing assembly 100 and the cooling assembly 300 , the space utilization of the electric control assembly 10 is increased, and the integration of the electric control assembly 10 and the electric drive system is improved.

[0197] In some embodiments, the first shell 110 includes a first enclosure portion 111, a first bottom plate 112 and a second bottom plate 113, the first bottom plate 112 and the second bottom plate 113 are connected, the first enclosure portion 111 is surrounded by the first bottom plate 112 and the second bottom plate 113, and the second shell 120 is located below the first bottom plate 112.

[0198] As shown in Figures 13 to 16, the first shell 110 includes a first enclosure portion 111, a first bottom plate 112 and a second bottom plate 113. For example, in an embodiment of the present application, the first enclosure portion 111 is a quadrilateral structure. Correspondingly, the first bottom plate 112 and the second bottom plate 113 can be connected into a quadrilateral structure that matches the bottom of the first enclosure portion 111 by means of one-piece molding or the like. The first enclosure portion 111 is enclosed on the first bottom plate 112 and the second bottom plate 113 by means of welding or the like, thereby forming a accommodating cavity for assembling the first control unit 210; in addition, the first enclosure portion 111 is provided with several output end interfaces of the first control unit 210 to electrically connect the first control unit 210 with the corresponding controlled module.

[0199] Specifically, as shown in Figures 15 and 16, the second shell 120 is located on the side of the first bottom plate 112 away from the first enclosure 111. In this way, the space below the first bottom plate 112 is occupied to set the second shell 120, and the space below the second bottom plate 113 is not occupied. The lower part of the first shell 110 is distributed in a stepped manner, that is, when the motor 20 and the reducer 30 are connected below the first shell 110, the fixed orientation can be adjusted according to the height adaptability of the components to reduce the stacking height below the first shell 110, thereby effectively utilizing the space and making the overall structure of the electronic control assembly 10 after being connected to the electric drive system more compact.

[0200] In some embodiments, the second shell 120 includes a second enclosure portion 121 and an inserting portion 122 . The second enclosure portion 121 is disposed below the first bottom plate 112 away from the first enclosure portion 111 , and the inserting portion 122 is inserted into the second enclosure portion 121 .

[0201] Continuing with Figures 15 and 16 , the second housing 120 comprises a second enclosure 121 disposed below the first base plate 112, facing away from the first enclosure 111. The first base plate 112 and the second enclosure 121 together form a housing for the second control unit 220. Correspondingly, the first base plate 112 has an assembly hole on the side facing the second control unit 220 to facilitate securing the second control unit 220 within the second housing 120. Furthermore, the second enclosure 121 is provided with several output ports for the second control unit 220 to electrically connect the second control unit 220 to the corresponding controlled modules. It should be noted that the structure of the second enclosure 121 suffices to match the overall structure of the second control unit 220. While still being able to accommodate the second control unit 220, the size of the second enclosure 121 is minimized to conserve space below the first housing 110. The specific dimensions depend on the actual application and are not limited in this embodiment of the present application.

[0202] Furthermore, the second housing 120 further includes a plug-in portion 122. For example, a plug-in strip is provided on the plug-in portion 122. Accordingly, a plug-in slot is provided on the side of the second enclosure 121 facing away from the first base plate 112. The plug-in strip is plugged into the plug-in slot. Thus, the plug-in portion 122 is detachably connected to the second enclosure 121, so that the plug-in portion 122 and the second enclosure 121 seal the second control unit 220 in the second housing 120, thereby improving the protection of the second control unit 220. By providing the plug-in portion 122, the second control unit 220 can be separately disassembled and assembled, thereby enabling the present application to have a high degree of integration and facilitate quick disassembly and assembly during later maintenance of the module without disassembling the entire electronic control assembly 10.

[0203] In some embodiments, the first cooling unit 310 includes a first cooling member 311 , which is disposed on the first base plate 112 . The first cooling member 311 has a cooling water channel inlet 3112 and a cooling water channel outlet 3111 that are connected to each other.

[0204] In the present application, as shown in Figures 16 to 18, the first cooling unit 310 includes a first cooling member 311. Correspondingly, a through hole for installing the first cooling member 311 is provided on the first base plate 112. The first cooling member 311 can be nested and assembled on the first base plate 112 by fasteners, etc., so that one side of the first cooling member 311 faces the first shell 110 and contacts the heating module of the first control unit 210, and the other side of the first cooling member 311 faces the second shell 120 and contacts the heating module of the second control unit 220, so that the first control unit 210 and the second control unit 220 share the first cooling member 311 for heat dissipation.

[0205] In the specific setting, the first cooling member 311 can be a liquid cooling plate, etc., which has a hollow cavity inside, and has a connected cooling water path inlet 3112 and a cooling water path outlet 3111 on the liquid cooling plate. The cooling water path inlet 3112 is connected to the input end of the vehicle's thermal management cooling system through a cooling pipe so that there is a flowing cooling medium in the liquid cooling plate. The cooling water path outlet 3111 can be connected to the second cooling unit 320 so that the cooling medium flows from the first cooling member 311 to the second cooling unit 320, thereby dissipating heat to the control component 200, the motor 20 and the reducer 30 in turn.

[0206] Thus, by providing a liquid cooling plate, the control assembly 200 located in the first housing 110 and the second housing 120 can share the first cooling element 311, eliminating the need for a separate cooling element. This saves space in the housing assembly 100 and thus makes the electronic control assembly 10 more compact. It should be noted that the layout size of the liquid cooling plate on the first base plate 112 can be determined based on the heat flux density of the heat-generating modules of the first control unit 210 and the second control unit 220, and this embodiment of the present application does not impose any restrictions on this.

[0207] In some embodiments, in order to improve the heat dissipation effect of the second control unit 220, a cooling channel is also included inside the second control unit 220. The cooling channel can be arranged in series or in parallel with the first cooling member 311. It should be noted that the layout of the cooling channel in the second shell 120 is related to the accommodation space of the second shell 120 and the heat flux density of the second control unit 220. It is specifically set according to the adaptability of the actual application scenario, and this embodiment does not limit this.

[0208] In some embodiments, the first cooling unit 310 also includes at least one liquid inlet 312 and at least one liquid outlet 313. The liquid inlet 312 is arranged on the side of the first enclosure 111 facing the first bottom plate 112, and the liquid outlet 313 is arranged on the side of the second bottom plate 113. The liquid inlet 312 is connected to the cooling water circuit inlet 3112, and the liquid outlet 313 is connected to the cooling water circuit outlet 3111.

[0209] Continuing with Figures 16 to 18, a liquid inlet 312 is provided on the side of the first enclosure portion 111 facing the first base plate 112, and the liquid inlet 312 is connected to the cooling water path inlet 3112 through a small-diameter pipeline. The small-diameter pipeline can be fixed to the first base plate 112 by a snap or the like. In this way, the first cooling member 311 can be connected to the input end of the vehicle's thermal management cooling system through the external liquid inlet 312.

[0210] Furthermore, the liquid outlet 313 is set on the side of the second base plate 113 close to the motor 20, which can shorten the cooling path from the first cooling unit 310 to the second cooling unit 320. The cooling water outlet 3111 and the liquid outlet 313 can be connected through a small-diameter pipeline, and the first cooling member 311 and the second cooling unit 320 are connected through the external liquid outlet 313.

[0211] In this way, by setting up the external liquid inlet 312 and liquid outlet 313, it is not only convenient for the later inspection or maintenance of each interface, but also avoids the need to reserve a larger interface when the first cooling member 311 is arranged on the first base plate 112, thereby making the layout space of the cooling component 300 in the electronic control assembly 10 in the shell component 100 more compact, thereby improving the integration of the electronic control assembly 10.

[0212] In some embodiments, the second cooling unit 320 includes a second cooling member 321 and a connecting member 322 . The second cooling member 321 is configured to be disposed at the bottom end of the housing of the motor 20 , and the second cooling member 321 is connected to the liquid outlet 313 via the connecting member 322 .

[0213] As shown in Figures 13, 14 and 18, the motor 20 is connected to the housing of the reducer 30, and the motor 20 and the reducer 30 are co-lubricated with oil through the oil circuit. The motor 20 is cooled by the self-stirring oil splash of the reducer 30. In some embodiments, the oil absorbs heat during the operation of the vehicle and its temperature rises, causing the oil viscosity to decrease, and both the lubrication and cooling capabilities are reduced.

[0214] In an embodiment of the present application, a second cooling member 321 is provided at the bottom end of the housing of the motor 20. Exemplarily, the second cooling member 321 can be an oil cooler, and the connecting member 322 is a liquid cooling pipeline. Specifically, a cooling pipe and an oil pipe are arranged in parallel in the oil cooler, and the cooling pipe in the oil cooler is connected to the liquid outlet 313 of the first cooling unit 310 through the liquid cooling pipeline for circulation of the cooling medium, and then the oil pipe in the oil cooler is connected to the oil circuit of the motor 20 and the reducer 30 for oil circulation; it should be noted that a special joint for the liquid cooling pipe is used at the connection of each liquid cooling pipeline to ensure that the cooling medium does not leak.

[0215] In actual use, when the oil in the oil circuits of the motor 20 and reducer 30 heats up and flows into the oil pipes of the oil cooler, the cooling medium in the oil cooler's cooling pipes exchanges heat with the oil in the oil pipes, reducing the oil temperature to a certain extent. The cooled oil then returns to the oil circuits of the motor 20 and reducer 30, where it can once again lubricate and cool the motor 20 and reducer 30. At this point, the cooling medium completes a cooling cycle by passing through the first cooling unit 310 and then the second cooling unit 320 of the electronic control assembly 10. Finally, the heated cooling medium flows into the heat exchange device at the output of the thermal management cooling system for cooling.

[0216] In this way, the cooling medium of the first cooling member 311 can be extended to the second cooling member 321 at the bottom end of the motor 20 housing through the connecting member 322, so that the electronic control assembly 10, the motor 20 and the reducer 30 have cooling channels connected in series, thereby making the layout of the cooling component 300 simple and occupying a smaller space, thereby improving the integration of the electronic control assembly 10 and the electric drive system.

[0217] In some embodiments, the first control unit 210 includes a motor controller disposed within the first housing 110 .

[0218] In the present application, the first control unit 210 includes a motor controller (MCU). Specifically, the MCU obtains vehicle requirements (gear, acceleration, braking and other instructions) from the vehicle controller, obtains electrical energy from the power battery, and modulates its own inverter to obtain the electrical energy required to drive the motor 20, thereby adjusting the operating state of the motor 20 so that the speed and torque of the motor 20 meet the different operating requirements of the vehicle.

[0219] It should be noted that the first control unit 210 also includes a vehicle control unit (VCU), a high-voltage power distribution unit (PDU) and a battery management system (BMS). Among them, the VCU is used to collect component signals such as the motor 20 automatic control system signal, the accelerator pedal signal and the brake pedal signal, and plays a leading role in the vehicle's normal driving, the braking system feedback of the charging battery heat, and the fault detection and resolution; the PDU is used for power distribution and management in the high-voltage system, and provides the entire vehicle with charging and discharging control, high-voltage component power-on control, circuit overload and short-circuit protection, high-voltage sampling, low-voltage control and other functions; the BMS is an important link between the on-board battery and the vehicle, and is used for real-time monitoring of battery physical parameters, battery status evaluation, and charge and discharge and pre-charge control balance management.

[0220] In the present application, by highly integrating the MCU, VCU, PDU and BMS on an integrated circuit board structure, the space occupied by the first control unit 210 in the first shell 110 can be greatly reduced, so that the first shell 110 is small and compact, thereby improving the integration of the electronic control assembly 10.

[0221] In some embodiments, the second control unit 220 includes an on-board charger and a DC-DC converter, and both the on-board charger and the DC-DC converter are disposed on a side of the first base plate 112 facing the plug-in portion 122 .

[0222] In the present application, as shown in Figures 15, 16, and 19, the second control unit 220 integrates an on-board charger (OBC) and a DC-DC converter (DC-DC) and is disposed on the side of the first base plate 112 facing the plug-in portion 122. Accordingly, the first base plate 112 is provided with an assembly hole for mounting the second control unit 220, so that the second control unit 220 is fixed to the second housing 120 via fasteners. The OBC converts AC power input from the grid into DC power to manage charging of the vehicle's power battery, while the DC-DC converts the high DC voltage in the vehicle battery into low DC voltage to power the on-board power supply and the functional modules in its electrical circuit.

[0223] In some embodiments, the first shell 110 also includes a top plate 114, which is covered on the first enclosure portion 111, and the first enclosure portion 111 has a mounting seat 1111, which is arranged one-to-one corresponding to the mounting holes on the motor 20 and the reducer 30, so that the mounting seat 1111 is connected to the mounting hole through fasteners.

[0224] As shown in Figures 14 and 16, the first housing 110 also includes a top plate 114. Specifically, the top plate 114 is a structure that matches the first enclosure 111. The top plate 114 is placed on the first enclosure 111 to seal the interior of the first housing 110, thereby enhancing the protection of the first control unit 210 within the first housing 110. In addition, the first enclosure 111 is provided with mounting seats 1111 around the sides, which correspond to the mounting holes on the housings of the motor 20 and reducer 30. The mounting seats 1111 are fastened to the mounting holes by fasteners. The fasteners can be bolts, studs, etc., which are not limited in this embodiment of the present application. Thus, the first housing 110 is firmly connected to the motor 20 and reducer 30.

[0225] On the basis of the above embodiments, this embodiment provides a vehicle, including an electric drive system and any one of the above electric control assemblies 10 connected to the electric drive system.

[0226] The structure of the electronic control assembly 10 has been described in detail in the above embodiment and will not be repeated here.

[0227] The vehicle provided in this application is provided with an electronic control assembly 10 having a stepped structure, so that when the motor 20 and reducer 30 of the electric drive system are arranged below the electronic control assembly 10, the stacking height can be reduced. By providing a series cooling channel for the electronic control assembly 10 and the electric drive system, the space occupied by the cooling component 300 in the electronic control assembly 10 and the electric drive system is reduced, thereby making the overall structure of the vehicle compact and having a high degree of integration. In actual use, the electronic control assembly 10 is electrically connected to the electric drive system, and the integrated circuits between the control units are actively operated to enable the reducer 30 to reduce the output speed of the motor 20 to increase the output torque, thereby enabling the motor 20 to generate a driving force that satisfies the vehicle's driving requirements.

[0228] Example 4

[0229] The drive motor controller is the main control device in the drive motor system. Its main function is to convert the DC power of the power battery into three-phase AC power for the drive motor through the inverter module in the motor controller.

[0230] At present, the motor controller integrates the control board, driver board, IGBT module, buffer capacitor, bleeder resistor, etc. The control board is mainly arranged with the low-voltage part of the motor controller. With the motor controller main control chip as the core, the CAN communication circuit, low-voltage input filter circuit, protection circuit, main control part power supply, driver circuit power supply, resolver decoding circuit, temperature sampling circuit, overcurrent, short circuit protection circuit, overvoltage protection circuit, etc. are arranged respectively. The driver board is mainly arranged with the drive circuit, current sampling circuit, bus voltage sampling circuit, IGBT protection circuit (overtemperature, overcurrent, short circuit, undervoltage and overvoltage protection), etc., and the IGBT module is under the driver board.

[0231] However, the chip on the main control board of this traditional motor controller only has a main control module, which has low integration and slow communication speed.

[0232] To this end, the present application provides an electric drive assembly and a vehicle, by overlapping two accommodating cavities on the shell, placing the first electrical component in the first accommodating cavity, and placing the charging control unit in the second accommodating cavity, so as to facilitate the replacement and disassembly of the charging control unit; a motor controller with a nine-in-one design is adopted, that is, the whole vehicle control unit, motor control unit, high-voltage battery management unit, low-voltage battery management unit, high-voltage distribution unit, etc. are integrated together, and a design is adopted in which the whole vehicle control unit, motor control unit, high-voltage battery management unit, and low-voltage battery management unit are integrated into one chip. Compared with the motor controller in the traditional electric drive assembly, this device has a higher degree of integration and a faster internal communication speed inside the controller.

[0233] An electric drive assembly in this embodiment is further described below.

[0234] Figure 20 is a structural schematic diagram of an electric drive assembly provided in an embodiment of the present application; Figure 21 is a structural schematic diagram of an electric drive assembly provided in an embodiment of the present application from one perspective; Figure 22 is a structural schematic diagram of an electric drive assembly provided in an embodiment of the present application from another perspective; Figure 23 is an exploded view of an electric drive assembly provided in an embodiment of the present application; Figure 24 is a structural schematic diagram of a central motor control module of an electric drive assembly provided in an embodiment of the present application; Figure 25 is a schematic diagram of a central motor control module of an electric drive assembly provided in an embodiment of the present application.

[0235] As shown in Figures 20 and 21, an embodiment of the present application provides an electric drive assembly 10. As can be seen from Figure 20, the electric drive assembly 10 includes a power module 100 and a motor control module 200, and the motor control module 200 includes a housing 210, a first electrical component, and a second electrical component; the housing 210 and the power module 100 are connected in sequence along the first direction, and the housing 210 has a first accommodating cavity 211 and a second accommodating cavity 212 that are interconnected, and the first accommodating cavity 211 and the second accommodating cavity 212 are stacked along the first direction; the first electrical component is arranged in the first accommodating cavity 211, and the first electrical component includes a main control board 220 and a drive board 240, and the main control board 220 is provided with a vehicle control unit 221, a motor control unit 222, a high-voltage battery management unit 223, and a low-voltage battery management unit 224; the second electrical component is arranged in the second accommodating cavity 212, the second electrical component includes a charging control unit 230, and the second electrical component is connected to the first electrical component through a patch cord.

[0236] In this way, by overlapping two accommodating cavities on the shell 210, the first electrical component is placed in the first accommodating cavity 211, and the charging control unit 230 is placed in the second accommodating cavity 212, which facilitates the replacement and disassembly of the charging control unit 230; the motor controller adopts a nine-in-one design, that is, the vehicle control unit 221, the motor control unit 222, the high-voltage battery management unit 223, the low-voltage battery management unit 224, the high-voltage distribution unit, etc. are integrated together, and the vehicle control unit 221, the motor control unit 222, the high-voltage battery management unit 223, and the low-voltage battery management unit 224 are designed to be integrated into one chip. Compared with the motor controller in the traditional electric drive assembly, this device has a higher degree of integration, and the motor controller has a faster internal communication speed.

[0237] In some embodiments, the shell 210 includes a first shell 213 and a second shell 214 , the first shell 213 is connected to the power module 100 , and the second shell 214 and the first shell 213 are integrally formed, the first accommodating cavity 211 is set in the first shell 213 , and the second accommodating cavity 212 is set in the second shell 214 .

[0238] As shown in FIG. 24 , the second housing 214 is located below the first housing 213 , which effectively reduces the volume of the housing 210 and improves integration.

[0239] Among them, a mounting hole is provided at the bottom of the second shell 214, and a spring clip is provided inside the mounting hole. A boss matching the groove is provided on the upper surface of the charging control unit 230. The charging control unit 230 is detachably connected to the second shell 214 through the boss. The purpose of this setting is to facilitate disassembly and assembly, and to facilitate maintenance and replacement.

[0240] In some embodiments, the first accommodating cavity 211 has an opening below, and the second shell 214 is disposed in the first accommodating cavity 211 through the opening.

[0241] As shown in FIG23 , the shape of the opening is the same as that of the charging control unit 230 , and the size of the opening is slightly larger than the size of the charging control unit 230 . The purpose of this design is to have enough margin to place the charging control unit 230 into the first accommodating cavity 211 .

[0242] In some embodiments, a fast charging interface 215 and a slow charging interface 216 are provided on the housing 210 . The fast charging interface 215 is used to connect to the high-voltage battery, and the slow charging interface 216 is electrically connected to the charging control unit 230 .

[0243] Optionally, the car's charging modes are divided into fast charging and slow charging. This embodiment has both fast charging and slow charging functions. Therefore, users can adopt different charging modes to charge the power battery according to actual conditions, which can bring better convenience to car users, solve the limitations of car charging, and provide a better car-using experience.

[0244] Specifically, during fast charging, the DC charging port of the charging pile is connected to the vehicle's fast charging port 215. The charging pile sends a charging wake-up signal to the high-voltage battery management unit 223. The high-voltage battery management unit 223 then sends a charging current command to the charging pile based on the power battery's rechargeable power. Simultaneously, the high-voltage battery management unit 223 activates the system's high-voltage positive and negative relays, and the power battery begins charging.

[0245] In some embodiments, the charging control unit 230 includes an on-board charger and a DC-DC converter. The slow charging port 216 is connected to the on-board charger, which is used to charge the power battery.

[0246] Among them, during slow charging, when the vehicle is in AC charging mode, the on-board charger needs to detect the AC charging interface signal and wake up the high-voltage battery management unit 223. The high-voltage battery management unit 223 wakes up the on-board charger and sends a charging instruction, while closing the main relay and the power battery starts charging.

[0247] Among them, the DC-DC converter converts the high-voltage DC power of the power battery into low-voltage DC power, part of which is used to power the low-voltage electrical equipment of the entire vehicle, and the other part is used to charge the battery. Specifically, the on-board charger and the DC-DC converter can be separate and respectively arranged in the shell 210, or they can be integrated into one and arranged in the shell. In this embodiment, the on-board charger and the DC-DC converter are integrated into one, which can reduce the space occupancy rate.

[0248] In some embodiments, the first shell 213 and the second shell 214 are respectively provided with plug-in interfaces, wherein the plug-in interfaces are threaded connection interfaces or quick-connect interfaces.

[0249] 21 and 22 , a fast charging interface 215, a slow charging interface 216, and a DC bus threaded interface 217 are provided on the shell and connected by threaded connections. A liquid cooling pipeline is provided inside the shell 210. Specifically, the liquid cooling pipeline adopts a quick connection method. The purpose of such a setting is that the environment of the liquid cooling pipeline is relatively harsh, and the quick connector has higher durability and reliability.

[0250] In some embodiments, the electric drive assembly 10 further includes a liquid cooling component, which is disposed in the housing 210 and has liquid cooling pipes and pipelines. The drive plate 240 and the liquid cooling pipes are thermally connected so that the liquid cooling pipes dissipate heat for the drive plate 240.

[0251] As shown in FIG25 , an interaction module is respectively provided on the driving board 240 and the main control board 220, and the wiring harness connects the driving board 240 and the main control board 220 through the interaction module. Specifically, an IGBT module is provided at the bottom of the driving board 240, and the input end of the IGBT module is connected to the bus capacitor, and the output end is connected to the three-phase busbar of the drive motor 110, which is used to convert the DC power of the power battery into AC power.

[0252] Among them, the shell 210 is provided with a water inlet and a water outlet, and the coolant flows into the liquid cooling pipes and pipelines from the water inlet. Part of the liquid cooling pipes and pipelines are arranged inside the shell 210, and part is arranged outside the shell 210. Specifically, the IGBT module is in contact with the liquid cooling pipe, thereby taking away the heat of the drive board 240. The drive motor 110 and the reducer 120 share a lubrication pipe, which can reduce the flow resistance of the coolant and improve the heat dissipation efficiency.

[0253] In some embodiments, the power module 100 includes a drive motor 110, a drive motor housing, a reducer 120 and a reducer housing 121. The drive motor 110 and the reducer 120 are respectively installed on the drive motor housing and the reducer housing 121, and the output shaft of the drive motor 110 is connected to the reducer 120, and the housing 210 is set on the reducer housing 121.

[0254] Among them, the drive motor 110 includes a front end cover, and mounting holes are arranged along the circumference of the front end cover. Bolts pass through the mounting holes to connect the reducer 120 to it. Specifically, the motor control module 200 is connected to the three-phase busbar of the drive motor 110 through a plug-in connector to convert the DC power of the power battery into AC power for use by the drive motor 110.

[0255] In some embodiments, a bracket 122 is provided on the housing 210 , and a mounting portion 123 is provided on the reducer housing 121 , and the mounting portion 123 is connected to the bracket 122 , as shown in FIG. 23 and FIG. 24 .

[0256] Among them, a threaded hole is provided in the mounting portion 123, and the bolt passes through the threaded hole to mount the reducer 120 and the drive motor 110 on the housing 210. The purpose of this design is to facilitate subsequent disassembly and replacement. Specifically, the drive motor 110 and the reducer 120 are also connected together by a threaded connection.

[0257] In some embodiments, a vehicle includes the above-mentioned electric drive assembly 10. The type of the vehicle can be a sedan or a commercial vehicle, which is not limited in this embodiment.

[0258] Specifically, a driving chip is provided on the driving board 240, which controls the conduction or cutoff of the IGBT module. At the same time, the driving board 240 is controlled by the main control board 220. The main control chip receives two signals from the driving motor 110 and the vehicle control unit 221, and performs calculations. The driving motor 110 will send some signals of the current value, the temperature sensor signal, and the rotating transformer signal to the main control board 220 through the connector.

[0259] It should be added that the first circuit board also includes a high-voltage distribution unit, which distributes the high voltage electricity of the power battery to high-voltage electrical equipment such as the motor control unit 222, the drive motor 110, and the DC-DC converter, and at the same time distributes the current of the fast charging interface 215 and the slow charging interface 216 to the power battery to charge the power battery.

[0260] It should be added that the main control board 220 is also provided with a controller local area network interface, which is used to coordinate data exchange between data networks with different structures and characteristics. The main control chip on the main control board 220 integrates four modules: the vehicle control unit 221, the motor control unit 222, the high-voltage battery management unit 223, and the low-voltage battery management unit 224, which can shorten the communication path of each template and increase the communication speed.

[0261] In this embodiment, an electric drive assembly 10 includes a power module 100 and a motor control module 200, and the motor control module 200 includes a shell 210, a first electrical component, and a second electrical component; the shell 210 and the power module 100 are connected in sequence along a first direction, and the shell 210 has a first accommodating cavity 211 and a second accommodating cavity 212 that are interconnected, and the first accommodating cavity 211 and the second accommodating cavity 212 are stacked along the first direction; the first electrical component is arranged in the first accommodating cavity 211, and the first electrical component includes a main control board 220, and the main control board 220 is provided with a vehicle control unit 221, a motor control unit 222, a high-voltage battery management unit 223 and a low-voltage battery management unit 224; the second electrical component is arranged in the second accommodating cavity 212, the second electrical component includes a charging control unit 230, and the second electrical component is connected to the first electrical component through a plug-in wiring harness. In this way, by overlapping two accommodating cavities on the shell 210, the first electrical component is placed in the first accommodating cavity 211, and the charging control unit 230 is placed in the second accommodating cavity 212, which facilitates the replacement and disassembly of the charging control unit 230; the motor controller adopts a nine-in-one design, that is, the vehicle control unit 221, the motor control unit 222, the high-voltage battery management unit 223, the low-voltage battery management unit 224, the high-voltage distribution unit, etc. are integrated together, and the vehicle control unit 221, the motor control unit 222, the high-voltage battery management unit 223, and the low-voltage battery management unit 224 are designed to be integrated into one chip. Compared with the motor controller in the traditional electric drive assembly, this device has a higher degree of integration and the motor controller has a faster internal communication speed.

[0262] The various embodiments or implementation methods in this specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts between the various embodiments can be referenced to each other.

[0263] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with an embodiment or example is included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0264] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some or all of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A powertrain, characterized in that: It includes a motor, a reducer and a controller, wherein the motor and the reducer are electrically connected to the controller respectively; The controller includes a controller housing and a first control module and a second control module arranged in the controller housing; the first control module includes a vehicle control unit, a motor control unit, a high-voltage battery management unit and a low-voltage battery management unit; the second control module includes a charging control unit; The controller housing is provided with a first opening and a second opening, and is also provided with a first cover and a second cover, the first cover is used to cover the first opening in a manner that can be opened and closed, and the second cover is used to cover the second opening in a manner that can be opened and closed, wherein the first opening is opposite to the first control module, and the second opening is opposite to the second control module.

2. The powertrain according to claim 1, characterized in that: The first opening and the second opening are respectively located on two opposite side walls of the controller housing.

3. The powertrain according to claim 2, characterized in that: A partition plate is provided in the controller housing, and the partition plate is used to separate the inner cavity of the controller housing into two parts. The first control module and the second control module are respectively located in the cavities on both sides of the partition plate.

4. The powertrain according to any one of claims 1 to 3, characterized in that: The motor comprises a motor housing and a motor body arranged in the motor housing: The reducer includes a reducer housing and a gear assembly disposed in the reducer housing, the reducer housing is connected to the motor housing, the gear assembly is connected to the output shaft of the motor body, the gear assembly includes a plurality of gears, the plurality of gears are arranged along a first direction, the first direction is perpendicular to the output shaft of the motor body, and the motor housing and the reducer housing enclose an angle area: The controller is located on the side of the motor housing along the circumferential direction of the motor body output shaft, and at least one of the motor housing and the reducer housing is connected to the controller housing.

5. The powertrain according to claim 4, characterized in that: At least a portion of the controller housing protrudes into the angle area, so that the second control module and the second cover are both located in the angle area.

6. The powertrain according to claim 4, characterized in that: The powertrain further includes a cooling unit having a cooling pipeline for circulating a cooling fluid; The cooling pipeline includes a first cooling part and a second cooling part, the first cooling part is used to perform heat exchange on the first control module, and the second cooling part is used to perform heat exchange on the second control module, wherein the first cooling part and the second cooling part are connected.

7. The powertrain according to claim 6, characterized in that: The reducer housing is provided with a first through hole and a second through hole, the first through hole and the second through hole are both connected to the inner and outer sides of the reducer housing, and the first through hole and the second through hole are both connected to the inner cavity of the motor housing, and the height of the first through hole is greater than the height of the second through hole.

8. The powertrain according to claim 7, characterized in that: The powertrain also includes an oil pump and a heat exchanger, the heat exchanger having a first cavity and a second cavity separated from each other, one end of the oil pump communicating with the inner cavity of the motor housing, the other end of the oil pump communicating with the first end of the first cavity, the second end of the first cavity communicating with the reducer housing and the motor housing respectively; the second cavity communicating with the cooling pipeline.

9. The powertrain according to any one of claims 1 to 3, characterized in that: The charging control unit includes an on-board charger and a DC-DC converter.

10. The powertrain according to claim 1, characterized in that: Also included is an on-board charger, which is used in the vehicle controller and includes a base plate and a charger body; The charger body is located on the bottom plate and is detachably connected to the bottom plate; The bottom plate is provided with a mounting hole, and the mounting hole is used to be connected to the vehicle controller, so that the on-board charger is detachably connected to the vehicle controller through the mounting hole.

11. The powertrain according to claim 10, characterized in that: Also included is a cooling pipeline, the cooling pipeline being located on the bottom plate and connected to the bottom plate; The cooling pipeline contains coolant, and the charger body is distributed around the cooling pipeline.

12. The powertrain according to claim 11, characterized in that: The cooling pipeline is surrounded by a first receiving groove; The first receiving groove contains a first thermally conductive adhesive, and at least a portion of the charger body is embedded in the first thermally conductive adhesive.

13. The powertrain according to claim 11 or 12, characterized in that: Also included is a first baffle, the first baffle being located on the bottom plate; The first blocking bar is arranged to form a second accommodating groove, the second accommodating groove contains a second thermally conductive adhesive, and at least one end portion of the charger body extends into the second thermally conductive adhesive.

14. The powertrain according to claim 13, characterized in that: It also includes a second baffle, the second baffle is located on the bottom plate, and the cooling pipeline is located between the first baffle and the second baffle; The second blocking bar is arranged to form a third accommodating groove, wherein a third thermally conductive adhesive is provided in the third accommodating groove, and at least one end portion of the charger body extends into the third thermally conductive adhesive.

15. The powertrain according to claim 12, characterized in that: It also includes a plurality of first connecting posts, which are distributed on both sides of the first receiving groove, and the first connecting posts are located at the edge of the bottom plate; A first connecting hole is formed on the first connecting post, and the charger body is connected to the first connecting post through the first connecting hole.

16. The powertrain according to claim 15, characterized in that: Also included is a second connecting column, which is arranged around the outer periphery of the cooling pipeline and connected to the cooling pipeline; A second connecting hole is formed on the second connecting post, and the charger body is connected to the second connecting post through the second connecting hole.

17. The powertrain according to claim 11 or 12, characterized in that: It also includes a water inlet and outlet; The water inlet and the water outlet are located on a side of the bottom plate facing away from the cooling pipeline, and the water inlet and the water outlet are communicated with the cooling pipeline.

18. The powertrain according to claim 1, wherein: The powertrain includes an electronic control assembly for an electric drive system; the electronic control assembly includes a housing assembly, a control assembly, and a cooling assembly; The housing assembly includes a first housing and a second housing, the first housing being used to connect to the motor and the reducer of the electric drive system, and the second housing being connected below a portion of the first housing; The control assembly includes a first control unit and a second control unit, the first control unit is arranged in the first housing, and the second control unit is arranged in the second housing; The cooling assembly includes a first cooling unit and a second cooling unit, the first cooling unit is arranged between the first shell and the second shell; the second cooling unit is arranged on the motor, and the first cooling unit is connected to the second cooling unit to cool the control assembly, the motor and the reducer.

19. The powertrain according to claim 18, characterized in that: The first shell includes a first enclosure portion, a first bottom plate and a second bottom plate, the first bottom plate and the second bottom plate are connected, the first enclosure portion is surrounded by the first bottom plate and the second bottom plate, and the second shell is located below the first bottom plate.

20. The powertrain according to claim 19, characterized in that: The second shell includes a second enclosure portion and an inserting portion. The second enclosure portion is arranged below the first bottom plate away from the first enclosure portion, and the inserting portion is inserted into the second enclosure portion.

21. The powertrain according to claim 19, wherein: The first cooling unit includes a first cooling member, which is disposed on the first bottom plate and has a cooling water channel inlet and a cooling water channel outlet that are connected.

22. The powertrain according to claim 21, characterized in that: The first cooling unit also includes at least one liquid inlet and at least one liquid outlet, the liquid inlet is arranged on the side of the first enclosure portion facing the first bottom plate, and the liquid outlet is arranged on the side of the second bottom plate, the liquid inlet is connected to the cooling water circuit inlet, and the liquid outlet is connected to the cooling water circuit outlet.

23. The powertrain according to claim 22, characterized in that: The second cooling unit includes a second cooling member and a connecting member. The second cooling member is used to be arranged at the bottom end of the housing of the motor, and the second cooling member is connected to the liquid outlet through the connecting member.

24. The power assembly according to any one of claims 18 to 23, characterized in that: The first control unit includes a motor controller, and the motor controller is disposed in the first housing.

25. The powertrain according to claim 20, wherein: The second control unit includes an on-board charger and a DC-to-DC converter, and both the on-board charger and the DC-to-DC converter are arranged on a side of the first base plate facing the plug-in portion.

26. The power assembly according to any one of claims 19 to 23, characterized in that: The first shell also includes a top plate, which is covered on the first enclosure portion and has a mounting seat. The mounting seat is arranged in a one-to-one correspondence with the mounting holes on the motor and the reducer, so that the mounting seat is connected to the mounting hole by fasteners.

27. The powertrain according to claim 1, wherein: The powertrain further includes an electric drive assembly, the electric drive assembly includes a power module and a motor control module, the motor control module includes a housing, a first electrical component and a second electrical component; The housing and the power module are sequentially connected along a first direction, and the housing has a first accommodating cavity and a second accommodating cavity that are interconnected, and the first accommodating cavity and the second accommodating cavity are stacked along the first direction; The first electrical component is arranged in the first accommodating cavity, and the first electrical component includes a main control board and a drive board, and the main control board is provided with a vehicle control unit, a motor control unit, a high-voltage battery management unit and a low-voltage battery management unit; the second electrical component is arranged in the second accommodating cavity, and the second electrical component includes a charging control unit, and the second electrical component is connected to the first electrical component through a patch cord.

28. The powertrain according to claim 27, characterized in that: The shell includes a first shell and a second shell, the first shell is connected to the power module, and the second shell and the first shell are integrally formed, the first accommodating cavity is set in the first shell, and the second accommodating cavity is set in the second shell.

29. The powertrain according to claim 28, characterized in that: An opening is provided below the first accommodating cavity, and the second shell is disposed in the first accommodating cavity via the opening.

30. The powertrain according to claim 27, wherein: The housing is provided with a fast charging interface and a slow charging interface, the fast charging interface is used to connect to the high-voltage battery, and the slow charging interface is electrically connected to the charging control unit.

31. The powertrain according to claim 30, characterized in that: The charging control unit includes an on-board charger and a DC-DC converter. The slow charging port is connected to the on-board charger, and the on-board charger is used to charge the power battery.

32. The powertrain according to claim 28, wherein: The first shell and the second shell are respectively provided with plug-in interfaces, wherein the plug-in interfaces are threaded connection interfaces or quick-connect interfaces.

33. The powertrain according to any one of claims 27 to 30, characterized in that: The electric drive assembly also includes a liquid cooling component, which is arranged on the shell and has a liquid cooling pipeline and a pipe. The drive plate and the liquid cooling pipeline are thermally connected so that the liquid cooling pipeline dissipates heat for the drive plate.

34. The power assembly according to any one of claims 27 to 30, characterized in that: The power module includes a drive motor, a drive motor housing, a reducer and a reducer housing. The drive motor and the reducer are respectively installed on the drive motor housing and the reducer housing, and the output shaft of the drive motor is connected to the reducer. The housing is set on the reducer housing.

35. The powertrain according to claim 34, characterized in that A bracket is provided on the housing, and a mounting portion is provided on the reducer housing, and the mounting portion is connected to the bracket.

36. A vehicle controller, characterized in that: comprising a housing and the power assembly according to any one of claims 10 to 17, wherein the power assembly comprises an on-board charger; The on-board charger is located in the shell and is detachably connected to the bottom wall of the shell.

37. A vehicle, characterized in that: comprising the powertrain according to any one of claims 1 to 9; and / or, comprising the vehicle controller of claim 36; and / or, A powertrain according to any one of claims 18 to 26 comprising an electric drive system and connected to the electric drive system; and / or Including the powertrain described in any one of claims 27-35.

Images