Drive device of vehicle and vehicle comprising same

Abstract

The application provides a driving device of a vehicle and a vehicle comprising the same, wherein the driving device of the vehicle comprises: a shell configured with a cavity; an inner sleeve configured as a cylindrical structure matched with the cavity and arranged in the cavity to place a stator and a rotor of a motor, an outer wall of the inner sleeve towards one side of the shell is provided with a plurality of circumferential ribs, and the plurality of circumferential ribs are arranged along the circumference of the inner sleeve; a cooling liquid channel is formed between each adjacent two circumferential ribs, and each of the plurality of cooling liquid channels has a water inlet end and a water outlet end. The application solves the problem of poor cooling efficiency of the motor controller and the motor of the vehicle, which causes excessive waste of stored electric energy and leads to the decrease of the vehicle's cruising range.

Description

Technical Field

[0001] This invention belongs to the field of vehicle drive technology, specifically relating to a vehicle drive device and a vehicle including the same. Background Technology

[0002] New energy electric vehicles are equipped with an energy storage device—a battery, a power generation device—a motor, a power transmission device—a reducer, and a power control device—a motor control unit. The power transistors inside the motor control unit receive the direct current (DC) output from the battery and invert it into the required alternating current (AC) output to the motor. The motor then outputs rotational driving force, which is transmitted to the wheels through the reducer, thus enabling the vehicle to move. With the integration of the drive assembly—the motor, reducer, and motor control unit—in new energy electric vehicles, the space occupied by these components is further optimized and reduced, freeing up more space for passenger space, battery space, etc., improving passenger comfort and driving range. When integrating the motor, reducer, and motor control unit, efficient cooling of the motor controller and motor to achieve efficient integration of the drive assembly has become a pressing technical problem to be solved. Summary of the Invention

[0003] The technical problem to be solved by the present invention is to provide a vehicle drive device and a vehicle including the same, so as to solve the problem of poor motor controller and motor cooling efficiency of the vehicle, which leads to excessive waste of stored electrical energy and a decrease in vehicle range.

[0004] To solve or improve upon the aforementioned technical problems to some extent, according to one aspect of the present invention, a vehicle drive device is provided, comprising:

[0005] The housing has a cavity.

[0006] The inner bushing is configured as a cylindrical structure to match the cavity and is disposed within the cavity to house the stator and rotor of the motor. The outer wall of the inner bushing facing the housing has a plurality of circumferential ribs, which are arranged circumferentially along the inner bushing.

[0007] A coolant channel is formed between each pair of adjacent circumferential ribs, and each of the multiple coolant channels has an inlet end and an outlet end.

[0008] In some embodiments, the outer wall has a notch not covered by the circumferential ribs, the notch extending axially along the inner liner;

[0009] On the outer wall covered by the notch, axial ribs are provided along the axial direction of the inner liner, and the axial ribs divide the notch into an inlet channel and an outlet channel;

[0010] The inlet end of the plurality of coolant channels is connected to the inlet channel, and the outlet end is connected to the outlet channel.

[0011] In this embodiment, a notch is formed on the outer wall of the inner liner, and axial ribs are provided in the notch, thereby dividing the notch into an inlet channel and an outlet channel. This allows the inlet end of multiple coolant channels to be connected to the inlet channel, and the outlet end to be connected to the outlet channel, thus realizing the parallel connection of multiple coolant channels.

[0012] In some embodiments, the axial ribs are curved, such that the distances between the plurality of circumferential ribs at the water inlet end and the axial ribs are different.

[0013] In this embodiment, by setting the axial ribs as a curved structure, the amount of coolant in different areas of the gap is also different, thereby enabling the coolant flow rate to be distributed according to the different heat generation conditions in different areas of the drive unit, ensuring more efficient cooling of the drive unit.

[0014] In some embodiments, the inner bushing includes a mating section that mates with the stator and a non-matting section that does not mate with the stator;

[0015] The distance between the water inlet end in the mating section and the axial rib is greater than the distance between the water inlet end in the non-matting section and the axial rib; and / or

[0016] The wall thickness of the mating section is greater than the wall thickness of the non-matting section.

[0017] In this embodiment, the mating section where the inner bushing contacts the stator of the motor generates more heat. Therefore, the water inlet end of the circumferential rib in the mating section is set to have a greater distance from the axial rib, so that the inlet channel in the area of ​​the mating section can have more coolant, increasing the flow rate of coolant in the mating section, thereby achieving rapid cooling of the mating section.

[0018] By increasing the wall thickness of the mating section of the inner bushing that mates with the stator of the motor, the mechanical strength of the mating section can be improved, avoiding localized stress loss caused by the interference fit between the stator and the inner bushing, and extending the service life of the vehicle's drive unit.

[0019] In some embodiments, at least one end of the axial rib facing the opening of the inner liner is provided with a flow guide device to form a rounded flow guide structure at the opening of the inlet channel and the outlet channel near the inner liner.

[0020] In this embodiment, a flow guiding structure is provided at the connection between at least one end of the axial rib and the opening of the inner bushing. The flow guiding structure forms rounded corners at the openings of the inlet and outlet channels near the inner bushing, thus avoiding the problem of increased coolant flow resistance and poor cooling effect caused by the formation of a dead water zone at the opening.

[0021] In some embodiments, the inner liner has a first open end and a second open end, and along the direction from the first open end toward the second open end, the distance between every two adjacent circumferential ribs of the plurality of circumferential ribs gradually decreases; and / or

[0022] The ratio between the distance between two adjacent circumferential ribs and the thickness of the two adjacent circumferential ribs is 1 to 3:1, and the thickness of the circumferential rib is the thickness along the radial direction of the inner bushing; and / or

[0023] The plurality of circumferential ribs are parallel to the circumferential direction of the inner liner.

[0024] In this embodiment, the distance between adjacent circumferential ribs is set to gradually decrease along the direction from the first opening end to the second opening end, that is, the width of the coolant channel gradually decreases to achieve a reasonable distribution of coolant flow, thereby improving the cooling efficiency of the vehicle's drive unit.

[0025] The ratio of the distance between two adjacent circumferential ribs to the thickness of the two adjacent circumferential ribs is 1 to 3:1, that is, the ratio of the width to the height of the coolant channel is 1 to 3:1. This can effectively reduce the flow resistance of the coolant while ensuring the cooling effect.

[0026] In some embodiments, the width of the circumferential rib gradually increases along the radial direction of the inner bushing toward the axis of the inner bushing, and the width of the circumferential rib is the width along the axial direction of the inner bushing; and / or

[0027] The width of the axial rib gradually increases along the radial direction of the inner bushing toward the axis of the inner bushing, and the width of the axial rib is the width along the circumference of the inner bushing.

[0028] In this embodiment, the width of the circumferential ribs and axial ribs is set to gradually increase in the direction from the radial direction of the inner bushing toward the axis of the inner bushing. This increases the area at the connection between the circumferential ribs and axial ribs and the inner bushing, thus avoiding the problem of reduced mechanical strength of the inner bushing due to stress concentration caused by the bidirectional forces of the motor stator and the outer shell after interference fit assembly.

[0029] In some embodiments, the inner liner has a first open end and a second open end, and the diameter of the inner liner gradually decreases along the direction from the first open end to the second open end.

[0030] Along the direction from the first opening end toward the second opening end, the thickness of the circumferential rib gradually decreases, and the thickness of the circumferential rib is the radial thickness along the inner liner.

[0031] In this embodiment, the thickness of the circumferential ribs is set to gradually decrease to match the processing technology of the outer shell, so that each circumferential rib can be interference-fitted with the outer shell to achieve the sealing of the coolant channel, prevent the coolant from flowing back in the coolant channel, and avoid the situation of increased coolant flow resistance and affecting the cooling effect.

[0032] In some embodiments, the housing includes a motor housing and a control unit housing;

[0033] The motor housing is provided with the cavity, and the motor housing is provided with a first water outlet corresponding to the outlet channel. The control unit housing is provided with a water inlet corresponding to the inlet channel. The control unit assembly is placed inside the control unit housing, and the control unit assembly is provided with a second water outlet corresponding to the water inlet.

[0034] In this embodiment, the above structural design connects the inlet of the coolant channel to the second outlet of the control unit assembly, enabling the coolant to flow between the motor and the control unit assembly, thus achieving a high degree of integration between the motor and the control unit assembly.

[0035] According to another aspect of the present invention, a vehicle is provided, including the drive unit of the vehicle described in the above embodiments.

[0036] Compared with the prior art, the present invention has significant advantages and beneficial effects. Through the above technical solution, the vehicle drive device and the vehicle including it of the present invention can achieve considerable technological advancement and practicality, and have broad industrial application value, possessing at least the following advantages:

[0037] This invention provides multiple circumferential ribs arranged along the circumference of the inner liner on the outer wall of the inner liner, thereby forming multiple coolant channels arranged along the circumference of the inner liner. Each coolant channel has an independent inlet and outlet, realizing the parallel arrangement of multiple coolant channels. Based on this, the coolant can flow around the outer wall of the inner liner once in the coolant channel, thus completing one coolant cycle. This shortens the coolant flow path, improves the cooling efficiency of the drive device, reduces the flow resistance of the coolant, reduces the operating power of the coolant pump, and reduces the electrical energy consumed by the coolant pump.

[0038] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the present invention more apparent and understandable, preferred embodiments are described in detail below with reference to the accompanying drawings. Attached Figure Description

[0039] Figure 1 This is a schematic diagram of the structure of an inner liner in the prior art;

[0040] Figure 2 This is an exploded view of the structure of a vehicle drive device according to an embodiment of the present invention.

[0041] Figure 3 This is a schematic diagram of the structure of the housing of a vehicle drive unit according to an embodiment of the present invention;

[0042] Figure 4 This is a schematic diagram of the structure of an inner liner according to an embodiment of the present invention;

[0043] Figure 5 This is a partially enlarged structural schematic diagram of the inner liner according to an embodiment of the present invention;

[0044] Figure 6 This is a schematic diagram of the inner liner according to another embodiment of the present invention;

[0045] Figure 7 This is a partially enlarged structural diagram of the inner liner according to another embodiment of the present invention.

[0046] [Symbol Explanation]

[0047] 10: Shell

[0048] 100: Motor housing

[0049] 1000: First water outlet

[0050] 102: Control Unit Housing

[0051] 1020: Water inlet

[0052] 104: Housing of the reduction gear set

[0053] 12: Cavity

[0054] 20: Inner Liner

[0055] 200: Spiral curved rib

[0056] 202: Spiral Curved Channel

[0057] 204: Circumferential stiffener

[0058] 206: Coolant passage

[0059] 2060: Inlet end

[0060] 2062: Water outlet end

[0061] 208: Gap

[0062] 2080: Enter the passage

[0063] 2082: Export Channel

[0064] 2084: Inlet Buffer Zone

[0065] 2086: Outflow Buffer Zone

[0066] 210: Axial reinforcement

[0067] 2100: Flow guiding device

[0068] 22: First open end

[0069] 24: Second opening end

[0070] 30: Control Unit Assembly

[0071] 300: Second water outlet Detailed Implementation

[0072] To further illustrate the technical means and effects adopted by the present invention to achieve the intended purpose, the following detailed description, in conjunction with the accompanying drawings and preferred embodiments, describes in detail the specific implementation methods and effects of the vehicle drive device and the vehicle including the device according to the present invention.

[0073] New energy electric vehicles are equipped with an energy storage device (battery), a power generation device (motor), a power transmission device (reducer), and a power control device (motor control unit). The power transistors inside the motor control unit receive the direct current (DC) output from the battery and invert it into the required alternating current (AC) to output to the motor. The motor then outputs rotational driving force, which is transmitted to the wheels through the reducer, thereby enabling the vehicle to move.

[0074] As vehicles integrate their drivetrain components—including the motor, reducer, and motor control unit—the space occupied by these components is further optimized and reduced, freeing up more space for passenger space, battery space, etc., thereby improving passenger comfort and driving range. However, the high degree of integration of the vehicle's drivetrain brings new challenges to the cooling of the drive unit.

[0075] In existing technologies, such as Figure 1As shown, a spiral curved rib 200 rotating circumferentially is provided on the outer wall of the inner bushing 20. One end of the spiral curved rib 200 is connected to the opening of the inner bushing 20, and the other end is connected to the bottom of the inner bushing 20. The inner bushing 20 is sealed to the inner cylindrical cavity of the motor housing 100, forming a spiral curved channel 202. Coolant flows in through the inlet hole 1020, forming a spiral curved water flow that rotates around the motor several times before flowing out from the outlet, thereby cooling the motor.

[0076] With this configuration, the coolant needs to flow through the entire spiral curved channel 202 to complete one coolant circulation. The long path and high flow resistance will reduce the coolant flow rate, thereby affecting the cooling effect. At the same time, it will increase the energy consumption of the coolant circulation pump and reduce the vehicle's driving range.

[0077] See also Figure 2-7 This invention proposes a vehicle drive device, such as... Figure 2 As shown, the drive assembly of the vehicle of the present invention includes: a housing 10, an inner bushing 20, and a stator and rotor of an electric motor (not shown in the figure).

[0078] The housing 10 is provided with a cavity 12 to house the stator and rotor of the motor.

[0079] In some embodiments, in order to achieve a high degree of integration of the vehicle's drive system, such as Figure 3 As shown, the motor housing 100, the control unit housing 102, and the reduction gear housing 104 are connected as one unit to form the housing 10 of the vehicle drive unit.

[0080] A partition wall is provided between the motor housing 100 and the control unit housing 102 to separate the cavities of the motor housing 100 and the control unit housing 102.

[0081] In this embodiment, the cavity 12 for housing the stator and rotor of the motor is a cavity 12 formed by the motor housing 100, and the cavity 12 has a cylindrical structure. Due to the requirements of the manufacturing process, the open end of the cavity 12 of the motor housing 100 faces the closed end, and the diameter of the cavity 12 gradually decreases.

[0082] Optionally, the motor housing 100, the control unit housing 102, and the reduction gear housing 104 are integrally formed.

[0083] like Figure 4As shown, the inner sleeve 20 is configured as a cylindrical structure that matches the cavity 12 of the housing 10. The inner sleeve 20 has two open ends, namely a first open end 22 and a second open end 24. In order to fit the structure of the cavity 12 of the housing 10, the diameter of the inner sleeve 20 gradually decreases along the direction from the first open end 22 to the second open end 24.

[0084] The inner bushing 20 is placed inside the cavity 12 of the housing 10, between the stator and rotor of the motor and the housing 10. The outer wall of the inner bushing 20 facing the housing 10 has a plurality of circumferential ribs 204, which are arranged circumferentially along the inner bushing 20.

[0085] like Figure 5 As shown, a coolant channel 206 is formed between every two adjacent circumferential ribs 204. Specifically, the coolant channel 206 is formed by two adjacent circumferential ribs 204, the inner bushing 20, and the housing 10. Each of the multiple coolant channels 206 has an inlet end 2060 and an outlet end 2062, allowing the coolant to circulate within the coolant channel 206.

[0086] In one embodiment, a plurality of circumferential ribs 204 are parallel to the circumferential direction of the inner bushing 20, and the plurality of circumferential ribs 204 are arranged in parallel to each other, so that the coolant channel 206 has the shortest length, thereby giving the coolant the shortest flow path and reducing the flow resistance of the coolant.

[0087] In another embodiment, the plurality of circumferential ribs 204 form an angle with the circumferential direction of the inner liner 20, the angle being greater than 0° and less than 90°. For example, the angle is 1°, 10°, 30°, 89°, etc.

[0088] Preferably, the included angle is greater than 0° and less than or equal to 30°.

[0089] In this embodiment, the multiple circumferential ribs 204 may be parallel to each other or not parallel to each other; this embodiment is not limited to this.

[0090] In one embodiment, such as Figure 4 and Figure 6 As shown, the outer wall of the inner bushing 20 has a notch 208 that is not covered by the circumferential ribs 204, and the notch 208 extends along the axial direction of the inner bushing 20. On the outer wall of the inner bushing 204 not covered by the notch 208, axial ribs 210 are provided along the axial direction of the inner bushing 20, and the axial ribs 210 divide the notch 208 into two parts, namely the inlet channel 2080 and the outlet channel 2082.

[0091] The inlet end 2060 of multiple coolant passages 206 is connected to the inlet passage 2080, and the outlet end 2062 of multiple coolant passages 206 is connected to the outlet passage 2082. That is, the inlet end 2060 of each coolant passage 206 is connected to the inlet passage 2080, and the outlet end 2062 is connected to the outlet passage 2082, thereby realizing the parallel connection of multiple coolant passages 206, so that the coolant can circulate independently in each coolant passage 206.

[0092] Optionally, the axial rib 210 is a straight structure, which can be parallel to the axial direction of the inner bushing 20 or form an angle with the axial direction of the inner bushing 20.

[0093] Optionally, such as Figure 4 and Figure 6 As shown, the axial rib 210 has a curved structure, which makes the distance between the water inlet end 2060 of the multiple circumferential ribs 204 and the axial rib 210 different, thus forming multiple areas with different coverage areas in the inlet channel 2080. The flow rate of coolant in different areas of the inlet channel 2080 is controlled according to the different heating conditions of different areas of the inner bushing 20, so as to achieve reasonable distribution of coolant and ensure cooling effect.

[0094] In one embodiment, the inner bushing 20 includes a mating section that mates with the stator of the motor and a non-matting section that does not mate with the stator of the motor. The mating section of the inner bushing 20 generates more heat under the action of the motor stator, therefore more coolant needs to be distributed in the mating section of the inner bushing 20 for cooling.

[0095] Based on this, such as Figure 4 and Figure 6 As shown, among the water inlet ends 2060 of the plurality of circumferential ribs 204, the distance between the water inlet end 2060 in the mating section and the axial rib 210 is greater than the distance between the water inlet end 2060 in the non-matting section and the axial rib 210. That is to say, the area of ​​the entry channel 2080 in the mating section is greater than the area of ​​the entry channel 2080 in the non-matting section.

[0096] In one specific embodiment, such as Figure 7 As shown, the axial reinforcing bar 210 in the non-fitting section ( Figure 7 The axial reinforcing bars 210 in the left area shown in the diagram curve upwards (the upward curve refers to the upward curve based on...). Figure 7 (as shown in the orientation), which makes the axial rib 210 in the non-fitting section closer to the water inlet end 2060 of the coolant passage 206.

[0097] In one embodiment, such as Figure 6As shown, at least one end of the axial rib 210 near the opening of the inner bushing 20 is provided with a flow guiding device 2100. The flow guiding device 2100 forms a rounded flow guiding structure at the opening of the inlet channel 2080 and the outlet channel 2082 near the opening of the inner bushing 20, so as to prevent the coolant from forming a dead water zone in the area where the axial rib 210 and the opening of the inner bushing 20 intersect, which would increase the flow resistance of the coolant and thus affect the cooling effect.

[0098] Of course, depending on the design requirements, the flow guiding device 2100 can be set at one end of the axial rib 210 or at both ends of the axial rib 210, and the present invention is not limited thereto.

[0099] In one embodiment, such as Figure 6 As shown, the axial rib 210 near the opening of the inner liner 20 is split into “Y”-shaped structures extending toward the inlet channel 2080 and the outlet channel 2082 respectively to form a flow guide device 2100.

[0100] In another embodiment, the width of the axial rib 210 near the opening of the inner liner 20 gradually increases and extends toward the inlet channel 2080 and the outlet channel 2082 respectively to form a flow guide device 2100.

[0101] In one embodiment, the distance between any two adjacent circumferential ribs 204 gradually decreases along the direction from the first opening end 22 of the inner bushing 20 to the second opening end 24. That is, the width of the coolant passage 206 gradually decreases along the direction from the first opening end 22 of the inner bushing 20 to the second opening end 24, where the width of the coolant passage 206 refers to the width along the axial direction of the inner bushing 20.

[0102] As described in the above embodiments, the inner bushing 20 includes a mating section that mates with the stator of the motor and a non-matting section that does not mate with the stator. The mating section of the inner bushing 20 generates more heat under the action of the motor stator, therefore more coolant needs to be distributed in the mating section for cooling.

[0103] In this embodiment, by gradually reducing the width of the coolant channel 206, the width of the coolant channel 206 corresponding to the mating section of the inner bushing 20 is greater than the width of the coolant channel 206 corresponding to the non-matting section of the inner bushing 20. This allows more coolant to flow through the mating section of the inner bushing 20, enabling a more rational distribution of coolant and improving the cooling efficiency of the drive device.

[0104] In one embodiment, the ratio between the distance between two adjacent circumferential ribs 204 and the thickness of the two circumferential ribs 204 is set to 1 to 3:1, where the thickness of the circumferential rib 204 refers to the thickness along the radial direction of the inner bushing 20.

[0105] In other words, the ratio of the width to the thickness of the coolant passage 206 is 1 to 3:1. The width of the coolant passage 206 refers to its axial width along the inner bushing 20, and the thickness refers to its radial thickness along the inner bushing 20. By limiting the ratio of the width to the thickness of the coolant passage 206, the flow resistance of the coolant can be effectively reduced while maintaining the desired cooling effect. Tests have shown that limiting the ratio of the width to the thickness of the coolant passage 206 to 1 to 3:1 can reduce the flow resistance of the coolant by 50% to 70%.

[0106] In one embodiment, the width of the circumferential rib 204 gradually increases along the radial direction of the inner bushing 20 toward the axis of the inner bushing 20, so as to increase the area at the connection between the circumferential rib 204 and the inner bushing 20. The width of the circumferential rib 204 is the width along the axial direction of the inner bushing 20.

[0107] It is known that, in order to ensure the stability after assembly, the inner bushing 20 and the housing 10, as well as the inner bushing 20 and the stator of the motor, are all interference fit. At this time, the force between the housing 10 and the inner bushing 20 will be transmitted to the inner bushing 20 through the circumferential rib 204. If the connection area between the circumferential rib 204 and the inner bushing 20 is too small, it will cause stress concentration, resulting in excessive local pressure on the inner bushing 20 and a decrease in mechanical strength.

[0108] Based on this, by increasing the contact area between the circumferential ribs 204 and the inner bushing 20, the problem of reduced mechanical strength of the inner bushing 20 due to stress concentration caused by the bidirectional forces of the motor stator and the outer shell after interference fit can be avoided.

[0109] In one embodiment, the circumferential ribs 204 extend towards the inlet channel 2080 and outlet channel 2082 respectively by adopting an arc transition at both ends of the circumferential direction of the inner bushing 20, so as to increase the contact area between the circumferential ribs 204 and the inner bushing 20, so as to avoid the problem of reduced mechanical strength of the inner bushing 20 due to stress concentration caused by the bidirectional force of the motor stator and the outer shell after the inner bushing 20 is interference-fitted.

[0110] In one embodiment, the width of the axial rib 210 gradually increases in the radial direction of the inner bushing 20 toward the axis of the inner bushing 20, so as to increase the area at the connection between the axial rib 210 and the inner bushing 20. The width of the axial rib 210 is the width along the circumference of the inner bushing 20.

[0111] It is known that, in order to ensure the stability after assembly, the inner bushing 20 and the housing 10, as well as the inner bushing 20 and the stator of the motor, are all interference fit. At this time, the force between the housing 10 and the inner bushing 20 will be transmitted to the inner bushing 20 through the axial rib 210. If the connection area between the axial rib 210 and the inner bushing 20 is too small, it will cause stress concentration, resulting in excessive local pressure on the inner bushing 20 and a decrease in mechanical strength.

[0112] Based on this, by increasing the contact area between the axial rib 210 and the inner bushing 20, the problem of reduced mechanical strength of the inner bushing 20 caused by stress concentration due to the bidirectional forces of the motor stator and the outer shell after interference fit can be avoided.

[0113] In one embodiment, the inner bushing 20 and the housing 10, as well as the inner bushing 20 and the motor stator, are both interference fits. This means that the mating section of the inner bushing 20 is subjected to forces simultaneously applied by the motor stator and the housing 10, leading to stress concentration in the mating section and affecting the service life of the inner bushing 20. Therefore, the wall thickness of the mating section of the inner bushing 20 is increased to improve its mechanical strength. In other words, the wall thickness of the mating section of the inner bushing 20 is greater than the wall thickness of the non-matting section of the inner bushing 20.

[0114] In one embodiment, the thickness of the circumferential rib 204 gradually decreases along the direction from the first opening end 22 of the inner bushing 20 towards the second opening end 24, and the thickness of the circumferential rib 204 is the radial thickness of the inner bushing 20. That is, the closer to the larger diameter opening of the inner bushing 20 (i.e., the first opening end 22), the greater the thickness of the circumferential rib 204. Conversely, the closer to the smaller diameter opening of the inner bushing 20 (i.e., the second opening end 24), the smaller the thickness of the circumferential rib 204.

[0115] With the above settings, the inner bushing 20 can match the structure of the cavity 12 of the housing 10, thereby achieving an effective seal between the inner bushing 20, the circumferential ribs 204 and the housing 10, preventing the increase of internal resistance caused by the crossflow of coolant in the coolant channel 206.

[0116] In one embodiment, the motor housing 100 is provided with a first water outlet 1000 corresponding to the outlet channel 2082, the control unit housing 102 is provided with a water inlet 1020 corresponding to the inlet channel 2080, the control unit assembly 30 is placed inside the control unit housing 102, and the control unit assembly 30 is provided with a second water outlet 300 corresponding to the water inlet 1020.

[0117] In this embodiment, the above-mentioned structural design enables the inlet end 2060 of the coolant channel 206 to be connected to the second outlet 300 of the control unit assembly 30, thereby enabling the connection of coolant between the motor and the control unit assembly 30 and achieving a high degree of integration between the motor and the control unit assembly 30.

[0118] Optionally, such as Figure 6 As shown, the inlet channel 2080 includes an inlet buffer zone 2084, the position of which corresponds to the second outlet hole 300 of the control unit assembly 30. The coolant flowing out of the second outlet hole 300 first enters the inlet buffer zone 2084, and then diffuses to various parts of the inlet channel 2080 via the inlet buffer zone 2084. Finally, the coolant is dispersed into each coolant channel 206 through the inlet end 2060 of the coolant channel 206.

[0119] The outlet channel 2082 includes an outlet buffer zone 2086, which is located corresponding to the first outlet hole 1000 on the motor housing 100. The coolant flowing out of the outlet end 2062 of the coolant channel 206 eventually collects in the outlet buffer zone 2086, so that the coolant collected in the outlet buffer zone 2086 flows out through the first outlet hole 1000, thereby completing one coolant circulation process.

[0120] In one embodiment, the diameter and length of the motor housing 10 and inner bushing 20 are determined based on the envelope requirements of the control unit assembly 30 and the stator and rotor of the motor. The wall thickness of the housing 10 and inner bushing 20 is determined according to the die-casting process requirements and to meet the performance requirements of the drive unit. The circumferential ribs 204 of the inner bushing 20 are arranged according to the cooling requirements of the motor stator and rotor. The inlet and outlet of the coolant channel 206 are arranged according to the requirements of the drive unit, and axial ribs 210 separating the inlet channel 2080 and outlet channel 2082 are formed. The shape and dimensions of the coolant channel 206 are optimized based on simulations of the model's forming, assembly, stress, heat exchange, and water flow. Finally, the design tooling for the coolant channel 206 is completed. The optimized coolant channel 206 has a width-to-thickness ratio of 1 to 3:1.

[0121] Manufacturing scheme of motor housing 10: The shape of the housing 10 of the drive device and the inner bushing 20 are modeled by computer-aided design software; the model on the computer is made into a physical blank by aluminum die casting machine; the blank is precisely machined by machining equipment to obtain a part that meets the size and performance requirements; the inner bushing 20 and the housing 10 of the drive device are sealed and welded together by friction welding process; the blank is precisely machined again by machining equipment to obtain the housing 10 of the drive device that meets the size and performance requirements.

[0122] According to an embodiment of the present invention, a vehicle is provided, which includes a drive unit of any of the above embodiments of the vehicle.

[0123] The drive unit of the vehicle of the present invention has multiple circumferential ribs arranged along the circumference of the inner bushing on the outer wall of the inner bushing, thereby forming multiple coolant channels arranged along the circumference of the inner bushing. Each coolant channel has an independent inlet and outlet end, realizing the parallel arrangement of multiple coolant channels. Based on this, the coolant can flow around the outer wall of the inner bushing once in the coolant channel, that is, complete one coolant cycle, shorten the coolant flow path, improve the cooling efficiency of multiple drive units, and at the same time reduce the flow resistance of the coolant, reduce the operating power of the coolant pump, and reduce the electrical energy consumed by the coolant pump.

[0124] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present invention. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the scope of the present invention.

Claims

1. A drive system for a vehicle, characterized in that, include: The housing has a cavity. The inner bushing is configured as a cylindrical structure to match the cavity and is disposed within the cavity to house the stator and rotor of the motor. The outer wall of the inner bushing facing the housing has a plurality of circumferential ribs, which are arranged circumferentially along the inner bushing. The inner liner has a first open end and a second open end. Along the direction from the first open end to the second open end, the thickness of the circumferential rib gradually decreases. The thickness of the circumferential rib is the thickness along the radial direction of the inner liner. A coolant channel is formed between each pair of adjacent circumferential ribs, and each of the multiple coolant channels has an inlet end and an outlet end.

2. The drive unit for a vehicle according to claim 1, characterized in that, The outer wall has a notch not covered by the circumferential ribs, and the notch extends axially along the inner liner; On the outer wall covered by the notch, axial ribs are provided along the axial direction of the inner liner, and the axial ribs divide the notch into an inlet channel and an outlet channel; The inlet end of the plurality of coolant channels is connected to the inlet channel, and the outlet end is connected to the outlet channel.

3. The vehicle drive device according to claim 2, characterized in that, The axial ribs are curved, so that the distances between the plurality of circumferential ribs at the water inlet end and the axial ribs are different.

4. The drive unit for a vehicle according to claim 3, characterized in that, The inner bushing includes a mating section that mates with the stator and a non-matting section that does not mate with the stator; The distance between the water inlet end in the mating section and the axial rib is greater than the distance between the water inlet end in the non-matting section and the axial rib; and / or The wall thickness of the mating section is greater than the wall thickness of the non-matting section.

5. The drive unit for a vehicle according to claim 2, characterized in that, At least one end of the axial rib facing the opening of the inner liner is provided with a flow guiding device to form a rounded flow guiding structure at the opening of the inlet channel and the outlet channel near the inner liner.

6. The drive unit for a vehicle according to claim 1, characterized in that, The inner liner has a first open end and a second open end, and along the direction from the first open end toward the second open end, the distance between every two adjacent circumferential ribs in the plurality of circumferential ribs gradually decreases; and / or The ratio between the distance between two adjacent circumferential ribs and the thickness of the two adjacent circumferential ribs is 1 to 3:1, and the thickness of the circumferential rib is the thickness along the radial direction of the inner bushing. and / or The plurality of circumferential ribs are parallel to the circumferential direction of the inner liner.

7. The drive unit for a vehicle according to claim 2, characterized in that, The width of the circumferential rib gradually increases along the radial direction of the inner bushing towards the axis of the inner bushing, and the width of the circumferential rib is the same as the width along the axial direction of the inner bushing; and / or The width of the axial rib gradually increases along the radial direction of the inner bushing toward the axis of the inner bushing, and the width of the axial rib is the width along the circumference of the inner bushing.

8. The drive unit for a vehicle according to claim 1, characterized in that, The diameter of the inner liner gradually decreases along the direction from the first opening end toward the second opening end.

9. The drive unit for a vehicle according to claim 2, characterized in that, The housing includes a motor housing and a control unit housing; The motor housing is provided with the cavity, and the motor housing is provided with a first water outlet corresponding to the outlet channel. The control unit housing is provided with a water inlet corresponding to the inlet channel. The control unit assembly is placed inside the control unit housing, and the control unit assembly is provided with a second water outlet corresponding to the water inlet.

10. A vehicle, characterized in that, The drive unit of the vehicle included in any one of claims 1-9.

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