Electric vehicle powertrain and vehicle having the same

Abstract

The embodiments of the present application relate to an electric vehicle powertrain and a vehicle having the same, and relate to the field of vehicle technology. The electric vehicle powertrain includes: a three-in-one assembly, a ball cage universal joint assembly and a support bridge assembly. The motor, reducer and controller are integrated into the three-in-one assembly, which can improve the integration of the powertrain system and reduce the use of connecting parts to reduce the weight of the entire powertrain. The support bridge assembly is arranged on one side of the three-in-one assembly and is connected to the three-in-one assembly through the ball cage universal joint assembly. Since the three-in-one assembly is not installed on the support bridge, and the power of the three-in-one assembly is output through the ball cage universal joint, there is no need to set a differential and transmission mechanisms such as large and small bevel gears on the support bridge, thereby reducing the weight of the support bridge, reducing the unsprung mass of the vehicle, and improving the comfort of the vehicle.

Description

Technical Field

[0001] The present application relates to the field of automobile manufacturing technology, and in particular to an electric vehicle powertrain and a vehicle having the same. Background Art

[0002] With the continuous advancement of the national new energy vehicle strategy, new energy vehicle technologies are constantly breaking through and market demand is increasing. Typically, a direct drive power system consists of components such as a motor, motor controller, and drive axle.

[0003] In related technologies, the motor is placed at the engine's position and is connected to a conventional drive axle via a transmission shaft to transmit power to the wheels. The rear drive axle is heavy because it integrates a differential and transmission mechanisms such as large and small bevel gears. All of this weight belongs to the vehicle's unsprung mass, resulting in poor vehicle comfort. Summary of the Invention

[0004] The embodiments of the present application provide an electric vehicle powertrain and a vehicle having the same, aiming to solve the problem of poor vehicle comfort caused by the heavy weight of the rear drive axle in the existing electric vehicle powertrain system.

[0005] In a first aspect, an embodiment of the present application provides an electric vehicle powertrain, comprising: a three-in-one assembly, a power output assembly, a ball joint universal joint assembly, and a support bridge assembly;

[0006] The three-in-one assembly includes a motor, a reducer and a controller;

[0007] The power output assembly includes a differential and two output half shafts, the differential is arranged in the housing of the reducer and is transmission-connected to the reducer, and the two output half shafts are transmission-connected to both ends of the differential respectively;

[0008] The ball cage universal joint assembly includes two ball cage universal joint half-shaft assemblies, and the two ball cage universal joint half-shaft assemblies are respectively connected to the ends of the two output half-shafts away from the differential;

[0009] The support bridge assembly is arranged on one side of the three-in-one assembly, and the two ends of the support bridge assembly are respectively connected to the ends of the two ball cage universal joint half-shaft assemblies away from the output half-shaft.

[0010] Optionally, the ball cage universal joint half-shaft assembly includes a sliding end, a swing end and a universal half-shaft;

[0011] The two ends of the universal joint half shaft are respectively connected to the sliding end and the swing end in transmission;

[0012] The sliding end is connected to the output half shaft, and the swing end is connected to the supporting bridge assembly.

[0013] Optionally, an output flange is provided at one end of the output half-shaft away from the differential, and a connecting flange is provided at the sliding end, and the output flange and the connecting flange are connected by bolts.

[0014] Optionally, the support bridge assembly includes an offset beam, a leaf spring support, and a brake hub assembly;

[0015] There are two leaf spring supports, which are symmetrically connected to both ends of the offset beam;

[0016] There are two brake hub assemblies, and each brake hub assembly is connected to the leaf spring support and the swing end respectively.

[0017] Optionally, the brake hub assembly comprises: a brake assembly, a hub, a bearing and a bearing seat;

[0018] The hub is connected to the swing end via a spline;

[0019] The wheel hub is supported on the bearing seat via the bearing;

[0020] The bearing seat is connected to the leaf spring support;

[0021] The brake assembly is arranged in the wheel hub.

[0022] Optionally, the reducer is connected to the output end of the motor;

[0023] The housing of the reducer includes a first reducer housing and a second reducer housing, and the second reducer housing is integrally formed with the housing of the motor;

[0024] The controller is arranged on the side wall of the motor, and the housing of the controller is connected to the housing of the motor.

[0025] Optionally, the electric vehicle powertrain further includes an electronic parking mechanism;

[0026] The electronic parking mechanism is fixed on the second reduction housing, and the electronic parking mechanism is connected to the input shaft of the reducer.

[0027] Optionally, the offset beam is arranged on a side away from the input shaft of the reducer; or

[0028] The offset beam is arranged on a side away from the output shaft of the reducer;

[0029] The offset beam is parallel to the input shaft of the reducer and the output half shaft.

[0030] Optionally, the motor, the reducer and the controller are all connected to a support base.

[0031] A second aspect of an embodiment of the present application provides a vehicle, comprising a vehicle body and an electric vehicle powertrain as described in the first aspect above, arranged on the vehicle body, wherein the motor, the reducer and the controller are all connected to the vehicle body through the support seat.

[0032] Using the electric vehicle powertrain provided by the present application, on the one hand, the supporting bridge assembly is arranged on one side of the three-in-one assembly, and is connected to the three-in-one assembly through a ball cage universal joint assembly. Since the three-in-one assembly is not installed on the supporting bridge, and the power of the three-in-one assembly is output through the ball cage universal joint, there is no need to set a differential and large and small bevel gears and other transmission mechanisms on the supporting bridge, thereby reducing the weight of the supporting bridge, reducing the unsprung mass of the vehicle, and thus improving the comfort of the vehicle.

[0033] Secondly, integrating the motor, reducer and controller into a three-in-one assembly can improve the integration of the powertrain system, reduce the use of connecting parts, and thus reduce the mass of the entire powertrain. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments of the present application. Obviously, the drawings described below are only 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.

[0035] Figure 1 1 is a schematic top view of the electric vehicle powertrain according to an embodiment of the present application;

[0036] Figure 2 is a front view of an electric vehicle powertrain according to an embodiment of the present application;

[0037] Figure 3 This is a schematic diagram of the internal structure of an electric vehicle powertrain proposed in one embodiment of the present application;

[0038] Figure 4 This is a schematic diagram of the internal structure of the brake hub assembly and its peripheral connectors of the electric vehicle powertrain proposed in one embodiment of the present application;

[0039] Figure 5 This is a schematic structural diagram of the electronic parking mechanism and its peripheral connectors proposed in one embodiment of the present application;

[0040] Figure 6 It is a front view of a three-in-one assembly of an electric vehicle powertrain proposed in one embodiment of the present application;

[0041] Figure 7This is a structural schematic diagram of a spiral water channel and its surrounding connectors of a three-in-one assembly of an electric vehicle powertrain proposed in one embodiment of the present application;

[0042] Figure 8 It is a structural schematic diagram of the double-layer surrounding water channel of the three-in-one assembly of the electric vehicle powertrain proposed in one embodiment of the present application.

[0043] Description of reference numerals:

[0044] 1- three-in-one assembly, 11- motor, 12- reducer, 13- controller, 2- ball joint assembly, 21- sliding end, 22- universal half shaft, 23- swing end, 3- support bridge assembly, 31- offset beam, 32- leaf spring support, 33- brake hub assembly, 331- brake assembly, 332- bearing seat, 333- bearing, 334- wheel hub, 4- electronic parking mechanism, 41- parking motor, 42- parking base, 43 -Parking rocker arm, 44-Parking pawl, 45-Parking ratchet, 5-Cooling system, 51-First cooling water channel, 52-Second cooling water channel, 521-Spiral water channel, 522-Double-layer surround water channel, 5221-First surround water channel, 5222-Second surround water channel, 5223-Baffle, 5224-Partition, 6-Water inlet, 7-Water outlet, 8-Support seat, 9-Power take-off assembly, 91-Differential, 92-Output half-shaft. DETAILED DESCRIPTION

[0045] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0046] In related technologies, the motor is placed at the engine's position and is connected to a conventional drive axle via a transmission shaft to transmit power to the wheels. The rear drive axle is heavy because it integrates a differential and transmission mechanisms such as large and small bevel gears. All of this weight belongs to the vehicle's unsprung mass, resulting in poor vehicle comfort.

[0047] In view of this, an embodiment of the present application proposes an electric vehicle powertrain, including a three-in-one assembly, a ball cage universal joint assembly and a support bridge assembly. The support bridge assembly is arranged on one side of the three-in-one assembly and is connected to the three-in-one assembly through the ball cage universal joint assembly. Since the three-in-one assembly is not installed on the support bridge, and the power of the three-in-one assembly is output through the ball cage universal joint, there is no need to set a differential and large and small bevel gears and other transmission mechanisms on the support bridge, thereby reducing the weight of the support bridge, reducing the unsprung mass of the vehicle, and thus improving the comfort of the vehicle.

[0048] refer to Figure 1 , Figure 1 FIG is a schematic diagram of a top view of the electric vehicle powertrain proposed in one embodiment of the present application. Figure 1 As shown, the electric vehicle powertrain is characterized by comprising a three-in-one assembly 1, a power output assembly 9, a ball joint universal joint assembly 2 and a support bridge assembly 3;

[0049] The three-in-one assembly 1 includes a motor 11, a reducer 12 and a controller 13;

[0050] The power output assembly 9 includes a differential 91 and two output half shafts 92. The differential 91 is arranged in the housing of the reducer and is transmission-connected to the reducer. The two output half shafts 92 are transmission-connected to the two ends of the differential 91 respectively.

[0051] The ball cage universal joint assembly 2 includes two ball cage universal joint half-shaft assemblies, and the two ball cage universal joint half-shaft assemblies are respectively connected to the ends of the two output half shafts 92 away from the differential 91;

[0052] The support bridge assembly 3 is arranged on one side of the three-in-one assembly 1, and the two ends of the support bridge assembly 3 are respectively connected to the ends of the two ball cage universal joint half-shaft assemblies away from the output half-shaft 92.

[0053] In this embodiment, the electric vehicle powertrain includes a three-in-one assembly 1, a ball cage universal joint assembly 2 and a support bridge assembly 3, wherein the three-in-one assembly 1 includes a motor 11, a reducer 12 and a controller 13. Integrating the motor 11, the reducer 12 and the controller 13 into the three-in-one assembly 1 can improve the integration of the powertrain system, reduce the use of connecting parts, and thus reduce the mass of the entire powertrain.

[0054] The power output assembly 9 includes a differential 91 and two output half shafts 92. The differential 91 is arranged in the housing of the reducer and is drivingly connected to the reducer. The two output half shafts 92 are drivingly connected to the two ends of the differential 91, so that the power output of the three-in-one assembly 1 can be transmitted to the output half shafts 92 through the differential 91, and the power is output through the output half shafts 92.

[0055] The ball joint assembly 2 includes two ball joint half-shaft assemblies, which are respectively connected to the ends of the two output half-shafts 92 away from the differential 91, and are used to transmit the power output by the output half-shafts 92 to the wheel side.

[0056] The support bridge assembly 3 is arranged on one side of the three-in-one assembly 1, and the two ends of the support bridge assembly 3 are respectively connected to the ends of the two ball cage universal joint half-shaft assemblies away from the output half-shaft 92. Specifically, the two ends of the support bridge assembly 3 are symmetrically arranged along the direction perpendicular to its length. One end of the support bridge is connected to the ball cage universal joint half-shaft assembly at one end of the differential 91, and the other end of the support bridge is connected to the ball cage universal joint half-shaft assembly at the other end of the differential 91. Since the three-in-one assembly 1 is not installed on the support bridge, and the power of the three-in-one assembly 1 is output through the ball cage universal joint, there is no need to set the differential 91 and transmission mechanisms such as large and small bevel gears on the support bridge, thereby reducing the weight of the support bridge, reducing the unsprung mass of the vehicle, and improving the comfort of the vehicle.

[0057] Based on the above-mentioned electric vehicle powertrain, this application provides the following examples of specific implementation methods. As long as they do not conflict with each other, the examples can be combined arbitrarily to form a new electric vehicle powertrain. It should be understood that any new electric vehicle powertrain formed by combining any of the examples should fall within the scope of protection of this application.

[0058] refer to Figures 1 to 3 , Figure 2 1 is a front view of an electric vehicle powertrain according to an embodiment of the present application. Figure 3 Schematic diagram of the internal structure of an electric vehicle powertrain proposed in one embodiment of the present application. In a feasible implementation, the ball joint half-shaft assembly includes a sliding end 21, a swing end 23 and a universal half-shaft 22;

[0059] The two ends of the universal joint half shaft 22 are respectively connected to the sliding end 21 and the swing end 23;

[0060] The sliding end 21 is connected to the output half shaft 92 , and the swing end 23 is connected to the supporting bridge assembly 3 .

[0061] In this embodiment, each ball cage universal joint half-shaft assembly includes a sliding end 21, a swinging end 23 and a universal half-shaft 22. The two ends of the universal half-shaft 22 are respectively connected to the sliding end 21 and the swinging end 23. The universal half-shaft 22 can slide on the sliding end 21 and can swing relative to the sliding end 21. The universal half-shaft 22 can swing relative to the swinging end 23. The sliding end 21 is connected to the output half-shaft 92, and the swinging end 23 is connected to the support bridge assembly 3, so that the angle of the universal half-shaft 22 can be adjusted according to the position of the output half-shaft 92 and the support bridge assembly 3. Since the ball cage universal joint assembly 2 is a prior art, its structure and principle will not be described in detail here.

[0062] In a feasible embodiment, an output flange is provided at one end of the output half-shaft 92 away from the differential 91 , and a connecting flange is provided at the sliding end 21 . The output flange and the connecting flange are connected by bolts.

[0063] In this embodiment, an output flange is provided at one end of the output half-shaft 92 away from the differential 91, and each sliding end 21 is provided with a connecting flange matching therewith. The output flange of the output half-shaft 92 at one end and the connecting flange of the sliding end 21 at one end are connected by bolts, and the output flange of the output half-shaft 92 at the other end and the connecting flange of the sliding end 21 at the other end are connected by bolts. The output half-shaft 92 drives the output flange to rotate, and at the same time drives the connecting flange to rotate, thereby driving the universal joint half-shaft 22 to rotate, and then drives the swing end 23 to rotate through the universal joint half-shaft 22.

[0064] refer to Figure 4 , Figure 4 This is a schematic diagram of the internal structure of the brake hub assembly and its peripheral connectors of the electric vehicle powertrain proposed in one embodiment of the present application. Figure 4 As shown, in a feasible embodiment, the support bridge assembly 3 includes an offset beam 31, a leaf spring support 32 and a brake hub assembly 33;

[0065] There are two leaf spring supports 32, which are symmetrically connected to both ends of the bias beam 31;

[0066] There are two brake hub assemblies 33 , and each brake hub assembly 33 is connected to the leaf spring support 32 and the swing end 23 respectively.

[0067] In this embodiment, the supporting bridge assembly 3 includes an offset beam 31, a leaf spring support 32 and a brake hub assembly 33, wherein there are two leaf spring supports 32, which are respectively connected to the two ends of the offset beam 31 and are used to connect the automobile leaf springs; there are two brake hub assemblies 33, which are respectively connected to the leaf spring support 32 and the swing end 23, and the swing end 23 is used to transmit power to the brake hub assembly 33.

[0068] In a feasible embodiment, the brake hub assembly 33 includes: a brake assembly 331, a hub 334, a bearing 333 and a bearing seat 332;

[0069] The hub 334 is connected to the swing end 23 via a spline;

[0070] The wheel hub 334 is supported on the bearing seat 332 via the bearing 333;

[0071] The bearing seat 332 is connected to the leaf spring support 32;

[0072] The brake assembly 331 is disposed in the wheel hub 334 .

[0073] In this embodiment, the brake hub assembly 33 includes: a brake assembly 331, a wheel hub 334, a bearing 333 and a bearing seat 332, wherein the wheel hub 334 is connected to the swing end 23 via a spline so that the swing end 23 drives the wheel hub 334 to rotate, and the wheel hub 334 is supported on the bearing seat 332 via the bearing 333 so that the wheel hub 334 can rotate around the bearing seat 332, and the bearing seat 332 is connected to the leaf spring support 32, which can support and fix the bearing seat 332. Specifically, the bearing seat 332 and the leaf spring support 32 can be connected by bolts, and the brake assembly 331 is arranged in the wheel hub 334 for braking the wheel hub 334.

[0074] In a feasible embodiment, the reducer 12 is connected to the output end of the motor 11;

[0075] The housing of the reducer 12 includes a first reducer 12 housing and a second reducer 12 housing, and the second reducer 12 housing is integrally formed with the housing of the motor 11;

[0076] The controller 13 is disposed on a side wall of the motor 11 , and a housing of the controller 13 is connected to a housing of the motor 11 .

[0077] In this embodiment, the reducer 12 is connected to the output end of the motor 11, and the housing of the reducer 12 includes a first reducer 12 housing and a second reducer 12 housing. The second reducer 12 housing is integrally formed with the housing of the motor 11, thereby improving the integration of the motor 11 and the reducer 12. The output shaft of the motor 11 can be directly extended into the second reduction housing of the reducer 12 and connected to the input shaft of the reducer 12. Specifically, the output shaft of the motor 11 can be connected to the input shaft of the reducer 12 through a spline. The second reducer 12 housing has an opening on the side away from the motor 11, which is sealed by the first reducer 12 housing, which also facilitates the installation and maintenance of the gear transmission mechanism of the reducer 12.

[0078] The controller 13 is arranged on the side wall of the motor 11, and the shell of the controller 13 is connected to the shell of the motor 11, so that the controller 13 can be as close to the motor 11 as possible, reducing the use of wiring harnesses between the controller 13 and the motor 11. Specifically, a connecting channel is provided between the shell of the controller 13 and the shell of the motor 11, and the controller 13 and the motor 11 are connected through a copper busbar in the connecting channel.

[0079] Specifically, the reducer 12 can be a two-stage reducer 12, so that a larger transmission ratio can be adopted, so that a larger wheel-side output torque can be achieved using a smaller motor 11, and the weight of the motor 11 can be reduced, thereby reducing costs.

[0080] In a feasible implementation manner, the electric vehicle powertrain further includes an electronic parking mechanism;

[0081] The electronic parking mechanism is fixed on the second reduction housing and is connected to the input shaft of the reducer 12 .

[0082] In this embodiment, the electronic parking mechanism is fixed on the second reduction housing of the reducer 12, so that the electronic parking mechanism can be integrated into a part of the electric drive assembly, and the electronic parking mechanism is connected to the input shaft of the reducer 12, so that the electronic parking mechanism can act on the input shaft of the reducer 12. The braking force of the electronic parking mechanism is transmitted to the wheel side under the action of the transmission ratio of the reducer 12, and a better braking effect can be achieved with a smaller braking force.

[0083] Please refer to Figure 5 , Figure 5 Schematic diagram of the structure of the electronic parking mechanism and its peripheral connecting parts proposed in one embodiment of the present application. Figure 5 As shown in a feasible embodiment, the electronic parking mechanism 4 includes: a parking motor 41, a parking ratchet 45, a parking pawl 44, a parking base 42 and a parking rocker arm 43;

[0084] The parking ratchet 45 is connected to the input shaft of the speed reducer 12;

[0085] The parking base 42 is fixed to the inner wall of the second reduction housing;

[0086] The parking pawl 44 and the parking rocker arm 43 are respectively connected to the parking base 42;

[0087] The parking motor 41 is fixed to the outer wall of the second reduction housing. The output shaft of the parking motor 41 passes through the second reduction housing and is in transmission connection with the parking rocker arm 43 .

[0088] In this embodiment, the electronic parking mechanism 4 includes: a parking motor 41, a parking ratchet 45, a parking pawl 44, a parking base 42 and a parking rocker arm 43. The parking base 42 is fixed to the inner wall of the second reduction housing and is used to support the parking rocker arm 43 and the parking pawl 44. One end of the parking rocker arm 43 is rotatably connected to the parking base 42, one end of the parking pawl 44 is rotatably connected to the parking base 42, and the parking rocker arm 43 is transmission-connected to the parking pawl 44. The parking ratchet 45 is connected to the input shaft of the reducer 12 so as to limit the speed of the reducer 12 when the parking ratchet 45 stops rotating. The input shaft rotates, the parking motor 41 is fixed to the outer wall of the second reduction housing, and the output shaft of the parking motor 41 passes through the second reduction housing and is connected to the parking rocker arm 43. The parking motor 41 provides braking force and drives the parking rocker arm 43 to rotate on the parking base 42 through the output shaft, so that the end of the parking rocker arm 43 away from the rotation connection with the parking base 42 drives the parking pawl 44 to rotate on the parking base 42, and then the card block on the parking pawl 44 is clamped into the card slot of the parking ratchet 45, thereby limiting the rotation of the parking ratchet 45, and further limiting the rotation of the input shaft of the reducer 12.

[0089] In a feasible embodiment, a flange is connected to the output shaft of the reducer 12, and power is output through the flange.

[0090] In a feasible implementation manner, the output shaft of the parking motor 41 is perpendicular to the input shaft of the reducer 12 .

[0091] In this embodiment, the output shaft of the parking motor 41 is arranged perpendicular to the input shaft of the reducer 12, which can effectively utilize the radial space of the input shaft of the reducer 12 and save the space occupied by the electronic parking mechanism 4 in the axial direction of the input shaft of the reducer 12. This reduces the space occupied by the entire electric drive assembly.

[0092] Please refer to Figure 6 and Figure 7 , Figure 6 This is a front view of a three-in-one assembly of an electric vehicle powertrain proposed in one embodiment of the present application. Figure 7 This is a structural diagram of the spiral water channel and its surrounding connectors of the three-in-one assembly of the electric vehicle powertrain proposed in one embodiment of the present application. Figure 6 and Figure 7 As shown, in a feasible embodiment, the electric drive assembly further includes: a cooling system 5;

[0093] The cooling system 5 includes a first cooling water channel 51 and a second cooling water channel 52;

[0094] The first cooling water channel 51 is disposed inside the controller 13 , and the second cooling water channel 52 is disposed inside the motor 11 .

[0095] In this embodiment, the electric drive assembly further includes a cooling system 5, which includes a first cooling water channel 51 and a second cooling water channel 52. The first cooling water channel 51 is provided inside the controller 13. By passing flowing cooling water through the first cooling water channel 51, heat exchange can be performed on the internal structure of the controller 13 to reduce the temperature of the controller 13, thereby increasing the service life of the controller 13. The second cooling water channel 52 is provided inside the motor 11. By passing flowing cooling water through the second cooling water channel 52, heat exchange can be performed on the internal structure of the motor 11 to reduce the temperature of the motor 11, thereby increasing the service life of the motor 11. Figure 6 and Figure 7 The arrow direction indicates the flow direction of cooling water.

[0096] In a feasible embodiment, the first cooling water channel 51 and the second cooling water channel 52 are connected through a connecting pipe.

[0097] In this embodiment, the first cooling water channel 51 and the second cooling water channel 52 are connected by a connecting pipe, which can facilitate the simultaneous cooling of the controller 13 and the motor 11. Specifically, the outlet of the first cooling water channel 51 is arranged on the side of the controller 13 close to the motor 11, and the inlet of the second cooling water channel 52 is arranged on the side of the motor 11 close to the controller 13, and the outlet of the first cooling water channel 51 and the inlet of the second cooling water channel 52 are opposite to each other, so that the length of the connecting pipe can be minimized to save materials and reduce weight.

[0098] In a feasible embodiment, the cooling system 5 includes a water inlet 6 and a water outlet 7;

[0099] The water inlet 6 is provided on one side of the controller 13 and is connected to the first cooling water channel 51;

[0100] The water outlet 7 is provided on a side of the motor 11 close to the reducer 12 and is communicated with the second cooling water channel 52 .

[0101] In this embodiment, the cooling system 5 includes a water inlet 6 and a water outlet 7. The water inlet 6 is arranged on the side of the controller 13 and is connected to the first cooling water channel 51. The water outlet 7 is arranged on the side of the motor 11 close to the reducer 12 and is connected to the second cooling water channel 52. The water inlet 6 is arranged on the side of the controller 13. The cooling water first cools down the controller 13 and then cools down the motor 11, which can have a better cooling effect on the controller 13. Specifically, the inlet of the second cooling water channel 52 is arranged on the side of the motor 11 away from the reducer 12, so that the cooling water of the second cooling water channel 52 can cool down the entire motor 11 in the axial direction of the motor 11.

[0102] In a feasible embodiment, the second cooling water channel 52 includes a spiral water channel 521 and a double-layer surrounding water channel 522;

[0103] The spiral water channel 521 surrounds the outer side of the stator of the motor 11;

[0104] The double-layer surrounding water channel 522 is arranged in the housing of the motor 11 near one end of the stator winding of the motor 11.

[0105] In this embodiment, the second cooling water channel 52 includes a spiral water channel 521 and a double-layer surrounding water channel 522. The spiral water channel 521 surrounds the outside of the stator of the motor 11. The spiral water channel 521 spirally surrounds the outside of the stator of the motor 11 and is used to perform heat exchange on the stator of the motor 11 to reduce the temperature of the stator of the motor 11. The double-layer surrounding water channel 522 is arranged in the housing of the motor 11 near one end of the stator winding of the motor 11, and can cool the stator winding of the motor 11. In this embodiment, the second cooling water channel 52 can not only cool the stator of the motor 11, but also cool the stator winding of the motor 11 to achieve a better cooling effect.

[0106] Please refer to Figure 8 , Figure 8 This is a schematic structural diagram of a double-layered surrounding waterway of a three-in-one assembly of an electric vehicle powertrain proposed in one embodiment of the present application. Figure 8 As shown, in a feasible embodiment, an annular baffle 5223 and a partition plate 5224 are provided in the double-layer surrounding water channel 522 to separate the double-layer surrounding water channel 522 into a first surrounding water channel 5221 and a second surrounding water channel 5222;

[0107] A gap is provided between the annular baffle 5223 and the partition plate 5224 to allow the first surrounding water channel 5221 and the second surrounding water channel 5222 to communicate with each other.

[0108] In this embodiment, an annular baffle 5223 and a partition plate 5224 are provided in the double-layer surrounding water channel 522 to separate the double-layer surrounding water channel 522 into a first surrounding water channel 5221 and a second surrounding water channel 5222. The setting of the baffle 5223 and the partition plate 5224 divides the surrounding water channel into a first surrounding water channel 5221 and a second surrounding water channel 5222, so as to increase the flow of cooling water, thereby improving the heat exchange time between the cooling water and the stator winding to achieve a better heat exchange effect; a gap is provided between the annular baffle 5223 and the partition plate 5224 to connect the first surrounding water channel 5221 and the second surrounding water channel 5222.

[0109] In a feasible embodiment, the first surrounding water channel 5221 is provided on the outer layer of the second surrounding water channel 5222;

[0110] The first surrounding water channel 5221 is connected to the spiral water channel 521 , and the second surrounding water channel 5222 is connected to the water outlet 7 .

[0111] In this embodiment, the spiral water channel 521 is connected to the first surrounding water channel. After the cooling water enters the double-layer surrounding water channel 522, it first enters the outer first surrounding water channel 5221 to cool the outer stator winding, and then enters the second surrounding water channel 5222 to cool the inner stator winding. Finally, the cooling water is discharged from the water outlet 7 to the motor 11. Figure 5 The arrow direction indicates the flow direction of cooling water.

[0112] In a feasible embodiment, the offset beam 31 is arranged on a side away from the input shaft of the reducer 12; or

[0113] The offset beam 31 is arranged on a side away from the output shaft of the reducer 12;

[0114] The offset beam 31 is parallel to both the input shaft of the reducer 12 and the output shaft of the reducer 12 .

[0115] In this embodiment, the offset beam 31 can be set on the side away from the input shaft of the reducer 12, or on the side away from the output shaft of the reducer 12, that is, with the vehicle's driving direction as the positive direction, the offset beam 31 can be set in front of the three-in-one assembly 1, or it can be set behind the three-in-one assembly 1, and the specific setting can be based on the spatial structure of the bottom of the vehicle body.

[0116] In a feasible implementation manner, the motor 11 , the reducer 12 and the controller 13 are all connected to a support base 4 .

[0117] In this embodiment, the motor 11, the reducer 12 and the controller 13 are all connected to the support base 4, and then the support base 4 is used to connect to the vehicle body so that the weight of the motor 11, the reducer 12 and the controller 13 is borne by the vehicle body instead of the support bridge assembly 3, thereby reducing the weight of the support bridge assembly 3.

[0118] Based on the same concept, an embodiment of the present application provides a vehicle, including a vehicle body and an electric vehicle powertrain as described above, arranged on the vehicle body, wherein the motor 11, the reducer 12 and the controller 13 are all connected to the vehicle body through the support seat 4.

[0119] In a vehicle having the above-mentioned electric vehicle powertrain, on the first hand, the supporting bridge assembly 3 is arranged on one side of the three-in-one assembly 1, and is connected to the three-in-one assembly 1 through the ball cage universal joint assembly 2. Since the three-in-one assembly 1 is not installed on the supporting bridge, and the power of the three-in-one assembly 1 is output through the ball cage universal joint, there is no need to set a differential 91 and transmission mechanisms such as large and small bevel gears on the supporting bridge, thereby reducing the weight of the supporting bridge, reducing the unsprung mass of the vehicle, and thus improving the comfort of the vehicle.

[0120] Secondly, integrating the motor 11, the reducer 12 and the controller 13 into a three-in-one assembly 1 can improve the integration of the powertrain system, reduce the use of connecting parts, and thus reduce the mass of the entire powertrain.

[0121] It should be understood that although the present specification has described preferred embodiments of the present invention, those skilled in the art may make additional changes and modifications to these embodiments once they understand the basic inventive concepts. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present invention.

[0122] Finally, it should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that includes a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or terminal device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or terminal device that includes the element.

[0123] The above is a detailed introduction to an electric vehicle powertrain and a vehicle equipped with the same provided by the present application. Specific examples are used herein to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the method of the present application and its core idea. At the same time, for those skilled in the art, according to the ideas of the present application, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as a limitation on the present application.

Claims

1. An electric vehicle powertrain, characterized in that: It includes a three-in-one assembly (1), a power output assembly (9), a ball joint universal joint assembly (2) and a supporting bridge assembly (3); The three-in-one assembly (1) comprises a motor (11), a reducer (12) and a controller (13); wherein the motor (11), the reducer (12) and the controller (13) are all connected to a support base (8), and the support base (8) is used to be connected to a vehicle body; The power output assembly (9) includes a differential (91) and two output half shafts (92), wherein the differential (91) is arranged in a housing of the reducer (12) and is transmission-connected to the reducer (12), and the two output half shafts (92) are transmission-connected to both ends of the differential (91) respectively; The ball cage universal joint assembly (2) includes two ball cage universal joint half-shaft assemblies, and the two ball cage universal joint half-shaft assemblies are respectively connected to one end of the two output half-shafts (92) away from the differential (91); The support bridge assembly (3) is arranged on one side of the three-in-one assembly (1), and the two ends of the support bridge assembly (3) are respectively connected to the ends of the two ball cage universal joint half-shaft assemblies away from the output half-shaft (92); Wherein, the ball cage universal joint half-shaft assembly includes a sliding end (21), a swing end (23) and a universal half-shaft (22); The two ends of the universal joint half shaft (22) are respectively connected to the sliding end (21) and the swing end (23); The sliding end (21) is connected to the output half shaft (92), and the swing end (23) is connected to the supporting bridge assembly (3); Wherein, the supporting bridge assembly (3) includes an offset beam (31), a leaf spring support (32) and a brake hub assembly (33), and the brake hub assembly (33) is connected to the leaf spring support (32) and the swing end (23) respectively; The brake hub assembly (33) includes: a hub (334), a bearing (333) and a bearing seat (332); the hub (334) is connected to the swing end (23) via a spline; the hub (334) is supported on the bearing seat (332) via the bearing (333); the bearing seat (332) is connected to the leaf spring support (32); The housing of the reducer (12) comprises a first reducer (12) housing and a second reducer (12) housing, and the second reducer (12) housing is integrally formed with the housing of the motor (11); The output end of the motor (11) directly extends into the second reducer housing of the reducer (12) and is connected to the input shaft of the reducer (12); the second reducer housing has an opening on a side away from the motor (11) and is sealed by the first reducer housing.

2. The electric vehicle powertrain according to claim 1, characterized in that: An output flange is provided at one end of the output half shaft (92) away from the differential (91), and a connecting flange is provided at the sliding end (21), and the output flange and the connecting flange are connected by bolts.

3. The electric vehicle powertrain according to claim 1, characterized in that: There are two leaf spring supports (32), which are symmetrically connected to the two ends of the biasing beam (31); There are two brake hub assemblies (33), and each brake hub assembly (33) is connected to the leaf spring support (32) and the swing end (23) respectively.

4. The electric vehicle powertrain according to claim 1, characterized in that: The brake hub assembly (33) further comprises: a brake assembly (331); The brake assembly (331) is disposed in the wheel hub (334).

5. The electric vehicle powertrain according to claim 1, characterized in that: The controller (13) is arranged on a side wall of the motor (11), and a housing of the controller (13) is connected to a housing of the motor (11).

6. The electric vehicle powertrain according to claim 5, characterized in that: The electric vehicle powertrain further includes an electronic parking mechanism; The electronic parking mechanism is fixed on the second reducer housing and is connected to the input shaft of the reducer (12).

7. The electric vehicle powertrain according to claim 3, characterized in that: The offset beam (31) is arranged on a side away from the input shaft of the reducer (12); or The offset beam (31) is arranged on a side away from the output half shaft (92); The offset beam (31) is parallel to the input shaft of the reducer (12) and the output half shaft (92).

8. A vehicle, characterized in that: The electric vehicle powertrain according to any one of claims 1 to 7 comprises a vehicle body and is arranged on the vehicle body, wherein the motor (11), the reducer (12) and the controller (13) are all connected to the vehicle body via the support seat (8).

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