Oil-cooled powertrain and electric vehicle

Abstract

The present application provides an oil-cooled powertrain and an electric vehicle. The oil-cooled powertrain includes a reducer, a motor, and an oil pipe. The reducer includes a reducer input shaft, and the motor includes a motor shaft. The reducer input shaft is fixedly connected to the motor shaft, and the motor shaft is used to transmit power to the reducer input shaft. The reducer input shaft includes a reducer shaft cavity, and the reducer shaft cavity is used to accommodate the oil pipe and a part of the motor shaft. The oil pipe is relatively fixed to the reducer input shaft. The motor shaft includes a motor shaft cavity, and the oil pipe is used to convey cooling oil to the motor shaft cavity. Along the axial direction of the motor, the reducer shaft cavity penetrates through the reducer input shaft, and the motor shaft cavity penetrates through the motor shaft. The oil pipe and the motor shaft are arranged along the axial direction of the motor, and the oil pipe is communicated with the motor shaft cavity. By arranging the oil pipe in the reducer shaft cavity in the present application, the cooling oil is conveyed from the reducer to the motor, expanding the coverage range of the cooling oil in the oil-cooled powertrain, which is beneficial to improving the cooling efficiency.

Description

Technical Field

[0001] This application relates to the technical field of oil-cooled powertrains, and particularly to an oil-cooled powertrain and an electric vehicle. Background Art

[0002] Existing electric vehicles usually use an integrated powertrain as the power source. Currently, the motor and the motor controller are usually integrated into a two-in-one powertrain, or the motor, the motor controller, and the reducer are usually integrated into a three-in-one powertrain, or the motor, the motor controller, the reducer, and other components of the electric vehicle are usually integrated into a multi-in-one powertrain. In order to improve the overall performance of the electric vehicle, the powertrain needs to comprehensively consider various design requirements such as miniaturization, power density, reliability, heat dissipation performance, and power performance. When the powertrain is working, it generates a relatively high amount of heat, which in turn affects the service life and stability of the powertrain. In order to reduce the temperature of the powertrain during operation, cooling oil is usually introduced into the powertrain. However, currently, the cooling oil in the powertrain only covers a relatively small range, resulting in poor overall cooling effect on the powertrain. Summary of the Invention

[0003] This application provides an oil-cooled powertrain with oil flowing through the shaft and an electric vehicle.

[0004] In a first aspect, an embodiment of this application provides an oil-cooled powertrain, including a reducer, a motor, and an oil pipe. The reducer includes a reducer input shaft, the motor includes a motor shaft, the reducer input shaft is fixedly connected to the motor shaft, the reducer input shaft includes a reducer shaft cavity, the reducer shaft cavity is used to accommodate the oil pipe and part of the motor shaft, the oil pipe is relatively fixed to the reducer input shaft, and the motor shaft includes a motor shaft cavity. Along the axial direction of the motor, the reducer shaft cavity penetrates through the reducer input shaft, and the motor shaft cavity penetrates through the motor shaft. The oil pipe and the motor shaft are arranged along the axial direction of the motor, and the oil pipe is communicated with the motor shaft cavity.

[0005] In the embodiment of this application, an oil pipe is arranged in the reducer shaft cavity, and the oil pipe is communicated with the motor shaft cavity, which can accurately guide the cooling oil from the reducer shaft cavity to the motor shaft cavity, providing a prerequisite for subsequent cooling of the internal structure of the motor. The oil pipe is relatively fixed to the reducer input shaft. In the case where the reducer input shaft rotates at a high speed, the oil pipe can stably play the role of transporting the cooling oil, which is beneficial to meeting the cooling requirements of the oil-cooled powertrain under high-speed working conditions.

[0006] In one embodiment, the motor shaft and the input shaft of the speed reducer are fixedly connected by splines along the radial direction of the motor. The oil pipe includes at least one spline lubricating oil hole. The motor shaft cavity is used to accommodate a part of the oil pipe. Along the radial direction of the motor, the projected parts of the oil pipe, the motor shaft and the input shaft of the speed reducer overlap. The spline lubricating oil hole penetrates the oil pipe along the radial direction of the motor. Along the radial direction of the motor, the projected parts of the spline lubricating oil hole, the motor shaft and the input shaft of the speed reducer overlap.

[0007] In the embodiment of the present application, splines are correspondingly provided on the outer wall of a part of the motor shaft and the inner wall of a part of the speed reducer shaft cavity. The splines of the motor shaft cooperate with the splines of the speed reducer shaft cavity, so that the motor shaft can transmit torque to the input shaft of the speed reducer through the splines, thereby realizing the transmission connection between the motor shaft and the input shaft of the speed reducer. In one embodiment, the splines can be the splines of the motor shaft, or the splines of the input shaft of the speed reducer, or the splines of the motor shaft and the splines of the input shaft of the speed reducer.

[0008] In the embodiment of the present application, the splines may be worn when transmitting torque. To avoid failure, the splines need to be properly lubricated. In the embodiment of the present application, the oil pipe includes at least one spline lubricating oil hole, and the spline lubricating oil hole is used to transmit the cooling oil to the splines. Among them, the spline lubricating oil hole penetrates the motor shaft along the radial direction of the motor, and the projected parts of the spline lubricating oil hole, the motor shaft and the input shaft of the speed reducer overlap in the radial direction of the motor, so that the cooling oil flowing into the oil pipe can flow to the splines of the motor shaft and the input shaft of the speed reducer through the spline lubricating oil hole to lubricate the splines and reduce wear.

[0009] In one embodiment, the oil pipe includes at least one spline oil guiding groove, and the spline oil guiding groove communicates with the spline lubricating oil hole. Along the radial direction of the motor, the spline oil guiding groove is recessed from the outer peripheral surface of the oil pipe away from the input shaft of the speed reducer. Along the axial direction of the motor, the spline lubricating oil hole communicates with the end surface of the oil pipe. Along the radial direction of the motor, the projected parts of the spline oil guiding groove, the motor shaft and the input shaft of the speed reducer overlap. The splines, the spline lubricating oil hole and the spline oil guiding groove are arranged along the axial direction of the motor, and the spline lubricating oil hole and the spline oil guiding groove are adjacent along the axial direction of the motor.

[0010] In the embodiments of the present application, the spline lubricating oil hole is located in the motor shaft cavity. The main function of the spline lubricating oil hole is to guide the cooling oil to the outside of the through oil pipe. At this time, it is necessary to further guide the flow direction of the cooling oil so that the cooling oil flowing out of the spline lubricating oil hole flows to the spline outside the motor shaft cavity. In this solution, a spline oil guiding groove is arranged in the through oil pipe. Among them, the spline oil guiding groove is communicated with the spline lubricating oil hole, and the spline lubricating oil hole and the spline oil guiding groove are arranged adjacent to each other along the motor axis. The spline oil guiding groove is recessed from the outer peripheral surface of the through oil pipe towards the reducer input shaft, so that the spline oil guiding groove can be used to transport the cooling oil flowing out of the spline lubricating oil hole to the spline.

[0011] In one embodiment, the through oil pipe includes a plurality of spline lubricating oil holes and a plurality of the spline oil guiding grooves. Each spline lubricating oil hole is adjacent to and communicated with one spline oil guiding groove along the motor axis. The plurality of spline lubricating oil holes are arranged at intervals along the circumferential direction of the motor, and the plurality of spline oil guiding grooves are arranged at intervals along the circumferential direction of the motor. Along the motor axis, the aperture of the spline lubricating oil hole is smaller than the length of the spline oil guiding groove. Along the circumferential direction of the motor, the aperture of the spline lubricating oil hole is smaller than the width of the spline oil guiding groove.

[0012] In the embodiments of the present application, a plurality of spline lubricating oil holes and a plurality of spline oil guiding grooves are correspondingly arranged in the through oil pipe. The plurality of spline lubricating oil holes are arranged at intervals along the circumferential direction of the motor, and the plurality of spline oil guiding grooves are arranged at intervals along the circumferential direction of the motor, so that the cooling oil can flow to the splines of the motor shaft and the splines of the reducer input shaft from different positions, improving the lubrication effect of the cooling oil on the splines and avoiding spline failure.

[0013] In the embodiments of the present application, along the motor axis, the aperture of the spline lubricating oil hole is set to be smaller than the length of the spline oil guiding groove. The aperture of the spline lubricating oil hole is relatively small, which can avoid opening an overly large through hole at the end face of the through oil pipe and improve the structural strength of the through oil pipe. The length of the spline oil guiding groove along the motor axis is relatively large, which is beneficial for the spline oil guiding groove to play the role of guiding the flow direction. If the length of the spline oil guiding groove is too short, it may cause the cooling oil to be difficult to flow to the spline. Along the circumferential direction of the motor, the width of the spline oil guiding groove is set to be larger than the aperture of the spline lubricating oil hole, which is beneficial for reducing the flow resistance of the cooling oil in the spline oil guiding groove.

[0014] In one embodiment, the oil-cooled powertrain further includes a first fixing structure, and the oil pipe is hermetically fixed to the inner wall of the reducer shaft cavity through the first fixing structure. Along the radial direction of the motor, the oil pipe, the first fixing structure, and the reducer are arranged in sequence. Along the axial direction of the motor shaft, the motor shaft and the first fixing structure are arranged at intervals, the spline and the first fixing structure are arranged at intervals, and the distance between the motor shaft and the first fixing structure is less than the distance between the spline and the first fixing structure. The spline lubricating oil hole, the spline oil guiding groove, and the first fixing structure are arranged along the axial direction of the motor.

[0015] In the embodiment of the present application, in the radial direction of the motor, the first fixing structure is located between the oil pipe and the reducer shaft cavity, and the oil pipe is fixed radially along the motor in the reducer shaft cavity through the first fixing structure. In one embodiment, the first fixing structure is in interference fit with the inner wall of the reducer shaft cavity, which is beneficial to keeping the relative fixation between the oil pipe and the reducer shaft cavity, so that the oil pipe can stably transport the cooling oil. In the axial direction of the motor shaft, the spline lubricating oil hole, the spline oil guiding groove, and the first fixing structure are arranged along the axial direction of the motor. There are gaps between the first fixing structure and the motor shaft, and between the first fixing structure and the spline, so that after the cooling oil flows through the spline lubricating oil hole and the spline oil guiding groove, it flows to the spline through the above two gaps.

[0016] In the embodiment of the present application, in the axial direction of the motor shaft, the distance between the motor shaft and the first fixing structure is less than the distance between the spline and the first fixing structure, where the distance between the motor shaft and the first fixing structure refers to the distance between the end face of the motor shaft close to the first fixing structure and the first fixing structure. In the axial direction of the motor shaft, the spline is located on the side of the end face of the motor shaft away from the first fixing structure. The flow direction of the cooling oil from the first fixing structure to the spline is the same as the arrangement direction of the reducer and the motor, so that after the cooling oil flows through the spline, it can further cool and lubricate other components in the motor along the axial direction of the motor, improving the cooling effect on the motor.

[0017] In one embodiment, the oil pipe and the first fixing structure are integrally formed. This solution can enhance the stability of the fixed connection between the oil pipe and the reducer shaft cavity in the radial direction of the motor, which is beneficial to the first fixing structure to stably guide the cooling oil to flow to the spline.

[0018] In one embodiment, the first fixing structure includes a sealing groove for accommodating a sealing ring, and the first fixing structure is hermetically fixed to the input shaft of the reducer through the sealing ring. Along the radial direction of the motor, the sealing groove is recessed from the outer peripheral surface of the first fixing structure away from the input shaft of the reducer. Along the circumferential direction of the motor, both the sealing groove and the first fixing structure surround the oil pipe in a circle.

[0019] In the embodiment of the present application, the sealing groove is recessed towards the oil pipe along the radial direction of the motor. A sealing ring is placed in the sealing groove. In the radial direction of the motor, the sealing ring is located between the sealing groove and the inner wall of the reducer shaft cavity. If the sealing effect between the first fixing structure and the reducer shaft cavity is not good, when the cooling oil flows to the first fixing structure, it may flow away from the spline through the gap between the first fixing structure and the inner wall of the reducer shaft cavity, resulting in damage to the lubrication effect of the spline and waste of the cooling oil. The two ends of the sealing groove along the axial direction of the motor are fixed to the reducer shaft cavity in the radial direction of the motor. The first fixing structure, the sealing groove and the sealing ring are jointly used to realize the sealing and fixing of the oil pipe and the input shaft of the reducer, prevent relative displacement between the oil pipe and the input shaft of the reducer, avoid the cooling oil flowing in the direction away from the spline, and improve the utilization rate of the cooling oil.

[0020] In one embodiment, the oil pipe includes bearing lubricating oil holes. Along the radial direction of the motor, the bearing lubricating oil holes penetrate through the oil pipe, and the bearing lubricating oil holes are arranged at intervals with the inner wall of the reducer shaft cavity. Along the axial direction of the motor, the spline lubricating oil holes, the first fixing structure and the bearing lubricating oil holes are arranged at intervals.

[0021] In the embodiment of the present application, the bearing lubricating oil holes are used to convey the cooling oil to the reducer bearings to lubricate the reducer bearings. Among them, the reducer bearings are used to bear the load from the input shaft of the reducer. If the lubrication of the reducer bearings is insufficient, it is easy to cause ablation or damage to the reducer bearings, thus interfering with the normal operation of the reducer. In the radial direction of the motor, the bearing lubricating oil holes penetrate through the oil pipe, and there is a gap between the bearing lubricating oil holes and the inner wall of the reducer shaft cavity, so that the cooling oil in the oil pipe can flow through the bearing lubricating oil holes to the gap between the bearing lubricating oil holes and the inner wall of the reducer shaft cavity, providing a prerequisite for the cooling oil to flow to the reducer bearings. The cooling oil flows through the bearing lubricating oil holes and the spline lubricating oil holes in sequence in the oil pipe. In the axial direction of the motor, the bearing lubricating oil holes, the first fixing structure and the spline lubricating oil holes are arranged at intervals, which can avoid crosstalk between the cooling oil flowing to the reducer bearings and the cooling oil flowing to the splines, and improve the lubrication effect on the reducer bearings and the splines.

[0022] In one embodiment, the oil-cooled powertrain further includes a second fixing structure, which includes at least one bearing lubricating oil groove. The bearing lubricating oil hole communicates with the bearing lubricating oil groove, and the oil pipe is fixed to the inner wall of the reducer shaft cavity through the second fixing structure. Along the radial direction of the motor, the bearing lubricating oil groove is recessed from the outer peripheral surface of the second fixing structure towards the oil pipe. Along the radial direction of the motor, the oil pipe, the second fixing structure, and the reducer input shaft are arranged in sequence. Along the axial direction of the motor, the bearing lubricating oil groove penetrates through the second fixing structure, and the spline lubricating oil hole, the first fixing structure, the bearing lubricating oil hole, and the second fixing structure are arranged at intervals.

[0023] In the embodiment of the present application, in the radial direction of the motor, the second fixing structure is located between the oil pipe and the reducer shaft cavity. The bearing lubricating oil groove is recessed towards the oil pipe along the radial direction of the motor. The part of the outer peripheral surface of the second fixing structure other than the bearing lubricating oil groove is used to fix the oil pipe and the reducer shaft cavity. The bearing lubricating oil groove communicates with the bearing lubricating oil hole, and the bearing lubricating oil groove penetrates through the second fixing structure along the axial direction of the motor, so that the bearing lubricating oil groove plays a role in guiding the flow direction of the cooling oil. Specifically, after the cooling oil flows out from the bearing lubricating oil hole to the gap between the oil pipe and the reducer shaft cavity, it is then drained to the reducer bearing through the bearing lubricating oil groove to lubricate the reducer bearing.

[0024] In one embodiment, the second fixing structure and the oil pipe are integrally formed. This solution can enhance the stability of the fixed connection between the oil pipe and the reducer shaft cavity in the radial direction of the motor, which is beneficial to the second fixing structure to stably guide the flow direction of the cooling oil.

[0025] In one embodiment, along the axial direction of the motor, the length of the oil pipe is less than the length of the reducer input shaft, and the lengths of the first fixing structure and the second fixing structure are both less than the distance between the first fixing structure and the second fixing structure.

[0026] In the embodiment of the present application, since both the oil delivery pipe and part of the motor shaft are located in the reducer shaft cavity, the length of the oil delivery pipe is less than the length of the input shaft of the reducer, which can provide space for the reducer shaft cavity to accommodate part of the motor shaft, and the small dimension of the oil delivery pipe along the motor axis is beneficial to cost reduction. The lengths of the first fixing structure and the second fixing structure are both less than the distance between the first fixing structure and the second fixing structure, which can reduce the assembly difficulty of the first fixing structure and the second fixing structure in the reducer shaft cavity and is beneficial to cost reduction. In addition, the length of the second fixing structure in the motor axis direction is equivalent to the length of the bearing lubricating oil groove in the motor axis direction, and the lengths of the first fixing structure and the second fixing structure are both less than the distance between the first fixing structure and the second fixing structure, which can also shorten the transmission path of the cooling oil in the bearing lubricating oil groove and is beneficial to reducing the transmission loss of the cooling oil between the bearing lubricating oil hole and the reducer bearing.

[0027] In one embodiment, along the motor axis, the distance between the first fixing structure and the spline lubricating oil hole is less than the distance between the first fixing structure and the second fixing structure. Along the motor axis, the distance between at least one of the first fixing structure and the second fixing structure and the bearing lubricating oil hole is greater than the distance between the first fixing structure and the spline lubricating oil hole.

[0028] In the embodiment of the present application, the distance between the first fixing structure and the spline lubricating oil hole is relatively small, which can shorten the cooling path of the cooling oil between the spline lubricating oil hole and the first fixing structure and reduce the loss of the cooling oil. The distance between the first fixing structure and the second fixing structure and the distance between the first fixing structure and the bearing lubricating oil hole are relatively large, which can avoid interference between the cooling oil flowing to the spline and the reducer bearing and is beneficial to improving the lubrication effect on the spline and the reducer bearing. In the embodiment of the present application, the distance between the second fixing structure and the bearing lubricating oil hole is greater than the distance between the first fixing structure and the spline lubricating oil hole. Along the motor axis, the distance between the first fixing structure and the spline lubricating oil hole is relatively small, which can shorten the cooling path of the cooling oil between the spline lubricating oil hole and the first fixing structure and reduce the loss of the cooling oil.

[0029] In one embodiment, the second fixing structure includes a plurality of the bearing lubricating oil grooves, and the plurality of bearing lubricating oil grooves are arranged at intervals along the motor circumference. The aperture of the bearing lubricating oil hole is less than the length of each bearing lubricating oil groove along the motor axis, and the aperture of the bearing lubricating oil hole is less than the length of each bearing lubricating oil groove along the motor circumference.

[0030] In the embodiments of the present application, multiple bearing lubricating oil grooves are spaced along the circumferential direction of the motor on the second fixing structure, so that the cooling oil can flow from different positions to the reducer bearing through the multiple bearing lubricating oil grooves, enhancing the lubrication effect on the reducer bearing. The aperture of the bearing lubricating oil hole is smaller than the length of each bearing lubricating oil groove along the axial direction of the motor and the length of each bearing lubricating oil groove along the circumferential direction of the motor. Among them, the aperture of the bearing lubricating oil hole is relatively small, which can avoid through holes with too large an aperture in the connecting oil pipe, improve the structural strength of the connecting oil pipe, and is beneficial to restricting the flow rate of the cooling oil flowing through the bearing lubricating oil hole, so that the cooling oil in the connecting oil pipe is mainly used to cool the heat-generating components in the reducer and the motor. The lengths of the bearing lubricating oil grooves along the axial direction and the circumferential direction of the motor are relatively large, which can ensure the guiding effect of the bearing lubricating oil holes on the cooling oil, so that the cooling oil flowing through the bearing lubricating oil holes can lubricate the reducer bearing specifically.

[0031] In one embodiment, the reducer includes a reduction gear and a reducer bearing. The reduction gear is fixed to the outer circumferential surface of the reducer input shaft along the radial direction of the motor, and the reducer bearing is sleeved on the reducer input shaft. Along the axial direction of the motor, the motor shaft, the reduction gear, and the reducer bearing are arranged at intervals. The projection of the bearing lubricating oil hole along the radial direction of the motor overlaps with a partial projection of the reduction gear along the radial direction of the motor. The projection of the second fixing structure along the radial direction of the motor partially overlaps with the projection of the reducer bearing along the radial direction of the motor.

[0032] In the embodiments of the present application, the reducer bearing is sleeved on the reducer input shaft. The reducer bearing is used to bear the load applied by the reducer input shaft. The cooling oil can lubricate the reducer bearing through the bearing lubricating oil hole, which is beneficial to improving the service life of the reducer bearing. Axially on the motor shaft, the motor shaft, the reduction gear, and the reducer bearing are arranged at intervals, which can avoid interference with each other during mechanical transmission and ensure the normal operation of the reducer and the motor. Radially on the motor, the projection of the bearing lubricating oil hole overlaps with a partial projection of the reduction gear, and the projection of the second fixing structure along the radial direction of the motor partially overlaps with the projection of the reducer bearing along the radial direction of the motor, indicating that the reducer bearing and the reduction gear are adjacent to each other axially on the motor shaft, there is a gap in the reducer bearing, and the cooling oil flowing into the reducer bearing flows to the reduction gear through the gap in the reducer bearing. The cooling oil lubricates the reducer bearing and the reduction gear in sequence to ensure the normal operation of the reducer.

[0033] In one embodiment, the oil-cooled powertrain further includes a reducer end cover. The reducer input shaft is rotatably connected to the reducer end cover through the reducer bearing. The reducer end cover, the reducer input shaft, and the motor shaft are arranged along the motor axis. The reducer end cover includes a plugging member, an oil guiding member, and a fixing hole. The fixing hole penetrates the reducer end cover along the motor axis. The plugging member and the oil guiding member are located in the fixing hole. The oil guiding member is used to connect the reducer input shaft and the oil pipe. Along the motor axis, the reducer input shaft and the reducer end cover are arranged at intervals. The oil pipe, the oil guiding member, and the plugging member are arranged at intervals. Along the motor axis, the reduction gear, the reducer bearing, the oil guiding member, and the plugging member are arranged at intervals.

[0034] In the embodiment of the present application, the reducer input shaft and the reducer end cover are arranged at intervals in the motor axis direction, providing space for arranging the oil guiding member between the reducer end cover and the reducer input shaft. The plugging member and the oil guiding member are arranged at intervals along the motor axis, which can effectively reduce the acting force and wear on the oil guiding member, improve the service life, and ensure the guiding effect of the oil guiding member. The reduction gear and the reducer bearing are arranged at intervals in the motor axis direction, which can avoid wear between the reduction gear and the reducer bearing and improve the service life. The reduction gear, the reducer bearing, the oil guiding member, and the plugging member are arranged at intervals, so that even if there are design tolerances, it will not affect the assembly of the above structures, reducing the design and assembly difficulty.

[0035] In one embodiment, the oil-cooled powertrain includes an integrated housing. The integrated housing includes a reducer accommodation cavity and a motor accommodation cavity. The motor accommodation cavity is used to accommodate the motor, and the reducer accommodation cavity is used to accommodate the reducer. Along a first direction, the motor accommodation cavity penetrates the integrated housing and communicates with the reducer accommodation cavity. The first direction is parallel to the motor axis. Along the first direction, the motor end cover and the reducer end cover are respectively arranged on both sides of the motor; the oil pipe and the reducer are located in the reducer accommodation cavity. The oil pipe communicates with the reducer accommodation cavity, and the motor shaft cavity communicates with the motor accommodation cavity.

[0036] In one embodiment, the integrated housing includes a controller accommodation cavity, a DC input interface mounting hole, and an AC output interface mounting hole. The controller accommodation cavity is used to accommodate the motor controller. The controller accommodation cavity and the motor accommodation cavity are arranged along a second direction perpendicular to the first direction. Wherein, along the first direction, the DC input interface mounting hole and the AC output interface mounting hole penetrate through the integrated housing respectively and communicate with the controller accommodation cavity. The DC input interface mounting hole and the AC output interface mounting hole are arranged opposite to each other. The distance between any one of the oil pipe, the oil guiding member, and the plugging member and the DC input interface mounting hole is less than the distance between any one of the oil pipe, the oil guiding member, and the plugging member and the AC output interface mounting hole.

[0037] In a second aspect, an embodiment of the present application provides an electric vehicle, including a vehicle body, wheels, and an oil-cooled power assembly as described in any one of the above. The oil-cooled power assembly is used to drive the wheels. The vehicle body is used to fix the oil-cooled power assembly. The heat exchanger in the oil-cooled power assembly is used to exchange heat with the cooling system in the electric vehicle. The heat exchanger is used to connect the oil pipe, the reducer shaft cavity, the reducer accommodation cavity, the motor shaft cavity, and the motor accommodation cavity in the oil-cooled power assembly. The power assembly provided by the present application includes an oil pipe and the structures on the oil pipe to improve the cooling and lubrication of components such as splines and reducer bearings, providing the reliability and heat dissipation capacity of the power assembly, and further improving the comprehensive performance of the electric vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required to be used in the embodiments of the present application will be described below.

[0039] Figure 1 is a schematic structural diagram of a vehicle provided by an embodiment of the present application;

[0040] Figure 2 is a schematic structural diagram of a power assembly provided by an embodiment of the present application;

[0041] Figure 3 is a schematic partial structural diagram of a power assembly provided by an embodiment of the present application;

[0042] Figure 4 is a schematic partial structural diagram of a power assembly provided by an embodiment of the present application;

[0043] Figure 5 is a partial exploded view of a power assembly provided by an embodiment of the present application;

[0044] Figure 6 is Figure 5 a partial enlarged view of part M1 of the power assembly shown;

[0045] Figure 7 It is a schematic diagram of a partial structure of a powertrain provided by an embodiment of the present application;

[0046] Figure 8 It is a schematic diagram of the structure of a powertrain provided by an embodiment of the present application;

[0047] Fig. 9 It is a top view of a powertrain provided by an embodiment of the present application;

[0048] Fig.10 It is a partial exploded view of a powertrain provided by an embodiment of the present application;

[0049] Fig.11 It is a schematic diagram of the structure of a powertrain provided by an embodiment of the present application;

[0050] Fig.12 It is Fig.11 A sectional view of the powertrain shown along AA;

[0051] Fig.13 It is a partial exploded view of a powertrain provided by an embodiment of the present application;

[0052] Fig.14 It is Fig.12 A partial enlarged view of part M2 of the powertrain shown;

[0053] Fig.15 It is a schematic diagram of the structure of the input shaft of the reducer and the motor shaft provided by an embodiment of the present application;

[0054] Fig.16 It is Fig.15 A sectional view of the input shaft of the reducer and the motor shaft shown along BB;

[0055] Fig.17 It is a schematic diagram of the structure of the oil delivery pipe provided by an embodiment of the present application;

[0056] Fig.18 It is Fig.13 A partial enlarged view of part M3 of the powertrain shown;

[0057] Fig.19 It is a schematic diagram of the structure of the end cover of the reducer provided by an embodiment of the present application;

[0058] Fig. 20 It is a schematic diagram of the structure of the oil guiding member provided by an embodiment of the present application;

[0059] Fig.21 It is a partial exploded view of a powertrain provided by an embodiment of the present application;

[0060] Fig. 22It is a schematic structural diagram of a motor provided by an embodiment of the present application;

[0061] Fig.23 is Fig. 22 a sectional view of the motor shown along CC;

[0062] Fig.24 is Fig.23 a partial enlarged view of part M4 in the motor shown;

[0063] Fig.25 It is a schematic partial structural diagram of a powertrain provided by an embodiment of the present application. Detailed implementation manners

[0064] Next, the technical solutions in the embodiments of the present application will be described with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments.

[0065] In this article, terms such as "first" and "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present application, unless otherwise specified, the meaning of "a plurality" is two or more.

[0066] In addition, in this article, orientation terms such as "upper" and "lower" are defined relative to the orientation of the structural schematic diagram in the accompanying drawings. It should be understood that these directional terms are relative concepts, and they are used for relative description and clarification, and they can change accordingly with the change of the orientation where the structure is placed.

[0067] For the convenience of understanding, the relevant technical terms involved in the embodiments of the present application will be explained and described first below.

[0068] Parallel: The parallel defined in the embodiments of the present application is not limited to absolute parallelism. This definition of parallel can be understood as substantially parallel, allowing for situations where it is not absolutely parallel due to factors such as assembly tolerances, design tolerances, and the influence of structural flatness.

[0069] Perpendicular: The perpendicular defined in the embodiments of the present application is not limited to an absolute perpendicular intersection (an included angle of 90 degrees) relationship. It allows for a relationship that is not an absolute perpendicular intersection due to factors such as assembly tolerances, design tolerances, and the influence of structural flatness, and allows for errors within a small angle range. For example, within an assembly error range of 80 degrees to 100 degrees, it can all be understood as a perpendicular relationship.

[0070] The first direction Y: Parallel to the axial direction of the motor, and the axial direction of the motor refers to the axial direction of the motor shaft.

[0071] Second direction Z: perpendicular to the first direction Y and the third direction X.

[0072] Third direction X: perpendicular to the first direction Y and the second direction Z.

[0073] In order to improve the overall performance of an electric vehicle, the powertrain needs to comprehensively consider various design requirements such as miniaturization, power density, reliability, heat dissipation performance, and power performance. Problems in the layout design among components and the structural design of each component in the powertrain will not only affect the miniaturization or heat dissipation performance of the powertrain, but also affect the energy conversion efficiency, resulting in a decrease in the power density of the powertrain, and will also affect the energy transfer path, resulting in a decrease in the reliability and power performance of the powertrain. When the powertrain is in operation, it will generate high heat inside, and it is necessary to introduce cooling oil into the powertrain to achieve temperature rise control of the powertrain. However, in the current powertrain, the range covered by the cooling path of the cooling oil is small, resulting in an unsatisfactory heat dissipation effect on the powertrain, which will affect the energy conversion efficiency, resulting in a decrease in the power density of the powertrain, and will also affect the energy transfer path, resulting in a decrease in the power performance of the powertrain.

[0074] The embodiment of the present application provides an oil-cooled powertrain. The oil-cooled powertrain includes a reducer, a motor, and a through oil pipe. The reducer includes a reducer input shaft, the motor includes a motor shaft, the reducer input shaft is fixedly connected to the motor shaft, and the motor shaft is used to transmit power to the reducer input shaft. The reducer input shaft includes a reducer shaft cavity, and the reducer shaft cavity is used to accommodate the through oil pipe and part of the motor shaft. The through oil pipe is relatively fixed to the reducer input shaft. The motor shaft includes a motor shaft cavity, and the through oil pipe is used to convey cooling oil to the motor shaft cavity. Along the axial direction of the motor, the reducer shaft cavity penetrates the reducer input shaft, and the motor shaft cavity penetrates the motor shaft. The through oil pipe and the motor shaft are arranged along the axial direction of the motor, and the through oil pipe communicates with the motor shaft cavity. By arranging the through oil pipe in the reducer shaft cavity in the embodiment of the present application, the cooling oil is conveyed from the reducer to the motor, expanding the range covered by the cooling oil in the oil-cooled powertrain, which is beneficial to improving the cooling efficiency and the utilization rate of the cooling oil.

[0075] The oil-cooled powertrain provided by the embodiment of the present application is applied to an electric vehicle to improve the overall performance of the electric vehicle.

[0076] Please refer to Figure 1 , Figure 1 which is a schematic structural diagram of an electric vehicle 1 provided by an embodiment of the present application. In the embodiment of the present application, the electric vehicle 1 includes an oil-cooled powertrain 10, a vehicle body 20, a battery pack 30, and wheels 40. Among them, the oil-cooled powertrain 10 and the battery pack 30 are fixed to the vehicle body 20. The oil-cooled powertrain 10 is used to receive power supply from the battery pack 30 and is used to drive the wheels 40.

[0077] In the embodiments of the present application, the battery pack 30 may also be referred to as a power battery.

[0078] In the embodiments of the present application, the electric vehicle 1 refers to a wheeled device driven or towed by a power unit. In one embodiment, the electric vehicle 1 includes passenger vehicles, commercial vehicles, or special operation vehicles such as engineering rescue vehicles, sprinkler trucks, sewage suction trucks, cement mixer trucks, crane trucks, and medical vehicles. Exemplarily, the electric vehicle 1 includes electric vehicles (EV), pure electric vehicles (PEV / BEV), hybrid electric vehicles (HEV), range extended electric vehicles (REEV), plug-in hybrid electric vehicles (PHEV), new energy vehicles, etc.

[0079] In the embodiments of the present application, the electric vehicle 1 includes one or more oil-cooled power assemblies 10. In one embodiment, the electric vehicle 1 is a front-wheel drive or rear-wheel drive vehicle. Among them, the electric vehicle 1 includes one oil-cooled power assembly 10, and the oil-cooled power assembly 10 is used for driving connection with the front wheels or rear wheels of the electric vehicle 1. In one embodiment, the electric vehicle 1 is a front and rear dual-drive vehicle. Among them, the electric vehicle 1 includes two oil-cooled power assemblies 10. The two oil-cooled power assemblies 10 are respectively used for driving connection with the front wheels and rear wheels of the electric vehicle 1. In one embodiment, the electric vehicle 1 is a front and rear four-wheel drive vehicle. Among them, the electric vehicle 1 includes four oil-cooled power assemblies 10. The four oil-cooled power assemblies 10 are respectively used for driving connection with the four wheels of the electric vehicle 1.

[0080] The oil-cooled power assembly 10 provided by the embodiments of the present application will be introduced in detail below.

[0081] Please refer to Figures 2 to 4 , Figure 2 which is a schematic structural diagram of the oil-cooled power assembly 10 provided by an embodiment of the present application, Figure 3 which is a partial structural diagram of the oil-cooled power assembly 10 provided by an embodiment of the present application, Figure 4 which is a partial structural diagram of the oil-cooled power assembly 10 provided by an embodiment of the present application.

[0082] As Figure 2 shown, the oil-cooled power assembly 10 includes a motor 100, a motor controller 200, and a reducer 300 (as Figure 3As shown in the figure. Among them, the motor controller 200 is used to receive direct current from the battery pack 30 and output alternating current to the motor 100. The motor 100 is used to receive the alternating current output by the motor controller 200 and drive the wheels 40 of the electric vehicle 1. The speed reducer 300 is used to transmit the power of the motor 100 to the wheels 40.

[0083] As Figure 3 shown, the motor 100 includes a motor stator 120, a motor winding 130, a motor shaft 140, and a motor rotor (not shown). The interaction between the alternating magnetic flux generated by the motor winding 130 and the permanent magnetic flux generated by the motor rotor causes the motor rotor to rotate relative to the motor stator 120. The motor rotor is fixedly connected to the motor shaft 140, so that the motor shaft 140 rotates with the rotor. The motor stator 120 is rotatably connected to the motor shaft 140, so that the motor shaft 140 can rotate relative to the motor stator 120, converting electrical energy into mechanical energy. The output end of the motor shaft 140 is used to transmit mechanical energy.

[0084] Combined with Figure 3 and Figure 4 shown, the integrated housing 400 includes a speed reducer accommodating cavity 410, a motor accommodating cavity 420, and a controller accommodating cavity 430.

[0085] In the embodiment of the present application, the motor accommodating cavity 420 is used to accommodate the motor 100. As Figure 4 shown, the motor accommodating cavity 420 penetrates the integrated housing 400 along the first direction Y. Among them, the motor stator 120 is fixedly nested in the motor accommodating cavity 420.

[0086] In the embodiment of the present application, the speed reducer accommodating cavity 410 is used to accommodate the speed reducer 300. The speed reducer accommodating cavity 410 communicates with the motor accommodating cavity 420, and the motor shaft 140 of the motor 100 is fixedly connected to the speed reducer input shaft of the speed reducer 300.

[0087] In the embodiment of the present application, the controller accommodating cavity 430 is used to accommodate the motor controller 200. Combined with Figure 3 and Figure 4 shown, the controller accommodating cavity 430 and the motor accommodating cavity 420 are arranged along the second direction Z. In the embodiment of the present application, the motor controller 200 is used to receive direct current from the battery pack 30 and output alternating current to the motor 100.

[0088] In the embodiment of the present application, the integrated housing 400 is used to accommodate the motor 100, the motor controller 200, and the speed reducer 300. Among them, the motor 100 is located in the motor accommodating cavity 420 of the integrated housing 400, the motor controller 200 is located in the controller accommodating cavity 430 of the integrated housing 400, and the speed reducer 300 is located in the speed reducer accommodating cavity 410 of the integrated housing 400.

[0089] In one embodiment, the motor 100 and the motor controller 200 share an integrated housing 400. The integrated housing 400 includes a motor housing which encloses to form a motor accommodation cavity 420, or in other words, a part of the integrated housing 400 that encloses to form the motor accommodation cavity 420 constitutes the motor housing of the motor 100. The integrated housing 400 includes a controller housing which encloses to form a controller accommodation cavity 430, or in other words, a part of the integrated housing 400 that encloses to form the controller accommodation cavity 430 constitutes the controller housing of the motor controller 200.

[0090] In one embodiment, the motor 100, the motor controller 200 and the speed reducer 300 share an integrated housing 400. The integrated housing 400 includes a motor housing, a controller housing and a speed reducer housing. The motor housing encloses to form a motor accommodation cavity 420. The controller housing encloses to form a controller accommodation cavity 430, and the speed reducer housing encloses to form a speed reducer accommodation cavity 410. In one embodiment, the motor housing and the controller housing are of an integrally formed structure, or the integrated housing 400 is of an integrally formed structure. In one embodiment, the motor housing and the control housing share an adjacent part of the housing. In one embodiment, the motor housing, the controller housing and the speed reducer housing are of an integrally formed structure.

[0091] The oil-cooled power assembly 10 provided by the embodiments of the present application uses the integrated housing 400 to accommodate the motor 100, the motor controller 200 and the speed reducer 300. Compared with the split-type oil-cooled power assembly 10, the integration degree of the oil-cooled power assembly 10 can be improved, the space utilization rate of the oil-cooled power assembly 10 is increased, and the cost is reduced. In addition, in the integrated housing 400 of the oil-cooled power assembly 10 provided by the embodiments of the present application, the controller accommodation cavity 430 and the motor accommodation cavity 420 are arranged along the second direction Z, and the controller accommodation cavity 430 and the motor accommodation cavity 420 partially overlap in the third direction X, which is beneficial to reducing the space occupied by the oil-cooled power assembly 10 in the second direction Z.

[0092] Combined Figure 2 、 Figure 3 、 Figure 4 and Figure 5 As shown, in one embodiment, the integrated housing 400 further includes a DC input interface mounting hole 440 and an AC output interface mounting hole 450.

[0093] As Figure 5 shown, the motor controller 200 further includes a DC input interface 270, and the DC input interface mounting hole 440 is used to fix the DC input interface 270. The DC input interface 270 is used to connect to the battery pack 30 to receive direct current.

[0094] As Figure 2 and Figure 5As shown, the motor controller 200 further includes an AC output interface 260, and the AC output interface mounting hole 450 is used to fix the AC output interface 260. As Figure 5 shown, the AC output interface 260 is connected to electrically connect the copper bar assembly 240 and the three input copper bars 1011. In the embodiment of the present application, the AC output interface 260 includes three wiring ports 261, and the three wiring ports 261 are used to electrically connect to the wiring ends of the motor windings 130 through the three input copper bars 1011 respectively, and the three input copper bars 1011 are arranged at intervals.

[0095] In the embodiment of the present application, the motor controller 200 receives power supply from the battery pack through the DC input interface 270 and outputs alternating current to the motor windings 130 of the motor 100 through the AC output interface 260. After alternating current is passed through the motor windings 130 in the motor 100, an alternating magnetic flux is generated.

[0096] Combined with Figure 3 and Figure 4 shown, the wiring ends of the motor windings 130 and the output end of the motor shaft 140 are arranged opposite to each other along the first direction Y. The DC input interface mounting hole 440 and the AC output interface mounting hole 450 penetrate the integrated housing 400 along the first direction Y respectively and communicate with the controller accommodation cavity 430. Along the first direction Y, the DC input interface mounting hole 440 and the AC output interface mounting hole 450 are arranged opposite to each other. Along the first direction Y, the AC output interface mounting hole 450 and the wiring ends of the motor windings 130 are arranged on one side, and along the first direction Y, the DC input interface mounting hole 440 and the output end of the motor shaft 140 are arranged on the other side.

[0097] Please continue to refer to Figure 3 and Fig.25 , Fig.25 is a partial structural schematic diagram of the oil-cooled power assembly 10 provided by an embodiment of the present application. In the embodiment of the present application, the energy transfer sequentially experiences the DC input interface 270 in the DC input interface mounting hole 440, the motor controller 200, the AC output interface 260 in the AC output interface mounting hole 450, the wiring ends of the motor windings 130, and the output end of the motor shaft 140.

[0098] In the embodiment of the present application, the DC input interface mounting hole 440 and the AC output interface mounting hole 450 are oppositely arranged along the first direction Y and are respectively located at both ends of the controller accommodation cavity 430 along the first direction Y. Among them, the DC input interface 270 for transmitting direct current to the motor controller 200 is installed in the DC input interface mounting hole 440 and penetrates to the inner side of the controller accommodation cavity 430, that is, the motor controller 200 is electrically connected to the battery pack 30 through the DC input interface 270. In one embodiment, the DC input interface 270 of the motor controller 200 (such as Figure 5As shown in the figure), it is installed in the DC input interface mounting hole 440. Among them, the AC output interface 260 for transmitting alternating current to the motor 100 can be installed in the AC output interface mounting hole 450 and penetrate to the outside of the controller accommodation cavity 430. That is, the motor controller 200 is electrically connected to the motor 100 through the AC output interface 260. In the embodiment of the present application, the DC input interface mounting hole 440 and the AC output interface mounting hole 450 are arranged opposite to each other along the first direction Y, which is beneficial to avoiding electrical interference generated during the transmission of direct current and alternating current, thereby improving safety performance. The AC output interface mounting hole 450 is arranged adjacent to the motor 100, which is beneficial to shortening the distance between the connection terminals of the motor controller 200 and the motor 100.

[0099] In the embodiment of the present application, the motor winding 130 is connected to the motor controller 200 through an electrical connector 150 (such as Figure 5 shown in the figure). The connection terminal of the motor winding 130 is used to receive the alternating current transmitted by the motor controller 200. The connection terminal of the motor winding 130 is arranged adjacent to the AC output interface mounting hole 450 and on the same side of the controller accommodation cavity 430, so that the energy transfer path between the motor controller 200 and the motor 100 is shorter, the impedance is smaller, which is beneficial to reducing the energy loss on the transmission path and improving the energy transmission efficiency. In addition, the layout between the motor controller 200 and the motor 100 is compact and regular, which is beneficial to reducing the volume of the oil-cooled power assembly 10, and thus beneficial to optimizing the layout of the whole vehicle. The connection terminal of the motor winding 130 and the output end of the motor shaft 140 are arranged opposite to each other along the first direction Y, and the output end of the motor shaft 140 is arranged on the same side as the DC input interface mounting hole 440. That is, the axial direction of the motor shaft 140 is parallel to the arrangement direction of the DC input interface mounting hole 440 and the AC output interface 260, which is beneficial to reducing the volume of the oil-cooled power assembly 10.

[0100] The oil-cooled power assembly 10 provided in the embodiment of the present application jointly arranges the motor 100 and the motor controller 200 in the integrated housing 400, which can increase the integration degree of the oil-cooled power assembly 10, reduce the volume and cost, is beneficial to realizing the lightweight design of the oil-cooled power assembly 10, and improving the power density. In addition, in the oil-cooled power assembly 10 provided in the embodiment of the present application, the layout design of the DC input interface mounting hole 440, the AC output interface mounting hole 450, the connection terminal of the motor winding 130 and the output end of the motor shaft 140 conforms to the flow direction of the power flow, shortens the energy transfer path in the oil-cooled power assembly 10, and is beneficial to reducing the energy loss during the transmission process.

[0101] Please refer to Figure 5 , Figure 5A partial explosion view of the oil-cooled powertrain 10 provided by an embodiment of the present application. In one embodiment, the motor controller 200 includes a capacitor module 220, a power module 230, and a copper busbar assembly 240 (as Figure 5 shown). The power module 230 and the capacitor module 220 are used to receive direct current electricity, and the power module 230 is used to output alternating current electricity through the copper busbar assembly 240. The controller accommodation cavity 430 is used to accommodate the capacitor module 220, the power module 230, and the copper busbar assembly 240 (as Figure 5 shown).

[0102] Among them, the capacitor module 220 is used to transmit and adjust direct current electricity. In one embodiment, the capacitor module 220 is used to smooth the voltage so that the voltage is still relatively smooth when in the power module 230. The capacitor module 220 can also reduce the inductance parameter, weaken the spike voltage, absorb high-pulse current, and prevent overcharging of the voltage and the influence of instantaneous voltage on the motor controller 200, etc.

[0103] The power module 230 refers to an assembly of power electronic devices that can implement power conversion functions. The power electronic devices include Insulated Gate Bipolar Transistor (IGBT), silicon carbide power transistor, silicon transistor, Metal-Oxide-Semiconductor Field-Effect Transistor (MOSFET), and diode, etc. The copper busbar assembly 240 is used to transmit the alternating current electricity output by the power module 230.

[0104] Please continue to refer to Figure 3 and Fig.25 . In one embodiment, along the first direction Y, the projection of the DC input interface mounting hole 440 and the projection of the capacitor module 220 at least partially overlap. In the embodiment of the present application, the energy transfer sequentially experiences the DC input interface 270 in the DC input interface mounting hole 440, the capacitor module 220, the power module 230, and the AC output interface 260 in the AC output interface mounting hole 450. And the DC input interface mounting hole 440 and the AC output interface mounting hole 450 are oppositely arranged along the first direction Y, that is, the flow direction of the power flow between the DC input interface 270 and the AC output interface 270 is the first direction Y. In this solution, the projection of the DC input interface mounting hole 440 and the projection of the capacitor module 220 at least partially overlap, so that the energy transfer path between the DC input interface 270 in the DC input interface mounting hole 440 and the capacitor module 220 is shorter, which is beneficial to reducing the energy loss inside the motor controller 200.

[0105] It should be noted that in the embodiments of the present application, the projection along the first direction Y refers to the projection along the first direction Y on a projection plane perpendicular to the first direction Y, where the projection plane of the projection along the first direction Y is perpendicular to the first direction Y. The projection along the second direction Z refers to the projection along the second direction Z on a projection plane perpendicular to the second direction Z, where the projection plane of the projection along the second direction Z is perpendicular to the second direction Z. The projection along the third direction X refers to the projection along the third direction X on a projection plane perpendicular to the third direction X, where the projection plane of the projection along the third direction X is perpendicular to the third direction X.

[0106] In one embodiment, the projection plane of the DC input interface mounting hole 440 along the first direction Y is the same as the projection plane of the capacitor module 220 along the first direction Y. Among them, the projection of the DC input interface mounting hole 440 along the first direction Y refers to the projection of the area enclosed by the hole wall of the DC input interface mounting hole 440 along the first direction Y.

[0107] In one embodiment, the projection of the DC input interface mounting hole 440 and the projection of the power module 230 at least partially overlap (as Figure 3 shown). This solution is beneficial to shortening the energy transfer path between the DC input interface in the DC input interface mounting hole 440 and the power module 230, and reducing the energy loss inside the motor controller 200.

[0108] In one embodiment, the projection of the DC input interface mounting hole 440 and the projections of the capacitor module 220 and the power module 230 all at least partially overlap (as Figure 3 shown). This solution is beneficial to shortening the energy transfer path among the DC input interface, the capacitor module 220, and the power module 230 in the DC input interface mounting hole 440, and reducing the energy loss inside the motor controller 200.

[0109] In one embodiment, along the first direction Y, the projection of the AC output interface mounting hole 450 and the projection of the capacitor module 220 at least partially overlap. Among them, the projection of the AC output interface mounting hole 450 along the first direction Y refers to the projection of the area enclosed by the hole wall of the AC output interface mounting hole 450 along the first direction Y. This solution sets the projection of the AC output interface mounting hole 450 and the projection of the capacitor module 220 to at least partially overlap, so that the energy transfer path between the AC output interface mounting hole 450 and the capacitor module 220 is short, which is beneficial to reducing the energy loss inside the motor controller 200.

[0110] In one embodiment, the projection of the AC output interface mounting hole 450 at least partially overlaps with the projection of the power module 230. This solution is beneficial for shortening the energy transfer path between the AC output interface 260 in the AC output interface mounting hole 450 and the power module 230, and reducing the energy loss inside the motor controller 200.

[0111] In one embodiment, the projection of the AC output interface mounting hole 450 at least partially overlaps with the projections of both the capacitor module 220 and the power module 230. This solution is beneficial for shortening the energy transfer path among the AC output interface 260, the capacitor module 220, and the power module 230 in the AC output interface mounting hole 450, and reducing the energy loss inside the motor controller 200.

[0112] In one embodiment, the projection of the AC output interface mounting hole 450 does not overlap with the projection of the power module 230 or the capacitor module 220, and the AC output interface mounting hole 450 is arranged close to the motor shaft 140, which is beneficial for providing installation space for the connection between the power module 230 and the copper busbar assembly 240.

[0113] In one embodiment, the capacitor module 220 and the power module 230 are stacked along the second direction Z (as Figure 3 shown), and the copper busbar assembly 240 is arranged adjacent to the power module 230 along the third direction X (as Figure 3 or Figure 5 shown), and the third direction X is perpendicular to the first direction Y and the second direction Z. In the embodiment of the present application, the capacitor module 220 and the power module 230 are stacked along the second direction Z, and the copper busbar assembly 240 is adjacent to the power module 230 along the third direction X. Compared with arranging the capacitor module 220, the power module 230, and the copper busbar assembly 240 in a flat manner along the first direction Y, this solution is beneficial for reducing the size value of the motor controller 200 in the first direction Y, and further reducing the volume of the oil-cooled power assembly 10. It is beneficial for connecting the capacitor module 220 and the power module 230 along the second direction Z, shortening the connection path, reducing the power transmission energy consumption, and making the power flow between the capacitor module 220 and the power module 230 smooth.

[0114] Please refer to Figure 7 , Figure 7FIG. 0 is a partial structural schematic diagram of the oil-cooled power assembly 10 provided by an embodiment of the present application. In one embodiment, along the radial direction R of the motor, the distance between the power module 230 and the motor shaft 140 is greater than the distance between the copper busbar assembly 240 and the motor shaft 140. Herein, the radial direction R of the motor refers to the radial direction of the motor shaft 140. In the embodiment of the present application, along the radial direction R of the motor, the distance between the power module 230 and the motor shaft 140 is D1, and the distance between the copper busbar assembly 240 and the motor shaft 140 is D2. It is set that D1 > D2, that is, the copper busbar assembly 240 is closer to the motor shaft 140 relative to the power module 230, which is beneficial to shortening the distance between the copper busbar assembly 240 and the connection terminal of the motor winding 130. Since there is an electrical connection relationship between the copper busbar assembly 240 and the connection terminal of the motor winding 130, setting the distance between the copper busbar assembly 240 and the connection terminal of the motor winding 130 to be smaller makes the layout conform to the flow direction of the power flow and reduces energy loss. This solution is also beneficial to reducing the space volume occupied by the motor controller 200 and the motor 100, and improving the integration and power density of the oil-cooled power assembly 10.

[0115] It should be understood that Figure 7 and its related description schematically illustrate the layout design such as the positions and distances of the main components such as the motor shaft 140, the power module 230, and the copper busbar assembly 240 in the oil-cooled power assembly 10, and the structural design such as the shapes and sizes. The layout design and structural design of other components of the oil-cooled power assembly 10 can refer to the illustrations in the embodiments of the present application and will not be elaborated herein.

[0116] Please continue to refer to Figure 5 , in one embodiment, the motor controller 200 further includes a circuit board 250, and the circuit board 250 is electrically connected to the power module 230. Along the second direction Z, the circuit board 250 is stacked above the capacitor module 220 and the power module 230. The projection of any one of the capacitor module 220, the power module 230, and the circuit board 250 does not overlap with the copper busbar assembly 240, and the projection of the motor shaft 140 does not overlap with the projection of any one of the capacitor module 220, the power module 230, and the circuit board 250.

[0117] In the embodiment of the present application, since the surface of the circuit board 250 usually has a relatively large area, compared with the capacitor module 220, the power module 230, and the circuit board 250 being arranged in a flat manner along the third direction X or the first direction Y, the solution of arranging the circuit board 250, the power module 230, and the capacitor module 220 in a stacked manner along the second direction Z is more beneficial to reducing the space volume occupied by the motor controller 200.

[0118] In the embodiment of the present application, the projection of the copper bar assembly 240 in the second direction Z does not overlap with any one of the capacitor module 220, the power module 230, and the circuit board 250. That is, the copper bar assembly 240 is not stacked with the capacitor module 220, the power module 230, and the circuit board 250 in the second direction Z, reducing the interference of the power transmitted by the copper bar assembly 240 on the signal quality of the circuit board 250.

[0119] Among them, the copper bar assembly 240 is electrically connected to the power module 230, and the copper bar assembly 240 is used to transmit the alternating current output by the power module 230. The copper bar assembly 240 can be arranged on the side of the power module 230 close to the motor shaft 140 in the third direction X, reasonably arranging the components inside the motor controller 200, and avoiding the size value of the motor controller 200 in the second direction Z from being too large. It is also convenient for the copper bar assembly 240 to be electrically connected to the motor 100 for receiving alternating current, conforming to the flow direction of the power flow. In the embodiment of the present application, the projection of the motor shaft 140 in the second direction Z does not overlap with any one of the capacitor module 220, the power module 230, and the circuit board 250, which is beneficial to reducing the size value of the oil-cooled power assembly 10 in the second direction Z.

[0120] In one embodiment, the motor controller 200 further includes a radiator 280. The capacitor module 220, the radiator 280, the power module 230, and the circuit board 250 are stacked in the second direction Z. The radiator 280 is used to dissipate heat from the power module 230. In the embodiment of the present application, the layout design of the components in the motor controller 200 can reduce the lengths in the first direction Y and the third direction X, making the connection path between the capacitor module 220 and the power module 230 shorter and reducing the power transmission energy consumption.

[0121] Please refer to Figure 3 and Figure 7 , in one embodiment, along the third direction X, the projection of the motor shaft 140 does not overlap with the projection of any one of the capacitor module 220, the power module 230, and the circuit board 250 (as shown in combination with Figure 3 and Figure 7 ), the controller accommodation cavity 430 and the motor accommodation cavity 420 at least partially overlap in the third direction X (as shown in combination with Figure 3 and Figure 7 ), and the length of the overlapping part of the controller accommodation cavity 430 and the motor accommodation cavity 420 in the third direction X is less than the outer diameter of the motor stator 120 (as shown in Figure 7As shown. In the embodiment of the present application, the projections of the motor shaft 140 on any one of the capacitor module 220, the power module 230, and the circuit board 250 in the third direction X do not overlap, which is beneficial to reducing the size value of the oil-cooled power assembly 10 in the third direction X. The controller accommodation cavity 430 and the motor accommodation cavity 420 are arranged along the second direction Z and partially overlap along the third direction X, so that the total size value of the motor controller 200 and the motor 100 in the second direction Z becomes smaller. The size value of the overlapping part of the controller accommodation cavity 430 and the motor accommodation cavity 420 in the third direction X is D3, and the outer diameter of the motor stator 120 is D4. The motor stator 120 is fixedly nested in the motor accommodation cavity 420. In this solution, D3 < D4 is set, so that the projections of the controller accommodation cavity 430 and the motor accommodation cavity 420 in the third direction X do not completely overlap, which can provide space for arranging other components or devices below the controller accommodation cavity 430 and improve the space utilization rate of the oil-cooled power assembly 10. In one embodiment, D3 < 0.5D4.

[0122] In one embodiment, the controller accommodation cavity 430 and the motor accommodation cavity 420 at least partially overlap in the second direction Z (in combination with Figure 3 and Figure 7 as shown). The length D7 of the overlapping part of the controller accommodation cavity 430 and the motor accommodation cavity 420 in the second direction Z is smaller than the outer diameter D4 of the motor stator 120. In one embodiment, D7 < 0.5D4.

[0123] Please continue to refer to Figure 5 and Fig.25 , in one embodiment, the power module 230 includes a plurality of arm modules 231, and the plurality of arm modules 231 are used to form an inverter circuit to convert direct current into alternating current. Among them, along the first direction Y, the plurality of arm modules 231 are arranged adjacent to each other in sequence, and the projections of the plurality of arm modules 231 do not overlap with the projection of the AC output interface mounting hole 450, and the projections of the plurality of arm modules 231 overlap with the projection of the DC input interface mounting hole 440. Along the second direction Z, the projection of the capacitor module 220 covers the projection of the plurality of arm modules 231.

[0124] In the embodiment of the present application, the projections of the DC input interface mounting hole 440 and the AC output interface mounting hole 450 in the first direction Y overlap at most partially. The capacitor module 220 is electrically connected to the battery pack 30 through the DC input interface 270 in the DC input interface mounting hole 440, and the capacitor module 220 and the power module 230 are stacked. In this solution, the projections of the plurality of arm modules 231 along the first direction Y overlap with the projection of the DC input interface mounting hole 440, so that the path for energy to be transferred from the DC input interface 270 in the DC input interface mounting hole 440 to the arm module 231 is shorter, which is beneficial to reducing energy loss.

[0125] In the embodiment of the present application, the busbar assembly 240 transmits alternating current through the alternating current output interface 260 in the alternating current output interface mounting hole 450, and the projection of the busbar assembly 240 and the arm module 231 in the second direction Z does not overlap. In this solution, the projections of multiple arm modules 231 along the first direction Y do not overlap with the projection of the alternating current output interface mounting hole 450, providing a prerequisite for reducing the energy loss between the busbar assembly 240 and the alternating current output interface 260. The capacitor module 220 and the power module 230 are stacked along the second direction Z, wherein the projection of the capacitor module 220 in the second direction Z covers the projection of multiple arm modules 231 along the second direction Z, enabling the capacitor module 220 to support the arm module 231.

[0126] Please continue to refer to Figure 3 、 Figure 5 and Figure 6 , Figure 6 is Figure 5 a partial enlarged view of the M1 part in the powertrain 10 shown in the figure. The DC input interface mounting hole 440 is used to fix the DC input interface 270, and the DC input interface 270 is used to connect the battery pack 30 to receive direct current. In one embodiment, both ends of the three arm modules 231 are respectively electrically connected to the positive and negative poles of the DC input interface 270 through two first connectors 232, and the midpoint of each arm of the arm module 231 is connected to the busbar assembly 240 through a second connector 233. The three arm modules 231 output three-phase alternating current to the busbar assembly 240 through three second connectors 233. Along the first direction Y, the two first connectors 232 are arranged at intervals in the controller accommodation cavity 430, and the projection of the two first connectors 232 along the first direction Y at least partially overlaps with the projection of the DC input interface mounting hole 440. Along the first direction Y, the three second connectors 233 are arranged at intervals in the controller accommodation cavity 430, and the projection of the three second connectors 233 along the first direction Y at least partially overlaps with the projection of the alternating current output interface mounting hole 450.

[0127] In one embodiment, the power module 230 includes three arm modules 231, and each arm module 231 includes two first connectors 232 and one second connector 233. Among them, the first connector 232 and the second connector 233 are respectively located on both sides of the arm module 231 along the third direction X. The battery pack 30 transmits direct current to the first connectors 232 of the three arm modules 231 through the DC input interface 270 and the capacitor module 220. After converting the direct current into alternating current, the three arm modules 231 then transmit it to the busbar assembly 240 and the alternating current output interface 260 in the alternating current output interface mounting hole 450 through the second connector 233 in sequence.

[0128] In the embodiment of the present application, two first connectors 232 of each leg module 231 are arranged at intervals along the first direction Y, and the projection of the first connector 232 on the first direction Y and the DC input interface 270 at least partially overlap. Since there is an electrical connection relationship between the first connector 232 and the DC input interface 270, this solution is beneficial to shortening the energy transfer path between the first connector 232 and the DC input interface 270. Three second connectors 233 of the three leg modules 231 are arranged at intervals along the first direction Y, and the projection of the second connector 233 on the first direction Y and the AC output interface 260 at least partially overlap. Since the second connector 233 is directly electrically connected to the busbar assembly 240, alternating current is transmitted from the second connector 233 to the AC output interface 260 in the AC output interface mounting hole 450 through the busbar assembly 240. This solution is also beneficial to reducing the loss of energy between the second connector 233 and the AC output interface 260.

[0129] Please continue to refer to Figure 3 , in one embodiment, the integrated housing 400 further includes a power interface mounting hole 460 for fixing a power interface (not shown), and the power interface is used for electrically connecting a phase winding of the motor 100 and an external power source. In the embodiment of the present application, the motor controller 200 and the motor 100 in the powertrain 10 can form a voltage conversion circuit, and the voltage conversion circuit can receive power from the external power source through the power interface and charge the battery pack 30. In one embodiment, the voltage of the external power source is greater than the charging voltage of the battery pack 30, and the voltage conversion circuit formed by the motor controller 200 and the motor 100 is used for step-down conversion. In one embodiment, the voltage of the external power source is less than the charging voltage of the battery pack 30, and the voltage conversion circuit formed by the motor controller 200 and the motor 100 is used for step-up conversion.

[0130] In one embodiment, the positive pole of the power interface is used for electrically connecting a phase in the busbar assembly 240 and the positive pole of the external power source, and the other of the negative poles of the power interface is used for electrically connecting the positive pole of the battery pack 30 through the DC input interface 270 in the DC input interface mounting hole 440. In one embodiment, the negative pole of the power interface is used for electrically connecting a phase in the busbar assembly 240 and the negative pole of the external power source, and the other of the positive poles of the power interface is used for electrically connecting the positive pole of the battery pack 30 through the DC input interface 270 in the DC input interface mounting hole 440.

[0131] In the embodiment of the present application, the power interface mounting hole 460 penetrates through the integrated housing 400 along the first direction Y and communicates with the controller accommodation cavity 430. The power interface mounting hole 460 and the DC input interface mounting hole 440 are arranged opposite to each other along the first direction Y. In one embodiment, an external power supply charges the battery pack 30 through the power interface, the motor controller 200, and the DC input interface 270 in the DC input interface mounting hole 440. Arranging the power interface mounting hole 460 and the DC input interface mounting hole 440 opposite to each other along the first direction Y is beneficial to shortening the transmission path between the power interface mounting hole 460 and the DC input interface 270 in the DC input interface mounting hole 440, thereby reducing the energy loss during the charging process. In one embodiment, the power interface mounting hole 460 and the DC input interface mounting hole 440 are arranged opposite to each other along the first direction Y, and the power interface mounting hole 460 and the AC output interface mounting hole 450 are arranged at intervals along the third direction X, which is beneficial to electrical isolation.

[0132] Please continue to refer to Figure 3 and Figure 7 , in one embodiment, along the second direction Z, the AC output interface mounting hole 450 is located between the power interface mounting hole 460 and the motor shaft 140, and along the third direction X, the AC output interface mounting hole 450 is located between the power interface mounting hole 460 and the motor shaft 140. The third direction X is perpendicular to the first direction Y and the second direction Z. In the embodiment of the present application, in the second direction Z and the third direction X, the AC output interface mounting hole 450 is closer to the motor 100 relative to the power interface mounting hole 460. Since there is an electrical connection relationship between the AC output interface 260 in the AC output interface mounting hole 450 and the wiring terminal of the motor winding 130, this solution is beneficial to shortening the energy transmission path, and the layout of the motor controller 200 and the motor 100 is more compact, which is beneficial to reducing the space volume of the power assembly 10 and improving the power density.

[0133] Please continue to refer to Figure 3 , in one embodiment, the AC output interface 260 is electrically connected to the input copper bar 1011 through the AC output interface 260 in the AC output interface mounting hole 450. The input copper bar 1011 is used to electrically connect the wiring terminal of the motor winding 130, and the input copper bar 1011 and the DC input interface mounting hole 440 are arranged opposite to each other along the first direction Y. Along the second direction Z, the height of one end of the input copper bar 1011 close to the AC output interface mounting hole 450 is higher than the height of the end of the input copper bar 1011 connecting the wiring terminal of the motor winding 130. The extending direction of the input copper bar 1011 is perpendicular to the first direction Y and the angle between the input copper bar 1011 and the second direction Z is less than 90°.

[0134] In the embodiment of the present application, the AC output interface 260, the input busbar 1011, and the connection terminal of the motor winding 130 are electrically connected in sequence. Among them, the AC output interface mounting hole 450 and the input busbar 1011 are arranged opposite to each other along the first direction Y, facilitating the transmission of the alternating current output by the motor controller 200 to the input busbar 1011. The input busbar 1011 includes a first end and a second end arranged opposite to each other. The first end of the input busbar 1011 is used to be electrically connected to the AC output interface 260, and the second end of the input busbar 1011 is used to be electrically connected to the connection terminal of the motor winding 130. Among them, in the second direction Z, the distance between the first end of the input busbar 1011 and the AC output interface mounting hole 450 is less than the distance between the first end of the input busbar 1011 and the connection terminal of the motor winding 130, and the distance between the second end of the input busbar 1011 and the connection terminal of the motor winding 130 is less than the distance between the second end of the input busbar 1011 and the AC output interface mounting hole 450, that is, the extending direction of the input busbar 1011 conforms to the direction of the power flow among the AC output interface mounting hole 450, the input busbar 1011, and the connection terminal of the motor winding 130. Specifically, the angle value of the angle between the extending direction of the input busbar 1011 and the second direction Z is less than 90°. At this time, the loss is small during the transmission of the alternating current between the motor controller 200 and the motor 100, and further enables the motor 100 to drive the wheels to rotate more efficiently, thereby enhancing the power performance of the vehicle.

[0135] Please continue to refer to Figure 2 and Figure 3 , in an embodiment, the speed reducer 300 and the AC output interface mounting hole 450 are arranged opposite to each other along the first direction Y (in combination with Figure 2 and Figure 3 shown). The speed reducer 300 includes a wheel drive end 320 (such as Figure 2 shown). Along the second direction Z, the wheel drive end 320 is located below the DC input interface mounting hole 440 and the AC output interface mounting hole 450 (in combination with Figure 2 and Figure 3 shown). The axis of the wheel drive end 320 is parallel to the motor shaft 140 and is arranged perpendicular to the first direction Y.

[0136] In the embodiment of the present application, the reducer 300 is configured to receive the mechanical energy transmitted by the motor 100 and drive the wheel 40 through the wheel drive end 320. The controller accommodation cavity 430 and the motor accommodation cavity 420 are arranged along the second direction Z and partially overlap in the third direction X, so that there is an installation space below the controller accommodation cavity 430 along the second direction Z. Since the wheel drive end 320 of the reducer 300 needs to be connected to the wheel, this solution is beneficial to provide an installation space for the connection between the reducer 300 and the wheel 40. The axis of the wheel drive end 320 is parallel to the motor shaft 140, and the arrangement direction of the axis of the wheel drive end 320 and the motor shaft 140 is perpendicular to the first direction Y, making the layout of the motor 100 and the reducer 300 compact and regular.

[0137] In the embodiment of the present application, the power flow direction of the motor controller 200 is opposite to the energy flow direction of the motor 100, and it generally flows in a U shape. The energy flow direction of the motor 100 through the reducer 300 and the wheel drive end 320 is also opposite, and it generally flows in a U shape. The U-shaped opening of the U-shaped energy flow direction formed by the motor controller 200 and the motor 100 is opposite to the U-shaped opening of the U-shaped energy flow direction of the motor 100 through the reducer 300 and the wheel drive end 320. The wheel drive end 320 is located below the motor controller 200, making the entire energy flow of the oil-cooled power assembly 10 smooth and the energy path short, which is beneficial to achieving a small volume, space-saving, more integrated and miniaturized oil-cooled power assembly 10.

[0138] Please continue to refer to Figure 4 , in one embodiment, the reducer accommodation cavity 410 and the motor accommodation cavity 420 are axially connected along the axial direction of the motor shaft 140, and the controller accommodation cavity 430 is not connected to either the reducer accommodation cavity 410 or the motor accommodation cavity 420. In the embodiment of the present application, there is a transmission relationship between the reducer 300 and the motor 100. By setting the reducer accommodation cavity 410 and the motor accommodation cavity 420 to be connected, it is convenient for a part of the motor shaft 140 to pass through into the reducer accommodation cavity 410 to achieve mechanical transmission between the motor 100 and the reducer 300. The controller accommodation cavity 430 is not connected to any one of the reducer accommodation cavity 410 and the motor accommodation cavity 420, which can prevent the cold oil medium in the motor accommodation cavity 420 and the reducer accommodation cavity 410 from flowing into the controller accommodation cavity 430 and causing electrical interference to the electrical devices in the motor controller 200, ensuring the normal operation of the motor controller 200.

[0139] In one embodiment, the integrated housing 400 further includes a reducer housing, and the reducer housing surrounds to form the reducer accommodation cavity 410, or in other words, the part of the integrated housing 400 that surrounds to form the reducer accommodation cavity 410 is the reducer housing.

[0140] Please continue to refer to Figure 3 and Figure 4 , in one embodiment, the controller accommodation cavity 430, the motor accommodation cavity 420, and the speed reducer accommodation cavity 410 all have openings communicating with the outside (as shown in combination with Figure 3 and Figure 4 ), the orientations of the openings of the motor accommodation cavity 420 and the speed reducer accommodation cavity 410 are opposite along the first direction Y (as shown in combination with Figure 3 and Figure 4 ), the opening of the controller accommodation cavity 430 is located between the opening of the motor accommodation cavity 420 and the opening of the speed reducer accommodation cavity 410 along the first direction Y (as shown in combination with Figure 3 and Figure 4 ), and the orientation of the opening of the controller accommodation cavity 430 is the second direction Z.

[0141] In one embodiment, the opening of the controller accommodation cavity 430 is denoted as the motor controller opening 431 (as shown in Figure 3 ), the opening of the motor accommodation cavity 420 is denoted as the motor opening 421, and the opening of the speed reducer accommodation cavity 410 is denoted as the speed reducer opening 411 (as shown in Figure 4 ), wherein the orientation of the motor controller opening 431 is the second direction Z, and the orientations of the motor opening 421 and the speed reducer opening 411 are opposite along the first direction Y. In the embodiment of the present application, the motor controller opening 431 is located between the motor opening 421 and the speed reducer opening 411 along the first direction Y, and the controller accommodation cavity 430 is located between the opening of the motor accommodation cavity 420 and the opening of the speed reducer accommodation cavity 410 along the first direction Y, so that at least part of the controller accommodation cavity 430, the motor accommodation cavity 420, and the speed reducer accommodation cavity 410 overlap in the first direction Y, which can reduce the size value of the oil-cooled power assembly 10 in the first direction Y, thereby facilitating the miniaturized design of the oil-cooled power assembly 10.

[0142] In one embodiment, the DC input interface mounting hole 440 is located between the motor controller opening 431 and the speed reducer opening 411 along the second direction Z (as shown in combination with Figure 3 and Figure 4 ), and the AC output interface mounting hole 450 is located between the motor opening 421 and the motor controller opening 431 along the second direction Z (as shown in Figure 3 ). In the embodiment of the present application, the DC input interface mounting hole 440 and the speed reducer opening 411 are arranged on the same side, and the AC output interface mounting hole 450 and the motor opening 421 are arranged on the same side, so that the two ends of the integrated housing 400 along the first direction Y are substantially flush, the internal layout of the oil-cooled power assembly 10 is regular, and the energy transfer path can be reduced.

[0143] Please refer to in combination with Figure 2 , Figure 3 and Figure 8 , Figure 8Schematic diagram of the oil-cooled powertrain 10 provided by an embodiment of the present application. In one embodiment, the oil-cooled powertrain 10 further includes a motor end cover 110, a reducer end cover 310, and a motor controller cover plate 210 (as shown in combination with Figure 2 and Figure 8 ). The motor end cover 110, the reducer end cover 310, and the motor controller cover plate 210 are respectively used to cover the openings of the controller accommodation cavity 430, the motor accommodation cavity 420, and the reducer accommodation cavity 410 (as shown in combination with Figure 2 , Figure 3 and Figure 8 ). In the embodiment of the present application, the motor end cover 110, the reducer end cover 310, and the motor controller cover plate 210 can respectively protect the internal components of the motor 100, the reducer 300, and the motor controller 200, preventing foreign objects from entering the controller accommodation cavity 430, the motor accommodation cavity 420, and the reducer accommodation cavity 410.

[0144] Please refer to Fig. 9 , Fig. 9 , which is a top view of the oil-cooled powertrain 10 provided by an embodiment of the present application. In one embodiment, the motor end cover 110 and the reducer end cover 310 are arranged opposite to each other along the first direction Y (as shown in Fig. 9 ). The length of the motor controller cover plate 210 along the first direction Y is less than the length between the motor end cover 110 and the reducer end cover 310 along the first direction Y (as shown in Fig. 9 ). Along the first direction Y, the motor controller cover plate 210 is located between the motor end cover 110 and the reducer end cover 310. The length of the controller accommodation cavity 430 along the first direction Y is less than the distance between the motor end cover 110 and the reducer end cover 310 along the first direction Y.

[0145] In the embodiment of the present application, the motor controller cover plate 210 covers the opening of the controller accommodation cavity 430 along the second direction Z, and the motor end cover 110 and the reducer end cover 310 respectively cover the openings of the motor 100 and the reducer 300 along the first direction Y. The positional relationship between the motor controller cover plate 210 and the motor end cover 110 and the reducer end cover 310 is similar to the positional relationship between the motor controller opening 431, the motor opening 421, and the reducer opening 411. The length value of the motor controller cover plate 210 along the first direction Y is D5 (as shown in Fig. 9As shown, the length value in the first direction Y between the motor end cover 110 and the reducer end cover 310 is D6. It is set that D5 < D6, that is, the motor controller cover plate 210 is located between the motor end cover 110 and the reducer end cover 310 in the first direction Y, which is beneficial to reducing the total dimension value of the motor controller 200, the motor 100 and the reducer 300 in the first direction Y, thereby reducing the space volume occupied by the oil-cooled power assembly 10 in the electric vehicle 1. The length of the controller accommodation cavity 430 in the first direction Y is less than the distance between the motor end cover 110 and the reducer end cover 310 in the first direction Y, which can also play a role in reducing the volume of the oil-cooled power assembly 10.

[0146] Please refer to Fig.10 , Fig.10 is a partial explosion view of the oil-cooled power assembly 10 provided by an embodiment of the present application. In one embodiment, the motor controller 200 is connected to three input copper bars 1011 through the AC output interface 260 in the AC output interface mounting hole 450. The three input copper bars 1011 are used to connect the wiring terminals of the motor winding 130. The three input copper bars 1011 are located outside the motor end cover 110, and the arrangement direction of the three input copper bars 1011 intersects both the first direction Y and the second direction Z. The oil-cooled power assembly 10 further includes a wiring cover plate 102. The wiring cover plate 102 is disposed opposite to the reducer end cover 310 in the first direction Y. The wiring cover plate 102 covers the AC output interface mounting hole 450, the three input copper bars 1011, the wiring terminals of the motor winding 130 and the end of the motor shaft 140 in the first direction Y.

[0147] In the embodiment of the present application, the two ends of the input copper bar 1011 are respectively connected to the AC output interface 260 in the AC output interface mounting hole 450 and the wiring terminal of the motor winding 130. The input copper bar 1011 is used to transmit the alternating current output by the motor controller 200 to the motor 100. The AC output interface mounting hole 450 and the three input copper bars 1011 are both located outside the motor end cover 110. The wiring terminal of the motor winding 130 and one end of the motor shaft 140 extend from the motor accommodation cavity 420 to the motor end cover 110. The wiring cover plate 102 can be used to cover the AC output interface mounting hole 450, the three input copper bars 1011, the wiring terminal of the motor winding 130 and the end of the motor shaft 140. Among them, the AC output interface 260 in the AC output interface mounting hole 450, the three input copper bars 1011 and the wiring terminal of the motor winding 130 are electrically connected. Setting the wiring cover plate 102 can prevent the electrical connection relationship from being affected by the outside, and the wiring cover plate 102 can also prevent foreign objects from entering the motor shaft 140, ensuring the normal operation of the motor 100.

[0148] Please continue to refer to Figure 3, in one embodiment, the integrated housing 400 further includes a coolant inlet 401 and a liquid cooling channel. The coolant inlet 401 is used to convey coolant into the liquid cooling channel. The coolant inlet 401 and the DC input interface mounting hole 440 are arranged opposite to each other along the first direction Y, and the axial direction of the coolant inlet 401 is the same as the first direction Y. Along the second direction Z, the liquid cooling channel is located below the controller accommodation cavity 430.

[0149] In the embodiment of the present application, the coolant enters the liquid cooling channel below the controller accommodation cavity 430 through the coolant inlet 401. When the motor controller 200 is working, it will generate a lot of heat. In this solution, the coolant inlet 401 and the liquid cooling channel are provided, so that the coolant can cool and dissipate heat for the motor controller 200, which is beneficial to reducing the temperature of the motor controller 200 in the working steady state. Among them, the coolant inlet 401 and the DC input interface mounting hole 440 are arranged opposite to each other along the first direction Y, which is beneficial to reducing the operation difficulty of electrical connection and mechanical connection, and at the same time avoiding the adverse effect of the coolant on the DC input interface 270, and improving the safety performance of the motor controller 200 and the oil-cooled power assembly 10. And the axial direction of the coolant inlet 401 is the same as the first direction Y, that is, the flow direction of the coolant is opposite to the flow direction of the power flow in the motor controller 200, which is beneficial to improving the heat dissipation efficiency of the coolant. Along the second direction Z, the liquid cooling channel is located below the controller accommodation cavity 430, making reasonable use of the internal space of the motor controller 200.

[0150] In one embodiment, the types of coolant include water, ethylene glycol coolant, propylene glycol coolant, etc. Exemplarily, the coolant is water.

[0151] Please continue to refer to Figure 2 and Figure 5 , in one embodiment, the integrated housing 400 further includes a coolant outlet 402 (as shown in Figure 2 ), the axial direction of the coolant outlet 402 is perpendicular to both the first direction Y and the second direction Z. The coolant outlet 402, the circuit board 250 and the motor shaft 140 are arranged along the axial direction of the coolant outlet 402 (as shown in Figure 5 ), the coolant outlet 402 is connected to the heat exchanger 500 through a conduit (in combination with Figure 2 and Figure 5 shown), the heat exchanger 500 and the terminal of the motor 100 are arranged opposite to each other along the first direction Y (as shown in Figure 5As shown. In the embodiment of the present application, the axial direction of the coolant outlet 402 is the third direction X, and the coolant outlet 402 is arranged on the opposite side of the DC input interface mounting hole 440, which can avoid the negative impact of the coolant on the DC input interface 270 and is beneficial to improving the safety performance. The heat exchanger 500 and the connection terminal of the motor 100 are arranged opposite to each other along the first direction Y, that is, the heat exchanger 500 is closer to the coolant outlet 402 relative to the coolant inlet 401, which is beneficial to shortening the transmission path of the coolant outside the motor controller 200 and improving the cooling efficiency of the coolant.

[0152] Along the second direction Z, the heat exchanger 500 is located above the reducer 300 (as Figure 2 shown). The heat exchanger 500 is also used to connect the reducer accommodation cavity 410 and the motor accommodation cavity 420. The reducer accommodation cavity 410 is used to accommodate the reducer 300, and the motor accommodation cavity 420 is used to accommodate the motor 100. Neither the reducer accommodation cavity 410 nor the motor accommodation cavity 420 is connected to the liquid cooling channel. In the embodiment of the present application, the heat exchanger 500 is provided in the oil-cooled powertrain 10, and the heat exchanger 500 is connected to the reducer accommodation cavity 410 and the motor accommodation cavity 420, so that the reducer 300 and the motor 100 can also be cooled, which is beneficial to ensuring that the reducer 300 and the motor 100 work at an appropriate temperature. The heat exchanger 500 is located above the reducer 300 along the second direction Z, so that the cooling path between the heat exchanger 500 and the reducer 300 is short, and the thermal resistance of the heat dissipation path can be reduced. The liquid cooling channel is not connected to any of the reducer accommodation cavity 410 and the motor accommodation cavity 420, so that the coolant in the liquid cooling channel will not flow into the reducer 300 and the motor 100.

[0153] In one embodiment, the heat exchanger 500 includes a liquid cooling inlet 510 and a liquid cooling outlet 520. The liquid cooling inlet 510 is connected to the coolant outlet 402 through a conduit 201, and the liquid cooling outlet 520 is used to communicate with the cooling system. Exemplarily, the liquid cooling outlet 520 is used to communicate with the cooling system in the vehicle, and the cooling system is used to cool the heated coolant in the heat exchanger 500 and then enter the liquid cooling channel from the coolant inlet 401 to dissipate heat from the motor controller 200.

[0154] In one embodiment, the heat exchanger 500 includes a first heat exchange chamber and a second heat exchange chamber (not shown in the figure) that are spaced apart. The first heat exchange chamber and the second heat exchange chamber are thermally connected. The coolant in the second heat exchange chamber is different from the coolant in the first heat exchange chamber. Exemplarily, the type of coolant in the first heat exchange chamber is cooling water, and the type of coolant in the second heat exchange chamber is cooling oil. Among them, the first heat exchange chamber is communicated with the coolant outlet 402, so that the cooling water flowing out of the liquid cooling channel flows into the first heat exchange chamber. The second heat exchange chamber is communicated with the motor accommodation cavity 420 and the reducer accommodation cavity 410. The cooling oil for cooling the motor 100 and the reducer 300 enters the second heat exchange chamber. The cooling water in the first heat exchange chamber cools the cooling oil in the second heat exchange chamber, so that the cooled cooling oil enters the motor accommodation cavity 420 and the reducer accommodation cavity 410 again. The cooling water in the first heat exchange chamber absorbs the heat of the cooling oil in the second heat exchange chamber and then rises in temperature and is discharged from the cooling outlet.

[0155] Please continue to refer to Figure 8 , in one embodiment, the controller housing includes a notch portion 403. The notch portion 403 is located between the motor shaft 140 and the DC input interface 270, and the notch portion 403 and the AC output interface 260 are oppositely arranged along the first direction Y. Part of the heat exchanger 500 is located in the avoidance space formed by the notch portion 403. This solution can reduce the size of the oil-cooled power assembly 10 in the third direction X, thereby facilitating the reduction of the volume of the oil-cooled power assembly 10.

[0156] Please continue to refer to Figure 8 , in one embodiment, a reinforcing rib 404 is provided between the side of the motor controller 200 close to the motor 100 along the third direction X and the motor 100. The reinforcing rib 404 extends along the third direction X. The motor controller 200, the reinforcing rib 404 and the motor 100 are integrally formed. This solution is beneficial to improving the structural strength of the oil-cooled power assembly 10.

[0157] Please refer to Figures 11 to 13 , Fig.11 is a schematic structural diagram of the oil-cooled power assembly 10 provided by an embodiment of the present application, Fig.12 is Fig.11 the sectional view of the oil-cooled power assembly 10 shown in Fig.13 along AA, and

[0158] In one embodiment, the heat exchanger 500 is used to input cooling oil to the reducer 300. The reducer 300 includes a reducer input shaft 330 (as Fig.12 and Fig.13 shown). The reducer end cover 310 includes a plugging member 311, an oil guiding member 312 and a fixing hole 313 that penetrates the reducer end cover 310 along the first direction Y (as Fig.12 and Fig.13As shown, the plugging member 311 and the oil guiding member 312 are located in the fixing hole 313 (in combination with Fig.12 and Fig.13 as shown), and the plugging member 311 is fixed in the fixing hole 313 (in combination with Fig.12 and Fig.13 as shown). The input shaft 330 of the reducer is located in the accommodation cavity 410 of the reducer and is used to be fixed to the motor shaft 140 of the motor 100 (as Fig.12 shown), the plugging member 311, the oil guiding member 312 and the input shaft 330 of the reducer are arranged in sequence along the first direction Y (as Fig.12 shown), the plugging member 311 and the oil guiding member 312 are arranged at intervals along the first direction Y (not shown in the figure), and the oil guiding member 312 is used to convey the cooling oil to the input shaft 330 of the reducer.

[0159] In one embodiment, the oil guiding member 312 is used to introduce the cooling oil from the outside of the accommodation cavity 410 of the reducer into the inside of the accommodation cavity 410 of the reducer. In one embodiment, the types of the cooling oil include ethylene glycol-based cooling oil, synthetic oil, mineral oil, etc. Exemplarily, the cooling oil is ethylene glycol-based cooling oil. Wherein, the first direction Y is parallel to the axial direction of the motor shaft 140 and the axial direction of the input shaft 330 of the reducer.

[0160] In the embodiment of the present application, the plugging member 311 and the oil guiding member 312 in the reducer end cover 310 are located in the fixing hole 313, and the plugging member 311 and the oil guiding member 312 are arranged in sequence along the first direction Y with the input shaft 330 of the reducer, that is, the plugging member 311 is closer to the outside of the reducer 300 than the oil guiding member 312. The plugging member 311 fixed in the fixing hole 313 can prevent the oil guiding member 312 from having a large offset in the first direction Y, ensuring that the oil guiding member 312 can stably guide the cooling oil. The oil guiding member 312 is communicated with the accommodation cavity 410 of the reducer, and the cooling oil flows into the accommodation cavity 410 through the oil guiding member 312, so as to cool and dissipate heat from the reducer 300 in the accommodation cavity 410 of the reducer, ensuring that the components inside the oil-cooled power assembly 10 work within a suitable temperature range.

[0161] In one embodiment, there is a gap between the plugging member 311 and the oil guiding member 312, allowing a small degree of crosstalk between the two along the first direction Y, which can effectively prevent fracturing.

[0162] In the embodiment of the present application, the combination of the plugging member 311 and the oil guiding member 312 can introduce the cooling oil into the reducer 300. If the plugging member 311 and the oil guiding member 312 are combined into an integral structure, for example, by machining a structure for guiding the flow in the plugging member 311, the structure of the plugging member 311 will be too complex, increasing the processing difficulty. When the plugging member 311 is fixed to the reducer end cover 310, a relatively large pre-tightening force is generally required, making the flow guiding structure in the plugging member 311 prone to deformation under force and affecting the flow guiding effect. However, in the embodiment of the present application, the structure for guiding the flow is set as the plugging member 311 and the oil guiding member 312, which is beneficial to reducing the processing difficulty and manufacturing cost of the components. Moreover, the plugging member 311 and the oil guiding member 312 are two separate independent components, arranged at intervals between them, which can effectively reduce the acting force and wear on the oil guiding member 312, improve the service life, and ensure the flow guiding effect of the oil guiding member 312.

[0163] In the embodiment of the present application, the oil guiding member 312 can introduce the cooling oil into the oil-cooled power assembly 10, reducing the temperature of the oil-cooled power assembly 10 under the working steady state, which is beneficial to improving the working efficiency and service life of the oil-cooled power assembly 10. The plugging member 311 and the oil guiding member 312 are separately provided components. Compared with the integral structure, the former has a simplified structure, and it is more convenient to separately process the plugging member 311 and the oil guiding member 312, which is beneficial to reducing the processing difficulty and cost. The plugging member 311 and the oil guiding member 312 are separately arranged, which can effectively reduce the acting force and wear on the oil guiding member 312, improve the service life, and ensure the flow guiding effect of the oil guiding member 312.

[0164] Please refer to Fig.12 and Fig.14 , Fig.14 which is Fig.12 a partial enlarged view of the M2 part in the oil-cooled power assembly 10 shown in the figure. In one embodiment, the oil guiding member 312 includes a radially connected oil guiding member radial oil passage 3121 and an axially connected oil guiding member axial oil passage 3122 (as shown in Fig.14 ), the extending directions of the oil guiding member radial oil passage 3121 and the oil guiding member axial oil passage 3122 intersect (as shown in Fig.14 ), the oil guiding member radial oil passage 3121 is used to communicate with the heat exchanger 500 (in combination with Fig.12 and Fig.14 ), the oil guiding member axial oil passage 3122 is used to communicate with the reducer accommodation cavity 410 through the reducer input shaft 330 (as shown in Fig.14 ), the extending direction of the oil guiding member radial oil passage 3121 is parallel to the radial direction R of the reducer input shaft 330, the extending direction of the oil guiding member axial oil passage 3122 is parallel to the axial direction of the reducer input shaft 330, and the oil guiding member axial oil passage 3122 and the reducer input shaft 330 are arranged at intervals along the first direction Y.

[0165] In the embodiments of the present application, the heat exchanger 500 is used to input cooling oil into the oil-cooled powertrain 10. The cooling oil sequentially flows through the radial oil passage 3121 of the oil guiding member, the axial oil passage 3122 of the oil guiding member, and the input shaft 330 of the reducer, and then flows to the reducer accommodating cavity 410. Among them, the oil guiding member 312 is communicated with the input shaft 330 of the reducer through the axial oil passage 3122 of the oil guiding member. The extending direction of the axial oil passage 3122 of the oil guiding member is parallel to the axial direction of the input shaft 330 of the reducer, that is, the axial oil passage 3122 of the oil guiding member extends along the first direction Y, which is beneficial to reducing the flow resistance of the cooling oil in the oil guiding member 312 and the input shaft 330 of the reducer and improving the cooling efficiency.

[0166] In the embodiments of the present application, the axial oil passage 3122 of the oil guiding member and the input shaft 330 of the reducer are arranged at intervals along the first direction Y, so that the input shaft 330 of the reducer and the oil guiding member 312 are isolated from each other, which is beneficial to the rotation of the input shaft 330 of the reducer and reduces the friction between the input shaft 330 of the reducer and the oil guiding member 312.

[0167] Please continue to refer to Fig.11 and Fig.12 , in one embodiment, the input shaft 330 of the reducer is fixedly connected to the motor shaft 140. The input shaft 330 of the reducer includes a reducer shaft cavity 331 (as Fig.14 shown), the motor shaft 140 includes a motor shaft cavity 143, the reducer 300 further includes an oil pipe 340, the reducer shaft cavity 331 is used to accommodate the oil pipe 340 and part of the motor shaft 140, and the oil pipe 340 is used to communicate the oil guiding member 312 and the motor shaft cavity 143. Among them, the oil pipe 340 and the motor shaft 140 are arranged along the motor axis Y, and the oil pipe 340 is relatively fixed to the input shaft 330 of the reducer. Along the first direction Y, the reducer shaft cavity 331 penetrates through the input shaft 330 of the reducer, and the motor shaft cavity 143 penetrates through the motor shaft 140. The oil pipe 340, the oil guiding member 312, and the plugging member 311 are arranged at intervals along the first direction Y.

[0168] In the embodiment of the present application, the reducer shaft cavity 331 and the motor shaft cavity 143 both extend along the first direction Y. The through oil pipe 340 is located in the reducer shaft cavity 331 and on the side of the oil guiding member 312 away from the blocking member 311 along the first direction Y. The through oil pipe 340 communicates with the reducer accommodating cavity 410 through the reducer shaft cavity 331. The oil guiding member 312 communicates with the reducer accommodating cavity 410 through the reducer input shaft 330. The axial oil passage 3122 of the oil guiding member communicates with the motor shaft cavity 143 through the through oil pipe 340. The cooling oil can cool the reducer shaft cavity 331 and the motor shaft cavity 143 in sequence through the oil guiding member 312 and the through oil pipe 340, providing a prerequisite for cooling the internal structure of the subsequent motor 100 and expanding the cooling range of the cooling oil inside the oil-cooled power assembly 10. The through oil pipe 340 is relatively fixed to the reducer input shaft 330. Even when the reducer input shaft 330 is rotating at a high speed, the through oil pipe 340 can stably transmit the cooling oil to the motor shaft cavity 143.

[0169] In the embodiment of the present application, the blocking member 311, the oil guiding member 312, and the through oil pipe 340 are spaced apart along the first direction Y. The blocking member 311 is fixed in the fixing hole 313, enabling the oil guiding member 312 and the through oil pipe 340 to have a small displacement along the first direction Y, which is beneficial to reducing the wear between the blocking member 311 and the oil guiding member 312, and between the oil guiding member 312 and the through oil pipe 340, and improving the service life. It can also prevent the oil guiding member 312 from being damaged due to extrusion by the blocking member 311 when the blocking member 311 is sealed and fixed in the fixing hole 313.

[0170] In one embodiment, there is a gap between the axial oil passage 3122 of the oil guiding member and the through oil pipe 340 along the first direction Y. The inner diameter of the through oil pipe 340 is larger than the inner diameter of the axial oil passage 3122 of the oil guiding member. The projection of the axial oil passage 3122 of the oil guiding member along the first direction Y is located within the projection of the through oil pipe 340 along the first direction Y. Here, the projection of the axial oil passage 3122 of the oil guiding member along the first direction Y refers to the projection of the area surrounded by the inner wall of the axial oil passage 3122 of the oil guiding member along the first direction Y, and the projection of the through oil pipe 340 along the first direction Y refers to the projection of the area surrounded by the pipe wall of the through oil pipe 340 along the first direction Y.

[0171] In the embodiment of the present application, the axial oil passage 3122 of the oil guiding member and the through oil pipe 340 are arranged at intervals along the first direction Y, so that when the input shaft 330 of the reducer rotates at a high speed, the oil guiding member 312 and the through oil pipe 340 can achieve non-contact oil guiding, avoiding wear between the oil guiding member 312 and the through oil pipe 340, and further being able to avoid generating heat due to wear, enabling the cooling oil to cool and dissipate heat for the heat generating components inside the oil-cooled power assembly 10. Therefore, this embodiment can not only reduce the failure risk of the oil guiding member 312 and the through oil pipe 340, but also improve the utilization rate of the cooling oil and enhance the heat dissipation effect. In the embodiment of the present application, the inner diameter of the through oil pipe 340 is set to be larger than the inner diameter of the axial oil passage 3122 of the oil guiding member, and the projection of the through oil pipe 340 along the first direction Y covers the projection of the axial oil passage 3122 of the oil guiding member along the first direction Y, so that when the cooling oil flows from the axial oil passage 3122 of the oil guiding member to the through oil pipe 340, the flow resistance is reduced and the flow rate is increased, which is beneficial to improving the cooling efficiency of the cooling oil.

[0172] If the through oil pipe 340 is not arranged in the reducer shaft cavity 331, even if the reducer shaft cavity 331 is communicated with the motor shaft cavity 143, since there is still a certain distance between the end of the reducer input shaft 330 close to the heat exchanger 500 and the motor shaft 140 along the motor axial direction Y, when the reducer input shaft 330 rotates, it is difficult for the cooling oil to accurately flow from the reducer shaft cavity 331 into the motor shaft cavity 143, that is, the flow rate of the cooling oil entering the motor 100 is small, which has a negative impact on the cooling effect of the cooling oil on the motor 100, and further interferes with the temperature rise control of the oil-cooled power assembly 10. The through oil pipe 340 in the embodiment of the present application is used to communicate the heat exchanger with the motor shaft 140, so that the cooling oil can be introduced into the motor shaft 140, and then the components in the motor 100 can be cooled.

[0173] In the embodiment of the present application, the through oil pipe 340 is arranged in the reducer shaft cavity 331, and the through oil pipe 340 is communicated with the motor shaft cavity 143, which can accurately guide the cooling oil from the reducer shaft cavity 331 to the motor shaft cavity 143, providing a prerequisite for cooling the internal structure of the subsequent motor 100. The through oil pipe 340 is relatively fixed to the reducer input shaft 330. When the reducer input shaft 330 rotates at a high speed, the through oil pipe 340 can stably play the role of transmitting the cooling oil, which is beneficial to meeting the cooling requirements of the oil-cooled power assembly 10 under high-speed working conditions.

[0174] Please continue to refer to Fig.14, in one embodiment, the speed reducer 300 further includes a sleeve structure 301, and the sleeve structure 301 is used to sleeved on the outer peripheral side of the oil pipe 340. The sleeve structure 301, the oil guiding member 312, and the plugging member 311 are arranged along the first direction Y, and the sleeve structure 301 is fixed to the oil guiding member 312. The projection of the axial oil passage 3122 of the oil guiding member along the first direction Y is located within the projection of the sleeve structure 301 along the first direction Y. Along the radial direction R of the input shaft 330 of the speed reducer, there is a gap between the inner surface of the sleeve structure 301 facing the oil pipe 340 and the outer surface of the oil pipe 340 facing the sleeve structure 301.

[0175] In the embodiment of the present application, the sleeve structure 301 is located on the surface of the oil guiding member 312 facing the oil pipe 340 along the first direction Y. The sleeve structure 301 is sleeved outside the oil pipe 340, and along the radial direction R of the input shaft 330 of the speed reducer, the sleeve structure 301 and the oil pipe 340 are arranged at intervals, which can reduce the wear between the sleeve structure 301 and the oil pipe 340 and improve the service life of the oil guiding member 312 and the oil pipe 340.

[0176] Among them, the two ends of the sleeve structure 301 along the first direction Y are respectively communicated with the axial oil passage 3122 of the oil guiding member and the oil pipe 340. Since the size of the axial oil passage 3122 of the oil guiding member in the first direction Y is small, the guiding effect on the flow direction of the cooling oil is limited, and the axial oil passage 3122 of the oil guiding member and the oil pipe 340 are arranged at intervals in the first direction Y. By arranging the sleeve structure 301 on the side of the axial oil passage 3122 of the oil guiding member close to the oil pipe 340, when the input shaft 330 of the speed reducer rotates, part of the cooling oil leakage from the gap between the axial oil passage 3122 of the oil guiding member and the oil pipe 340 can be reduced. The sleeve structure 301 can guide the leaked cooling oil in the flow direction, and finally make the cooling oil enter the speed reducer shaft cavity 331, improve the amount of cooling oil entering the speed reducer shaft cavity 331, and further improve the amount of cooling oil entering the motor 100 from the speed reducer shaft cavity 331, comprehensively improving the cooling efficiency. By setting the sleeve structure 301 in this solution, the flow direction of the cooling oil is further guided, and the utilization rate of the cooling oil is improved.

[0177] In one embodiment, the oil guiding member 312 and the sleeve structure 301 are integrally formed. This solution is beneficial to improving the structural reliability of the oil guiding member 312, enabling the oil guiding member 312 to stably guide the flow direction of the cooling oil and avoiding the leakage of the cooling oil.

[0178] Please continue to refer to Fig.12 and Fig.14 , in one embodiment, a speed reducer end cover oil passage 314 (as Fig.14 shown) is provided in the speed reducer end cover 310. The speed reducer end cover oil passage 314 is used to communicate with the heat exchanger 500 to transport the cooling oil in the heat exchanger 500 (in combination with Fig.12 and Fig.14As shown, the oil guiding member 312 is used to connect the oil passage 314 of the reducer end cover (such as Fig.14 As shown, the projection of the oil passage 314 of the reducer end cover on the radial direction R of the input shaft 330 of the reducer and the radial oil passage 3121 of the oil guiding member overlap at least partially.

[0179] In the embodiment of the present application, both ends of the oil passage 314 of the reducer end cover are respectively connected to the heat exchanger 500 and the oil guiding member 312. Among them, the heat exchanger 500 conveys cooling oil to the oil passage 314 of the reducer end cover. Since the projection of the oil passage 314 of the reducer end cover on the radial direction R of the input shaft 330 of the reducer and the radial oil passage 3121 of the oil guiding member overlap at least partially, the cooling oil can enter the radial oil passage 3121 of the oil guiding member through the oil passage 314 of the reducer end cover, and the oil passage 314 of the reducer end cover plays a role in guiding the cooling oil. The oil guiding member 312 is connected to the input shaft 330 of the reducer, the through oil pipe 340, and the motor shaft 140. Both the input shaft 330 of the reducer and the motor shaft 140 are hollow. The oil passage 314 of the reducer end cover is also internally connected to the motor shaft 140 through the input shaft 330 of the reducer. The interior of the input shaft 330 of the reducer is used to connect the accommodating cavity 410 of the reducer, and the interior of the motor shaft 140 is used to connect the accommodating cavity 420 of the motor. The cooling oil output by the heat exchanger 500 enters the accommodating cavity 420 of the motor through the through oil pipe 340 and the cavity 143 of the motor shaft in one path, and enters the accommodating cavity 410 of the reducer through the through oil pipe 340, the motor shaft 140, and the cavity 331 of the reducer shaft in the other path.

[0180] Please continue to refer to Fig.14 In one embodiment, the reducer end cover 310 further includes a lubricating oil hole 316 for the reducer bearing, and the lubricating oil hole 316 for the reducer bearing is used to connect the oil passage 314 of the reducer end cover and the bearing chamber 315 of the reducer. The oil passage 314 of the reducer end cover, the lubricating oil hole 316 for the reducer bearing, and the bearing chamber 315 of the reducer are arranged along the first direction Y. The lubricating oil hole 316 for the reducer bearing is spaced apart from the radial oil passage 3121 of the oil guiding member along the radial direction R of the input shaft 330 of the reducer.

[0181] Among them, the input shaft 330 of the reducer is rotatably connected to the reducer end cover 310 through a reducer bearing 350. The reducer bearing 350 is located in the bearing chamber 315 of the reducer, and the bearing chamber 315 of the reducer is recessed in the direction away from the input shaft 330 of the reducer along the first direction Y.

[0182] The reducer bearing 350 is used to bear the load from the input shaft 330 of the reducer, reduce friction, and ensure the smooth operation of the reducer 300 under high-speed conditions. If the lubrication of the reducer bearing 350 is insufficient, the reducer bearing 350 may be ablated or damaged. In the embodiment of the present application, the oil passage 314 of the reducer end cover is arranged at an interval from the reducer bearing 350. A lubricating oil hole 316 for the reducer bearing is provided along the side wall of the oil passage 314 of the reducer end cover close to the reducer bearing 350 in the first direction Y. The oil passage 314 of the reducer end cover, the lubricating oil hole 316 for the reducer bearing, and the reducer bearing chamber 315 are arranged in the first direction Y, so that when the cooling oil flows through the oil passage 314 of the reducer end cover from the heat exchanger 500, part of the cooling oil will enter the reducer bearing chamber 315 through the lubricating oil hole 316 for the reducer bearing, so as to lubricate the reducer bearing 350, avoid damage to the reducer bearing 350, improve the service life, and ensure the long-term stable operation of the reducer 300. The lubricating oil hole 316 for the reducer bearing and the radial oil passage 3121 of the oil guiding member are arranged at an interval in the radial direction R of the input shaft 330 of the reducer, so that the cooling oil that has entered the radial oil passage 3121 of the oil guiding member is not affected by the lubricating oil hole 316 for the reducer bearing.

[0183] Please continue to refer to Fig.14 , in an embodiment, the projection of the lubricating oil hole 316 for the reducer bearing and the reducer bearing chamber 315 in the first direction Y at least partially overlap. Along the radial direction R of the input shaft 330 of the reducer, the distance between the lubricating oil hole 316 for the reducer bearing and the axis of the input shaft 330 of the reducer is less than the outer diameter of the reducer bearing chamber 315. The length of the lubricating oil hole 316 for the reducer bearing in the first direction Y and the length in the radial direction R of the input shaft 330 of the reducer are both less than the length of the oil passage 314 of the reducer end cover in the first direction Y.

[0184] In the embodiment of the present application, the projection of the lubricating oil hole 316 for the reducer bearing in the first direction Y and the projection of the reducer bearing chamber 315 in the first direction Y at least partially overlap, so that the cooling oil can enter the reducer bearing chamber 315 through the lubricating oil hole 316 for the reducer bearing, and then lubricate the reducer bearing 350 therein. In the radial direction R of the input shaft 330 of the reducer, the distance between the lubricating oil hole 316 for the reducer bearing and the axis of the input shaft 330 of the reducer is less than the outer diameter of the reducer bearing chamber 315, ensuring that the cooling oil will not flow into areas other than the reducer bearing chamber 315 after flowing into the lubricating oil hole 316 for the reducer bearing, and ensuring the cooling effect of the cooling oil on the reducer bearing 350. The length of the lubricating oil hole 316 for the reducer bearing in the first direction Y and the length in the radial direction R of the input shaft 330 of the reducer are both less than the length of the oil passage 314 of the reducer end cover in the first direction Y, which is beneficial to reasonably distribute the flow rate of the cooling oil and avoid too little cooling oil flowing into the input shaft 330 of the reducer and the motor shaft 140, affecting the cooling efficiency.

[0185] Please continue to refer to Figure 12 to Figure 14 , in one embodiment, the heat exchanger 500 and the reducer end cover 310 are arranged along the second direction Z (as Fig.13 shown). The reducer end cover 310, the heat exchanger 500 and the motor 100 are arranged along the first direction Y. The reducer end cover oil passage 314 includes a reducer end cover radial oil passage 3141 and a reducer end cover axial oil passage 3142 (as Fig.14 shown). The reducer end cover radial oil passage 3141 extends radially along the radial direction R of the reducer input shaft 330, and the reducer end cover axial oil passage 3142 extends axially along the reducer input shaft 330. The reducer end cover radial oil passage 3141 and the reducer end cover axial oil passage 3142 are communicated (as Fig.14 shown). The reducer end cover radial oil passage 3141 is communicated with the heat exchanger 500 through the reducer end cover axial oil passage 3142 (in combination with Fig.12 and Fig.14 shown). The reducer end cover radial oil passage 3141 is used to connect the diversion radial passage (as Fig.14 shown). The reducer end cover radial oil passage 3141 and the diversion radial oil passage at least partially overlap along the radial direction R of the reducer input shaft 330.

[0186] In the embodiment of the present application, the heat exchanger 500, the reducer end cover axial oil passage 3142 and the reducer end cover radial oil passage 3141 are communicated in sequence. Since the reducer end cover radial oil passage 3141 is located at the edge of the reducer 300 along the first direction Y, if the reducer end cover axial oil passage 3142 is not provided, the heat exchanger 500 needs to be arranged close to the edge of the reducer 300, which is likely to cause the heat exchanger 500 to fall. Therefore, this solution is beneficial to improving the structural stability of the heat exchanger 500. The reducer end cover radial oil passage 3141 is communicated with the oil guiding passage in the oil guiding member 312. The oil guiding passage includes a connected oil guiding member radial oil passage 3121 and an oil guiding member axial oil passage 3122. The projection of the reducer end cover radial oil passage 3141 on the radial direction R of the reducer input shaft 330 and the oil guiding member radial oil passage 3121 in the oil guiding passage at least partially overlap, so that the cooling oil can flow into the oil guiding member radial oil passage 3121 through the reducer end cover radial oil passage 3141.

[0187] In one embodiment, the heat exchanger 500 is spaced apart from the oil guiding member 312 and the plugging member 311 along the first direction Y respectively.

[0188] Please refer to in combination Fig.14 and Fig.18 , Fig.18 is Fig.13 a partial enlarged view of the M3 part in the oil-cooled power assembly 10 shown. In one embodiment, the reducer end cover 310 further includes a first axial limiting boss 317 (as Fig.14 and Fig.18 As shown in [figures], along the radial direction R of the input shaft 330 of the speed reducer, a first axial limiting boss 317 protrudes from the inner surface of the fixing hole 313 towards the oil guiding member 312 (as Fig.14 and Fig.18 shown), the speed reducer 300 further includes a second axial limiting boss 302 (as Fig.14 and Fig.18 shown), along the radial direction R of the input shaft 330 of the speed reducer, the second axial limiting boss 302 protrudes from the outer peripheral surface of the oil guiding member 312 towards the hole wall of the fixing hole 313 (as Fig.14 and Fig.18 shown).

[0189] Wherein, along the first direction Y, the second axial limiting boss 302 is located between the plugging member 311 and the first axial limiting boss 317 (as Fig.14 and Fig.18 shown), the first axial limiting boss 317 and the second axial limiting boss 302 are stacked along the first direction Y (as Fig.14 shown), so that the oil guiding member 312 is axially limited between the plugging member 311 and the first axial limiting boss 317 along the first direction Y.

[0190] In the embodiment of the present application, both the plugging member 311 and the oil guiding member 312 are located in the fixing hole 313, the second axial limiting boss 302 of the plugging member 311 and the oil guiding member 312 and the first axial limiting boss 317 of the fixing hole 313 are arranged in sequence along the first direction Y, the first axial limiting boss 317 and the second axial limiting boss 302 overlap along the first direction Y, which can limit the movement of the oil guiding member 312 away from the plugging member 311 along the first direction Y, that is, the combination of the plugging member 311 and the first axial limiting boss 317 implements axial limitation on the oil guiding member 312. When the oil-cooled power assembly 10 is subjected to an external force, the position of the oil guiding member 312 in the speed reducer 300 will not change significantly. In one embodiment, the second axial limiting boss 302 is spaced from the radial oil passage 3121 of the oil guiding member along the circumferential direction C of the oil guiding member 312 (as Fig.18 shown). In the embodiment of the present application, the second axial limiting boss 302 and the radial oil passage 3121 of the oil guiding member are spaced apart along the circumferential direction C of the oil guiding member 312, so that the flow of the cooling oil will not be interfered by the second axial limiting boss 302.

[0191] Please refer to Fig.19 and Fig. 20 , Fig.19 which is a schematic structural diagram of the speed reducer end cover 310 provided by an embodiment of the present application, Fig. 20 which is a schematic structural diagram of the oil guiding member 312 provided by an embodiment of the present application. In one embodiment, the first axial limiting boss 317 includes a circumferential limiting groove 3171 (as Fig.19As shown, the circumferential limiting groove 3171 along the radial direction R of the reducer input shaft 330 is recessed from the outer peripheral surface of the first axial limiting boss 317 towards the inner surface of the fixing hole 313 (as Fig.19 shown). The reducer 300 further includes a circumferential limiting boss 303. The circumferential limiting boss 303 along the radial direction R of the reducer input shaft 330 protrudes from the outer surface of the oil guiding member 312 towards the hole wall of the fixing hole 313 (as Fig. 20 shown). The circumferential limiting boss 303 is located on one side of the second axial limiting boss 302 close to the circumferential limiting groove 3171 along the first direction Y (in combination with Fig.19 and Fig. 20 shown). The circumferential limiting boss 303 is located on one side of the second axial limiting boss 302 close to the reducer input shaft 330 along the first direction Y (in combination with Fig.19 and Fig. 20 shown). The circumferential limiting boss 303 is located within the circumferential limiting groove 3171 (in combination with Fig.19 and Fig. 20 shown).

[0192] In the embodiment of the present application, the recessing direction of the circumferential limiting groove 3171 is the same as the protruding direction of the circumferential limiting boss 303. The circumferential limiting groove 3171 and the circumferential limiting boss 303 cooperate to be able to perform circumferential limiting on the oil guiding member 312, so that when the reducer 300 is in a high-speed working condition, the oil guiding member 312 is prevented from rotating significantly in the circumferential direction of the reducer input shaft 330. The circumferential limiting boss 303 is arranged close to the second axial limiting boss 302. When the circumferential limiting boss 303 is located in the circumferential limiting groove 3171, the first axial limiting boss 317 and the second axial limiting boss 302 are stacked along the first direction Y, reducing the amplitude of displacement of the oil guiding member 312 in the axial and circumferential directions of the reducer input shaft 330, and ensuring the normal and stable operation of the reducer 300.

[0193] In one embodiment, in the circumferential direction of the reducer input shaft 330, the dimension value of the bottom of the circumferential limiting groove 3171 is greater than the dimension value of the circumferential limiting boss 303 (in combination with Fig.19 and Fig. 20 shown). In the embodiment of the present application, the circumferential dimension value of the bottom of the circumferential limiting groove 3171 is greater than the circumferential dimension value of the circumferential limiting boss 303, which is convenient for installing the circumferential limiting boss 303 into the circumferential limiting groove 3171, and at the same time can reduce the wear between the circumferential limiting boss 303 and the circumferential limiting groove 3171.

[0194] In one embodiment, the first axial limiting boss 317 is provided with a plurality of circumferential limiting grooves 3171 at intervals. The oil guiding member 312 includes a plurality of circumferential limiting bosses 303, and the number of the circumferential limiting grooves 3171 is equal to that of the circumferential limiting bosses 303. In the embodiment of the present application, the cooperation between the plurality of circumferential limiting grooves 3171 and the plurality of circumferential limiting bosses 303 is beneficial to enhancing the stability of the oil guiding member 312 in the circumferential direction of the input shaft 330 of the reducer.

[0195] In one embodiment, the second axial limiting boss 302 and the circumferential limiting boss 303 are integrally formed. This solution is beneficial to enhancing the structural strength of the second axial limiting boss 302 and the circumferential limiting boss 303. Moreover, since there is no gap between the second axial limiting boss 302 and the circumferential limiting boss 303 in the first direction Y, the second axial limiting boss 302 and the first axial limiting boss 317 are stacked more closely in the first direction Y, which is beneficial to enhancing the effect of axially limiting the oil guiding member 312.

[0196] In one embodiment, the plugging member 311 and the oil guiding member 312 are made of different materials. The material of the plugging member 311 is a metal material, and the material of the oil guiding member 312 is a plastic material. In the embodiment of the present application, the plugging member 311 and the oil guiding member 312 play different roles. The plugging member 311 mainly plays the roles of sealing and axial limiting, and the material of the plugging member 311 needs to have a certain rigidity. While the oil guiding member 312 mainly plays the role of guiding the flow direction of the cooling oil, and the material of the oil guiding member 312 needs to be easy to process. This solution sets the plugging member 311 and the oil guiding member 312 to be made of different materials so that the plugging member 311 and the oil guiding member 312 can meet different usage requirements. Specifically, using a metal material for the plugging member 311 is beneficial to enhancing the rigidity of the plugging member 311 and ensuring that the cooling oil does not leak out of the oil-cooled power assembly 10 from the fixing hole 313. Using a plastic material for the oil guiding member 312 is beneficial to reducing the processing difficulty of the radial oil passage 3121 and the axial oil passage 3122 of the oil guiding member and the manufacturing cost of the oil guiding member 312.

[0197] In one embodiment, the melting point of the oil guiding member 312 is less than 80 °C. This solution is beneficial to ensuring the stability of the oil guiding member 312.

[0198] In one embodiment, the plugging member 311 is fixedly sealed with the inner wall of the fixing hole 313 in the reducer end cover 310 by threads (not shown in the figure), so that the plugging member is fixedly sealed with the reducer end cover 310. In the embodiment of the present application, the plugging member 311 can limit the movement of the oil guiding member 312 along the first direction Y towards the plugging member 311. In addition, since the plugging member 311 is hermetically connected to the fixing hole 313, the plugging member 311 can also seal the cooling oil to prevent the cooling oil from leaking out of the oil-cooled power assembly 10 through the fixing hole 313. This solution simplifies the complex structure combination of the traditional end cover, bolt and sealing ring into the plugging member 311 and the oil guiding member 312, reducing the assembly difficulty and cost.

[0199] Please refer to Figure 3 and Fig.21 , Fig.21 FIG. is a partial exploded view of the oil-cooled power assembly 10 provided by an embodiment of the present application. In one embodiment, along the first direction Y, the reducer end cover 310 and the AC output interface mounting hole 450 are arranged opposite to each other (in combination with Figure 3 and Fig.21 shown). The DC input interface mounting hole 440 and the reducer end cover 310 are arranged on the same side (as Fig.21 shown).

[0200] In the embodiment of the present application, the DC input interface mounting hole 440 and the AC output interface mounting hole 450 are arranged opposite to each other along the first direction Y, which is beneficial to avoiding electrical interference generated during the transmission of direct current and alternating current, thereby improving the safety performance. In addition, the layout between the motor controller 200 and the motor 100 is compact and regular, which is beneficial to reducing the volume of the oil-cooled power assembly 10, thereby optimizing the layout of the whole vehicle. In the embodiment of the present application, the power transmission path among the motor controller 200, the motor 100 and the reducer 300 is generally U-shaped. The DC input interface mounting hole 440 and the reducer end cover 310 are arranged on the same side along the first direction Y, conforming to the energy transmission path, which is beneficial to reducing energy loss.

[0201] Please continue to refer to Fig.21, in one embodiment, along the second direction Z, the plugging member 311 and the oil guiding member 312 are located below the DC input interface mounting hole 440. Along the first direction Y, the distance between at least one of the plugging member 311 and the oil guiding member 312 and the DC input interface mounting hole 440 is less than the distance between at least one of the plugging member 311 and the oil guiding member 312 and the AC output interface mounting hole 450. In the embodiment of the present application, in the second direction Z, the reducer 300 is located below the motor controller 200, wherein the plugging member 311 and the oil guiding member 312 are located below the DC input interface mounting hole 440, and the plugging member 311 and the oil guiding member 312 are closer to the DC input interface mounting hole 440 than the AC output interface mounting hole 450 in the first direction Y, conforming to the U-shaped power transmission path among the motor 100, the motor controller 200, and the reducer 300. This solution reasonably arranges the components inside the oil-cooled power assembly 10, which is beneficial to reducing the overall volume of the oil-cooled power assembly 10 and improving the power density.

[0202] Please continue to refer to Fig.21 , in one embodiment, the reducer end cover 310 and the controller accommodation cavity 430 are arranged along the first direction Y, and the projection of the plugging member 311 along the first direction Y does not overlap with any one of the capacitor module 220 and the power module 230. In the embodiment of the present application, if the projection of the plugging member 311 along the first direction Y at least partially overlaps with the capacitor module 220 and the power module 230, the plugging member 311 will occupy the adjacent area of the capacitor module 220 and the power module 230 along the first direction Y, thereby interfering with the energy transfer of the motor controller 200. This solution reasonably arranges the positions of the plugging member 311, the capacitor module 220, and the power module 230 to ensure that both the reducer 300 and the motor controller 200 work properly without affecting each other.

[0203] Please continue to refer to Fig.21 , in one embodiment, along the first direction Y, the projection of any one of the plugging member 311 and the oil guiding member 312 does not overlap with the power supply interface mounting hole 460. This makes the power supply interface mounting hole 460 spaced from the oil passage of the reducer 300, or makes the controller accommodation cavity where the power supply interface mounting hole 460 is located spaced from the oil guiding member 312 and the plugging member 311, so that there is enough space around the power supply interface in the power supply interface mounting hole 460 to connect with the power cord, facilitating the charging operation. This solution reasonably arranges the positions of the plugging member 311, the oil guiding member 312, and the power supply interface mounting hole 460 to ensure that both the reducer 300 and the motor controller 200 work properly without affecting each other.

[0204] Please continue to refer to Fig.21, in one embodiment, along the second direction Z and the third direction X, either the plugging member 311 or the oil guiding member 312 is arranged at intervals with the power interface mounting hole 460. In the embodiment of the present application, there is no energy transfer between the plugging member 311, the oil guiding member 312 and the power interface mounting hole 460. The plugging member 311 and the oil guiding member 312 are both arranged at intervals with the power interface mounting hole 460 in the second direction Z and the third direction X, so that there is enough space around the power interface in the power interface mounting hole 460 to connect with the power cord, facilitating the charging operation.

[0205] Please refer to Fig.12 , Figures 15 to 17 , Fig.15 which is a schematic structural diagram of the reducer input shaft 330 and the motor shaft 140 provided by an embodiment of the present application. Fig.16 is Fig.15 the sectional view of the reducer input shaft 330 and the motor shaft 140 along BB shown in Fig.17 which is a schematic structural diagram of the oil pipe 340 provided by an embodiment of the present application.

[0206] In one embodiment, along the radial direction R of the motor, the motor shaft 140 and the reducer input shaft 330 are fixedly connected by a spline 105 (combined with Fig.12 , Fig.15 and Fig.16 shown), the oil pipe 340 includes at least one spline lubricating oil hole 342 (as Fig.17 shown). The motor shaft cavity 143 is used to accommodate part of the oil pipe 340 (as Fig.12 shown). Along the radial direction R of the motor, the projected parts of the oil pipe 340, the motor shaft 140 and the reducer input shaft 330 overlap (as Fig.12 shown). The spline lubricating oil hole 342 penetrates through the oil pipe 340 along the radial direction R of the motor (as Fig.17 shown). Along the radial direction R of the motor, the projected parts of the spline lubricating oil hole 342, the motor shaft 140 and the reducer input shaft 330 overlap (combined with Fig.12 and Fig.17 shown). Wherein, the radial direction R of the motor refers to the radial direction of the motor shaft 140.

[0207] In the embodiment of the present application, splines 105 are correspondingly provided on the outer wall of part of the motor shaft 140 and the inner wall of part of the reducer shaft cavity 331. The spline of the motor shaft 140 cooperates with the spline of the reducer shaft cavity 331, so that the motor shaft 140 can transmit torque to the reducer input shaft 330 through the spline 105, thereby realizing the transmission connection between the motor shaft 140 and the reducer input shaft 330. In the following embodiments, the spline 105 can be the spline of the motor shaft 140, or the spline of the reducer input shaft 330, or the spline of the motor shaft 140 and the spline of the reducer input shaft 330.

[0208] The spline 105 may be worn when transmitting torque. To avoid failure, the spline 105 needs to be properly lubricated. In the embodiment of the present application, the oil passage pipe 340 includes at least one spline lubricating oil hole 342 for transmitting the cooling oil to the spline 105. The spline lubricating oil hole 342 penetrates the motor shaft 140 along the radial direction R of the motor. The projection parts of the spline lubricating oil hole 342, the motor shaft 140, and the reducer input shaft 330 overlap in the radial direction R of the motor, so that the cooling oil flowing into the oil passage pipe 340 can flow to the spline 105 of the motor shaft 140 and the reducer input shaft 330 through the spline lubricating oil hole 342 to lubricate the spline 105 and reduce wear.

[0209] It should be noted that in the embodiment of the present application, the projection along the radial direction R of the motor refers to the projection along the radial direction R of the motor on the projection plane perpendicular to the radial direction R of the motor. Among them, the projection plane of the projection along the radial direction R of the motor is perpendicular to the radial direction R of the motor. The projection along the axial direction Y of the motor refers to the projection along the axial direction Y of the motor on the projection plane perpendicular to the axial direction Y of the motor. Among them, the projection plane of the projection along the axial direction Y of the motor is perpendicular to the axial direction Y of the motor.

[0210] In the embodiment of the present application, the projection planes of the oil passage pipe 340, the spline lubricating oil hole 342, the motor shaft 140, and the reducer input shaft 330 along the radial direction R of the motor are the same.

[0211] In one embodiment, the spline lubricating oil hole 342 is provided in a part of the oil passage pipe 340 located in the motor shaft cavity 143.

[0212] Please continue to refer to Fig.14 and Fig.17 , in one embodiment, the oil passage pipe 340 includes at least one spline oil guiding groove 343 (as shown in Fig.17 and Fig.14 ), and the spline oil guiding groove 343 communicates with the spline lubricating oil hole 342 (as shown in Fig.17 ). Along the radial direction R of the motor, the spline oil guiding groove 343 is recessed from the outer peripheral surface of the oil passage pipe 340 away from the reducer input shaft 330 (as shown in Fig.17 ). Along the axial direction Y of the motor, the spline lubricating oil hole 342 communicates with the end face of the oil passage pipe 340 (as shown in Fig.17 ). Along the radial direction R of the motor, the projection parts of the spline oil guiding groove 343, the motor shaft 140, and the reducer input shaft 330 overlap (combined with Fig.17 and Fig.14 ). The spline 105, the spline lubricating oil hole 342, and the spline oil guiding groove 343 are arranged along the axial direction Y of the motor (combined with Fig.17 and Fig.14 ), and the spline lubricating oil hole 342 and the spline oil guiding groove 343 are adjacent along the axial direction Y of the motor (as shown in Fig.17 as shown

[0213] In the embodiment of the present application, the spline lubricating oil hole 342 is located in the motor shaft cavity 143. The main function of the spline lubricating oil hole 342 is to guide the cooling oil to the outside of the through oil pipe 340. At this time, it is necessary to further guide the flow direction of the cooling oil so that the cooling oil flowing out of the spline lubricating oil hole 342 flows to the spline 105 outside the motor shaft cavity 143. In this solution, a spline oil guiding groove 343 is arranged in the through oil pipe 340. Among them, the spline oil guiding groove 343 is communicated with the spline lubricating oil hole 342. The spline lubricating oil hole 342 and the spline oil guiding groove 343 are arranged adjacent to each other along the motor axis Y. The spline oil guiding groove 343 is recessed from the outer peripheral surface of the through oil pipe 340 towards the reducer input shaft 330, so that the spline oil guiding groove 343 can be used to transport the cooling oil flowing out of the spline lubricating oil hole 342 to the spline 105.

[0214] In the embodiment of the present application, the spline lubricating oil hole 342 is communicated with the end face of the through oil pipe 340 in the motor axis Y direction, and the spline lubricating oil hole 342 and the end face of the through oil pipe 340 form a groove. In some embodiments, the spline lubricating oil hole 342 is not communicated with the end face of the through oil pipe 340 in the motor axis Y direction. At this time, the spline lubricating oil hole 342 is an independent through hole.

[0215] Please continue to refer to Fig.17 , in one embodiment, the through oil pipe 340 includes a plurality of spline lubricating oil holes 342 and a plurality of spline oil guiding grooves 343. Each spline lubricating oil hole 342 is adjacent to and communicated with a spline oil guiding groove 343 along the motor axis Y. The plurality of spline lubricating oil holes 342 are arranged at intervals along the circumferential direction C of the motor. The plurality of spline oil guiding grooves 343 are arranged at intervals along the circumferential direction C of the motor. Along the motor axis Y, the aperture of the spline lubricating oil hole 342 is smaller than the length of the spline oil guiding groove 343. Along the circumferential direction C of the motor, the aperture of the spline lubricating oil hole 342 is smaller than the width of the spline oil guiding groove 343. Among them, the circumferential direction C of the motor refers to the circumferential direction of the motor shaft 140.

[0216] In the embodiment of the present application, a plurality of spline lubricating oil holes 342 and a plurality of spline oil guiding grooves 343 are correspondingly arranged in the through oil pipe 340. The plurality of spline lubricating oil holes 342 are arranged at intervals along the circumferential direction C of the motor. The plurality of spline oil guiding grooves 343 are arranged at intervals along the circumferential direction C of the motor, so that the cooling oil can flow to the spline 105 of the motor shaft 140 and the spline 105 of the reducer input shaft 330 from different positions, improving the lubrication effect of the cooling oil on the spline 105 and avoiding the failure of the spline 105.

[0217] In the embodiment of the present application, on the axial direction Y of the motor, the aperture of the spline lubricating oil hole 342 is set to be smaller than the length of the spline oil guiding groove 343. The relatively small aperture of the spline lubricating oil hole 342 can avoid opening an overly large through hole at the end face of the oil conveying pipe 340, improving the structural strength of the oil conveying pipe 340. The length of the spline oil guiding groove 343 on the axial direction Y of the motor is relatively large, which is conducive to the spline oil guiding groove 343 playing a role in guiding the flow direction. If the length of the spline oil guiding groove 343 is too short, it may cause the cooling oil to be difficult to flow to the spline 105. On the circumferential direction C of the motor, the width of the spline oil guiding groove 343 is set to be larger than the aperture of the spline lubricating oil hole 342, which is conducive to reducing the flow resistance of the cooling oil in the spline oil guiding groove 343.

[0218] Please continue to refer to Fig.14 and Fig.17 , in one embodiment, the oil-cooled power assembly 10 further includes a first fixing structure 344 (as shown in Fig.14 and Fig.17 ), and the oil conveying pipe 340 is hermetically fixed to the inner wall of the reducer shaft cavity 331 through the first fixing structure 344. Along the radial direction R of the motor, the oil conveying pipe 340, the first fixing structure 344, and the reducer 300 are arranged in sequence (as shown in Fig.14 ). Along the axial direction Y of the motor, the motor shaft 140 and the first fixing structure 344 are arranged at intervals (as shown in Fig.14 ), the spline 105 and the first fixing structure 344 are arranged at intervals (as shown in Fig.14 ), and the distance between the motor shaft 140 and the first fixing structure 344 is less than the distance between the spline 105 and the first fixing structure 344. The spline lubricating oil hole 342, the spline oil guiding groove 343, and the first fixing structure 344 are arranged along the axial direction Y of the motor (as shown in Fig.17 ).

[0219] In the embodiment of the present application, on the radial direction R of the motor, the first fixing structure 344 is located between the oil conveying pipe 340 and the reducer shaft cavity 331, and the oil conveying pipe 340 is fixed along the radial direction R of the motor in the reducer shaft cavity 331 through the first fixing structure 344. In one embodiment, the first fixing structure 344 is in interference fit with the inner wall of the reducer shaft cavity 331, which is conducive to keeping the oil conveying pipe 340 and the reducer shaft cavity 331 relatively fixed, enabling the oil conveying pipe 340 to stably transmit the cooling oil. On the axial direction Y of the motor, the spline lubricating oil hole 342, the spline oil guiding groove 343, and the first fixing structure 344 are arranged along the axial direction Y of the motor. There are gaps between the first fixing structure 344 and the motor shaft 140, and between the first fixing structure 344 and the spline 105, so that after the cooling oil flows through the spline lubricating oil hole 342 and the spline oil guiding groove 343, it flows to the spline 105 through the above two gaps.

[0220] Please continue to refer to Fig.14, in the embodiment of the present application, on the motor axis Y, the distance between the motor shaft 140 and the first fixing structure 344 is less than the distance between the spline 105 and the first fixing structure 344. Herein, the distance between the motor shaft 140 and the first fixing structure 344 refers to the distance between the end face of the motor shaft 140 close to the first fixing structure 344 and the first fixing structure 344. On the motor axis Y, the spline 105 is located on the side of the end face of the motor shaft 140 away from the first fixing structure 344. The flow direction of the cooling oil from the first fixing structure 344 to the spline 105 is the same as the arrangement direction of the reducer 300 and the motor 100, so that after the cooling oil flows through the spline 105, it can further cool and lubricate other components in the motor 100 along the motor axis Y, improving the cooling effect on the motor 100.

[0221] In one embodiment, the oil pipe 340 is integrally formed with the first fixing structure 344. This solution can enhance the stability of the connection between the oil pipe 340 and the reducer shaft cavity 331 in the motor radial direction R, which is beneficial for the first fixing structure 344 to stably guide the cooling oil flow to the spline 105.

[0222] Please continue to refer to Fig.14 and Fig.17 , in one embodiment, the first fixing structure 344 includes a sealing groove 3441 (as Fig.17 shown), and the sealing groove 3441 is used to accommodate the sealing ring 3442 (combined with Fig.14 and Fig.17 shown). The first fixing structure 344 is hermetically fixed to the reducer input shaft 330 through the sealing ring 3442. Along the motor radial direction R, the sealing groove 3441 is recessed from the outer peripheral surface of the first fixing structure 344 away from the reducer input shaft 330 (combined with Fig.14 and Fig.17 shown). Along the motor circumferential direction C, both the sealing groove 3441 and the first fixing structure 344 surround the oil pipe 340 in a circle (as Fig.17 shown).

[0223] In the embodiment of the present application, the sealing groove 3441 is recessed towards the oil pipe 340 along the radial direction R of the motor. A sealing ring 3442 is placed in the sealing groove 3441. In the radial direction R of the motor, the sealing ring 3442 is located between the sealing groove 3441 and the inner wall of the reducer shaft cavity 331. If the sealing effect between the first fixing structure 344 and the reducer shaft cavity 331 is not good, when the cooling oil flows to the first fixing structure 344, it may flow away from the spline 105 through the gap between the first fixing structure 344 and the reducer shaft cavity 331, resulting in impaired lubrication effect of the spline 105 and wasting of the cooling oil. The two ends of the sealing groove 3441 along the axial direction Y of the motor are fixed to the reducer shaft cavity 331 in the radial direction R of the motor. The first fixing structure 344, the sealing groove 3441 and the sealing ring 3442 are jointly used to realize the sealing and fixing of the oil pipe 340 and the input shaft 330 of the reducer, prevent relative displacement between the oil pipe 340 and the input shaft 330 of the reducer, avoid the cooling oil flowing in the direction away from the spline 105, and improve the utilization rate of the cooling oil.

[0224] In the embodiment of the present application, the area surrounded by the reducer shaft cavity 331 is generally cylindrical. The sealing groove 3441 and the first fixing structure 344 surround the oil pipe 340 in a circle along the circumferential direction C of the motor, adapting to the structural characteristics of the reducer shaft cavity 331, which is beneficial to enhancing the sealing and fixing effect between the first fixing structure 344 and the reducer shaft cavity 331.

[0225] Please continue to refer to Fig.14 and Fig.17 , in an embodiment, the oil pipe 340 includes bearing lubricating oil holes 345 (as shown in Fig.14 and Fig.17 ). Along the radial direction R of the motor, the bearing lubricating oil holes 345 penetrate through the oil pipe 340 (as shown in combination with Fig.14 and Fig.17 ). The bearing lubricating oil holes 345 are arranged at intervals with the inner wall of the reducer shaft cavity 331 (as shown in combination with Fig.14 and Fig.17 ). Along the axial direction Y of the motor, the spline lubricating oil holes 342, the first fixing structure 344 and the bearing lubricating oil holes 345 are arranged at intervals (as shown in Fig.17 ).

[0226] In the embodiments of the present application, the bearing lubricating oil hole 345 is used to convey cooling oil to the reducer bearing 350 for lubricating the reducer bearing 350. Among them, the reducer bearing 350 is used to bear the load from the reducer input shaft 330. If the lubrication of the reducer bearing 350 is insufficient, it is easy to cause ablation or damage to the reducer bearing 350, thus interfering with the normal operation of the reducer 300. In the radial direction R of the motor, the bearing lubricating oil hole 345 penetrates the through oil pipe 340, and there is a gap between the bearing lubricating oil hole 345 and the inner wall of the reducer shaft cavity 331, so that the cooling oil in the through oil pipe 340 can flow through the bearing lubricating oil hole 345 to the gap between the bearing lubricating oil hole 345 and the inner wall of the reducer shaft cavity 331, providing a prerequisite for the cooling oil to flow to the reducer bearing 350. The cooling oil flows through the bearing lubricating oil hole 345 and the spline lubricating oil hole 342 in the through oil pipe 340 in sequence. In the axial direction Y of the motor, the bearing lubricating oil hole 345, the first fixing structure 344 and the spline lubricating oil hole 342 are arranged at intervals, which can avoid crosstalk between the cooling oil flowing to the reducer bearing 350 and the cooling oil flowing to the spline 105, and improve the lubrication effect on the reducer bearing 350 and the spline 105.

[0227] Please continue to refer to Fig.14 and Fig.17 , in one embodiment, the oil-cooled powertrain 10 further includes a second fixing structure 346 (as shown in Fig.14 and Fig.17 ), the second fixing structure 346 includes at least one bearing lubricating oil groove 3461 (as shown in Fig.14 and Fig.17 ), the bearing lubricating oil hole 345 is communicated with the bearing lubricating oil groove 3461, and the through oil pipe 340 is fixed to the inner wall of the reducer shaft cavity 331 through the second fixing structure 346. Along the radial direction R of the motor, the bearing lubricating oil groove 3461 is recessed from the outer peripheral surface of the second fixing structure 346 towards the through oil pipe 340 (as shown in Fig.17 ). Along the radial direction R of the motor, the through oil pipe 340, the second fixing structure 346 and the reducer input shaft 330 are arranged in sequence (combined with Fig.14 and Fig.17 ). Along the axial direction Y of the motor, the bearing lubricating oil groove 3461 penetrates the second fixing structure 346 (as shown in Fig.17 ), and the spline lubricating oil hole 342, the first fixing structure 344, the bearing lubricating oil hole 345 and the second fixing structure 346 are arranged at intervals (combined with Fig.14 and Fig.17 ).

[0228] In the embodiment of the present application, on the motor radial direction R, the second fixing structure 346 is located between the oil pipe 340 and the reducer shaft cavity 331. The bearing lubricating oil groove 3461 is recessed towards the oil pipe 340 along the motor radial direction R. The part of the outer peripheral surface of the second fixing structure 346 except the bearing lubricating oil groove 3461 is used to fix the oil pipe 340 and the reducer shaft cavity 331. The bearing lubricating oil groove 3461 is communicated with the bearing lubricating oil hole 345, and the bearing lubricating oil groove 3461 penetrates through the second fixing structure 346 along the motor axial direction Y, so that the bearing lubricating oil groove 3461 plays a role in guiding the flow direction of the cooling oil. Specifically, after the cooling oil flows out from the bearing lubricating oil hole 345 to the gap between the oil pipe 340 and the reducer shaft cavity 331, it is then drained to the reducer bearing 350 through the bearing lubricating oil groove 3461 to lubricate the reducer bearing 350.

[0229] In one embodiment, the second fixing structure 346 and the oil pipe 340 are integrally formed. This solution can enhance the stability of the fixed connection between the oil pipe 340 and the reducer shaft cavity 331 in the motor radial direction, which is beneficial to the second fixing structure 346 to stably guide the flow direction of the cooling oil.

[0230] Please continue to refer to Fig.12 and Fig.14 , in one embodiment, along the motor axial direction Y, the length of the oil pipe 340 is less than the length of the reducer input shaft 330 (as Fig.12 shown), and the lengths of the first fixing structure 344 and the second fixing structure 346 are both less than the distance between the first fixing structure 344 and the second fixing structure 346 (as Fig.14 shown).

[0231] In the embodiment of the present application, on the motor axial direction Y, the length of the oil pipe 340 is denoted as D8 (as Fig.12 shown), the length of the reducer input shaft 330 is denoted as D9, the length of the first fixing structure 344 is denoted as D10 (as Fig.14 shown), the length of the second fixing structure 346 is denoted as D11, and the distance between the first fixing structure 344 and the second fixing structure 346 is denoted as D12.

[0232] Among them, since the oil pipe 340 and part of the motor shaft 140 are both located in the reducer shaft cavity 331, so this solution sets D8 < D9 (as Fig.12As shown in the figure, it can provide space for the reducer shaft cavity 331 to accommodate part of the motor shaft 140, and the small size of the oil pipe 340 along the motor axis Y is beneficial to cost reduction. The first fixing structure 344 and the second fixing structure 346 play similar roles in the reducer 300, both of which are to fix the oil pipe 340 to the reducer shaft cavity 331 and guide the flow direction of the cooling oil. The first fixing structure 344 and the second fixing structure 346 are both in interference fit with the reducer shaft cavity 331 to achieve mutual fixation. In this solution, D10 < D12 and D11 < D12 (as Fig.14 shown), it can reduce the assembly difficulty of the first fixing structure 344 and the second fixing structure 346 in the reducer shaft cavity 331 and is beneficial to cost reduction. In addition, the length of the second fixing structure 346 in the motor axis Y is equivalent to the length of the bearing lubricating oil groove 3461 in the motor axis Y. Therefore, setting D11 < D12 can also shorten the transmission path of the cooling oil in the bearing lubricating oil groove 3461, which is beneficial to reducing the transmission loss of the cooling oil between the bearing lubricating oil hole 345 and the reducer bearing 350.

[0233] Please continue to refer to Fig.14 , along the motor axis Y, the distance between the first fixing structure 344 and the spline lubricating oil hole 342 is less than the distance between the first fixing structure 344 and the second fixing structure 346. Along the motor axis Y, the distance between the first fixing structure 344 and the bearing lubricating oil hole 345 is greater than the distance between the first fixing structure 344 and the spline lubricating oil hole 342. In the embodiment of the present application, on the motor axis Y, the distance between the first fixing structure 344 and the spline lubricating oil hole 342 is denoted as D13, and the distance between the first fixing structure 344 and the bearing lubricating oil hole 345 is denoted as D14. In this solution, D13 < D12 and D13 < D14 (as Fig.14 shown), the distance between the first fixing structure 344 and the spline lubricating oil hole 342 is relatively small, which can shorten the cooling path of the cooling oil between the spline lubricating oil hole 342 and the first fixing structure 344 and reduce the loss of the cooling oil. While the distances between the first fixing structure 344 and the second fixing structure 346 and between the first fixing structure 344 and the bearing lubricating oil hole 345 are relatively large, which can avoid interference between the cooling oils flowing to the spline 105 and the reducer bearing 350 and is beneficial to improving the lubrication effect on the spline 105 and the reducer bearing 350.

[0234] In one embodiment, the distance between the second fixing structure 346 and the bearing lubricating oil hole 345 is greater than the distance between the first fixing structure 344 and the spline lubricating oil hole 342. In the embodiment of the present application, on the motor axis Y, the distance between the second fixing structure 346 and the bearing lubricating oil hole 345 is denoted as D15. In this solution, D13 < D15 (as Fig.14As shown, the distance between the first fixing structure 344 and the spline lubricating oil hole 342 is relatively small, which can shorten the cooling path of the cooling oil between the spline lubricating oil hole 342 and the first fixing structure 344 and reduce the loss of the cooling oil.

[0235] Please continue to refer to Fig.17 , in one embodiment, the second fixing structure 346 includes a plurality of bearing lubricating oil grooves 3461, and the plurality of bearing lubricating oil grooves 3461 are arranged at intervals along the circumferential direction C of the motor. The aperture of the bearing lubricating oil hole 345 is smaller than the length of each bearing lubricating oil groove 3461 along the axial direction Y of the motor, and the aperture of the bearing lubricating oil hole 345 is smaller than the length of each bearing lubricating oil groove 3461 along the circumferential direction C of the motor.

[0236] In the embodiment of the present application, the plurality of bearing lubricating oil grooves 3461 are spaced along the circumferential direction C of the motor on the second fixing structure 346, so that the cooling oil can flow to the reducer bearing 350 from different positions through the plurality of bearing lubricating oil grooves 3461, enhancing the lubrication effect on the reducer bearing 350. The aperture of the bearing lubricating oil hole 345 is smaller than the length of each bearing lubricating oil groove 3461 along the axial direction Y of the motor and the length of each bearing lubricating oil groove 3461 along the circumferential direction C of the motor. Among them, the aperture of the bearing lubricating oil hole 345 is relatively small, which can avoid a through hole with too large an aperture in the oil delivery pipe 340, improve the structural strength of the oil delivery pipe 340, and is beneficial to restricting the flow rate of the cooling oil flowing through the bearing lubricating oil hole 345, so that the cooling oil in the oil delivery pipe 340 is mainly used to cool the heat generating components in the reducer 300 and the motor 100. The lengths of the bearing lubricating oil grooves 3461 along the axial direction Y and the circumferential direction C of the motor are relatively large, which can ensure the guiding effect of the bearing lubricating oil hole 345 on the cooling oil, so that the cooling oil flowing through the bearing lubricating oil hole 345 can lubricate the reducer bearing 350 specifically.

[0237] Please continue to refer to Fig.14 and Fig.16 , in one embodiment, the reducer 300 includes a reduction gear 332 and a reducer bearing 350 (as Fig.14 and Fig.16 shown), the reduction gear 332 is fixed on the outer peripheral surface of the reducer input shaft 330 along the radial direction R of the motor (combined with Fig.14 and Fig.16 shown), the reducer bearing 350 is sleeved on the reducer input shaft 330 (as Fig.14 shown). Along the axial direction Y of the motor, the motor shaft 140, the reduction gear 332 and the reducer bearing 350 are arranged at intervals (as Fig.14 shown). The projection of the bearing lubricating oil hole 345 along the radial direction R of the motor overlaps with a partial projection of the reduction gear 332 along the radial direction R of the motor (as Fig.14As shown). The projection of the second fixing structure 346 along the motor radial direction R overlaps partially with the projection of the reducer bearing 350 along the motor radial direction R (as Fig.14 shown).

[0238] In the embodiment of the present application, the reduction gear 332 is used to mesh with the gear assembly in the reducer 300 and drive the gear assembly to rotate (not shown in the figure), and the gear assembly is used to be in transmission connection with the wheel and drive the wheel to rotate (not shown in the figure).

[0239] In the embodiment of the present application, the reducer bearing 350 is sleeved on the reducer input shaft 330. The reducer bearing 350 is used to bear the load applied by the reducer input shaft 330. The cooling oil can lubricate the reducer bearing 350 through the bearing lubricating oil hole 345, which is beneficial to improving the service life of the reducer bearing 350. In the motor axial direction Y, the motor shaft 140, the reduction gear 332, and the reducer bearing 350 are arranged at intervals, which can avoid interference with each other during the mechanical transmission process and ensure the normal operation of the reducer 300 and the motor 100. In the motor radial direction R, the projection of the bearing lubricating oil hole 345 overlaps partially with the projection of the reduction gear 332, and the projection of the second fixing structure 346 along the motor radial direction R overlaps partially with the projection of the reducer bearing 350 along the motor radial direction R, indicating that the reducer bearing 350 and the reduction gear 332 are adjacent to each other in the motor axial direction Y. In one embodiment, there is a gap in the reducer bearing 350, and the cooling oil flowing into the reducer bearing 350 flows to the reduction gear 332 through the gap in the reducer bearing 350. The cooling oil lubricates the reducer bearing 350 and the reduction gear 332 in sequence to ensure the normal operation of the reducer 300.

[0240] Wherein, the projection plane of the projection of the bearing lubricating oil hole 345 along the motor radial direction R is the same as the projection plane of the projection of the reduction gear 332 along the motor radial direction R, and the projection plane of the projection of the second fixing structure 346 along the motor radial direction R is the same as the projection plane of the projection of the reducer bearing 350 along the motor radial direction R.

[0241] In one embodiment, the reducer end cover 310 further includes a reducer bearing chamber 315 (as Fig.14As shown, the reducer bearing chamber 315 is recessed along the first direction Y from the reducer end cover 310 towards the direction away from the reducer input shaft 330. The reducer bearing 350 is sleeved on the reducer input shaft 330 and is located within the reducer bearing chamber 315. The reducer bearing chamber 315 communicates with the bearing lubricating oil groove 3461. In the embodiment of the present application, the cooling oil in the oil pipe 340 flows through the bearing lubricating oil holes 345 and the bearing lubricating oil groove 3461 in sequence, and then flows towards the reducer bearing chamber 315 through the gap between the reducer input shaft 330 and the reducer end cover 310 to lubricate the reducer bearing 350, avoid damage to the reducer bearing 350, extend the service life, and ensure the long-term stable operation of the reducer 300. The reducer bearing chamber 315 can also be used to temporarily store liquid, enabling better lubrication of the reducer bearing 350.

[0242] Please continue to refer to Fig.14 , in one embodiment, the reducer input shaft 330 and the reducer end cover 310 are arranged at intervals, and the oil pipe 340, the oil guiding member 312, and the plugging member 311 are arranged at intervals. Along the axial direction Y of the motor, the reduction gear 332, the reducer bearing 350, the oil guiding member 312, and the plugging member 311 are arranged at intervals.

[0243] In the embodiment of the present application, the reducer input shaft 330 and the reducer end cover 310 are arranged at intervals in the axial direction Y of the motor, providing space for arranging the oil guiding member 312 between the reducer end cover 310 and the reducer input shaft 330. The plugging member 311 and the oil guiding member 312 are arranged at intervals along the axial direction Y of the motor, which can effectively reduce the acting force and wear on the oil guiding member 312, extend the service life, and ensure the diversion effect of the oil guiding member 312. The reduction gear and the reducer bearing 350 are arranged at intervals in the axial direction Y of the motor, which can avoid wear between the reduction gear and the reducer bearing 350 and extend the service life. The reduction gear 332, the reducer bearing 350, the oil guiding member 312, and the plugging member 311 are arranged at intervals, so that even if there are design tolerances, it will not affect the assembly of the above structures, reducing the design and assembly difficulty.

[0244] Please refer to Figure 22 to Figure 24 , Fig. 22 is a schematic structural diagram of the oil-cooled power assembly 10 provided by an embodiment of the present application, Fig.23 is Fig. 22 a sectional view of the oil-cooled power assembly 10 shown along CC, Fig.24 is Fig.23 a partial enlarged view of part M4 of the oil-cooled power assembly 10 shown.

[0245] In one embodiment, the motor 100 includes a motor rotor 190 and a motor bearing 180 (as shown in combination with Figure 22 to Figure 24 ), the motor end cover 110 and the motor rotor 190 are arranged at intervals along the axial direction Y of the motor (such as Fig.23as shown). The motor end cover 110 includes a motor shaft hole 111 (as Fig.24 shown), and the motor shaft hole 111 is used to accommodate the motor bearing 180 and part of the motor shaft 140 (in combination with Fig.23 and Fig.24 shown). The motor bearing 180 is sleeved on the motor shaft 140 (as Fig.23 and Fig.24 shown). The motor shaft 140 is rotatably connected to the motor end cover 110 through the motor bearing 180. The motor shaft 140 includes at least one motor bearing lubricating oil hole 144 (as Fig.24 shown). Along the motor axial direction Y, the motor shaft hole 111 penetrates through the motor end cover 110. Along the motor radial direction R, the motor bearing lubricating oil hole 144 penetrates through the motor shaft 140 (as Fig.24 shown). Along the motor axial direction Y, the motor bearing lubricating oil hole 144, the motor bearing 180, and the motor rotor 190 are arranged at intervals (in combination with Fig.23 and Fig.24 shown).

[0246] In the embodiment of the present application, the motor rotor 190 is fixedly connected to the motor shaft 140 and rotatably connected to the motor end cover 110, so that the motor shaft 140 rotates relative to the motor end cover 110 following the motor rotor 190. The motor stator 120 is rotatably connected to the motor shaft 140, so that the motor shaft 140 can rotate relative to the motor stator 120, converting electrical energy into mechanical energy. The output end of the motor shaft 140 is used to transmit mechanical energy. In the embodiment of the present application, the motor winding 130 is the winding in the motor stator 120. In one embodiment, the motor winding 130 further includes the winding in the motor rotor, or the winding of the motor stator and the winding of the motor rotor.

[0247] In the embodiment of the present application, the motor bearing 180 is sleeved on the outer side of the motor shaft 140, and the space surrounded by the inner side of the motor shaft 140 forms a motor shaft cavity 143. Among them, the motor bearing 180 is used to bear the load from the motor shaft 140, reduce friction, and ensure the stable operation of the motor 100 under high-speed working conditions. If the lubrication of the motor bearing 180 is insufficient, the motor bearing 180 may be ablated or damaged. In the embodiment of the present application, the motor bearing lubricating oil hole 144 penetrates through the motor shaft 140 along the motor radial direction R, and the motor bearing lubricating oil hole 144 is communicated with the motor shaft cavity 143, so that the cooling oil in the motor shaft cavity 143 can be transported to the motor bearing 180 outside the motor shaft 140 through the motor bearing lubricating oil hole 144. In one embodiment, the motor bearing 180 includes steel balls and a collar, the steel balls are movably arranged in the collar, and the cooling oil enters the gap between the steel balls and the collar through the motor bearing lubricating oil hole 144, which is beneficial to reducing the wear between the steel balls and the collar, and further improving the service life of the motor bearing 180.

[0248] In one embodiment, the motor shaft cavity 143 communicates with the heat exchanger 500 in the vehicle through the reducer shaft cavity 331. The heat exchanger is used to deliver cooling oil to the motor shaft cavity 143, and the cooling oil enters the motor shaft cavity 143 through the oil pipe 340 in the reducer shaft cavity 331. Since the heat exchanger 500 is arranged on the side of the motor rotor 190 away from the motor bearing 180 along the motor axial direction Y, if the motor bearing lubricating oil hole 144 is not opened in the motor shaft 140, to achieve the lubrication of the motor bearing 180, it is necessary to increase the flow rate or velocity of the cooling oil in the motor 100, and use the cooling oil on the side of the motor bearing 180 close to the motor rotor 190 along the motor axial direction Y for cooling and lubrication. Since the amount of cooling oil used increases, the cost will increase, and the increased cooling oil is difficult to accurately flow to the motor bearing 180, resulting in poor lubrication effect. In the embodiment of the present application, by opening the penetrating motor bearing lubricating oil hole 144 on the motor shaft 140, the cooling oil can be delivered from the motor shaft cavity 143 inside the motor shaft 140 to the motor bearing 180 outside the motor shaft 140 through the motor bearing lubricating oil hole 144. Without increasing the amount of cooling oil used, the motor bearing 180 can be effectively lubricated, thereby avoiding the ablation or damage of the motor bearing 180 due to insufficient lubrication and ensuring the normal operation of the motor 100.

[0249] In the embodiment of the present application, the motor bearing lubricating oil hole 144 can be used to deliver the cooling oil to the motor bearing 180, effectively lubricate the motor bearing 180, and improve the service life of the motor bearing 180 and the working performance of the motor 100. The amount of cooling oil used is small, which is beneficial to reducing the cost, and the cooling oil plays the roles of both cooling and lubrication at the same time, which is beneficial to improving the utilization rate of the cooling oil.

[0250] Please continue to refer to Fig.24 , in one embodiment, the motor 100 further includes a bearing wave washer 182. The bearing wave washer 182 is sleeved on the motor shaft 140. The bearing wave washer 182 has a gap, and the gap of the bearing wave washer 182 is used to communicate the motor bearing lubricating oil hole 144 with the motor bearing 180. The bearing wave washer 182, the motor bearing 180 and the motor rotor 190 are arranged along the motor axial direction Y, and the bearing wave washer 182 is adjacent to the motor bearing 180. The projection of the motor bearing lubricating oil hole 144 along the motor radial direction R is located within the projection of the bearing wave washer 182 along the motor radial direction R.

[0251] In the embodiment of the present application, the bearing wave washer 182 is a corrugated washer. The motor bearing 180 and the bearing wave washer 182 are arranged along the axial direction Y of the motor, so that the bearing wave washer 182 can bear the axial force from the motor bearing 180, eliminate noise and vibration, and improve the performance of the motor. There is a gap in the bearing wave washer 182. In the radial direction R of the motor, the projection of the motor bearing lubricating oil hole 144 is located within the projection of the bearing wave washer 182. After the cooling oil in the motor shaft cavity 143 flows out of the motor bearing lubricating oil hole 144, it can then flow to the gap of the bearing wave washer 182 and the motor bearing 180 in sequence. Herein, the projection of the motor bearing lubricating oil hole 144 refers to the projection of the area surrounded by the motor bearing lubricating oil hole 144. The bearing wave washer 182 is arranged close to the motor bearing 180 along the axial direction Y of the motor, which is beneficial to shortening the transmission path of the cooling oil between the motor bearing lubricating oil hole 144 and the motor bearing 180 and reducing losses.

[0252] Please continue to refer to Fig.24 , in an embodiment, the motor shaft 140 includes a plurality of motor bearing lubricating oil holes 144, and the plurality of motor bearing lubricating oil holes 144 are arranged at intervals along the circumferential direction C of the motor. The aperture of each motor bearing lubricating oil hole 144 along the axial direction Y of the motor is smaller than the length of the bearing wave washer 182 along the axial direction Y of the motor. Along the circumferential direction C of the motor, the aperture of each motor bearing lubricating oil hole 144 is smaller than the distance between two adjacent motor bearing lubricating oil holes 144.

[0253] In the embodiment of the present application, a plurality of motor bearing lubricating oil holes 144 are arranged at intervals on the motor shaft 140, so that the amount of cooling oil delivered to the motor bearing 180 increases, and different parts of the motor bearing 180 can be lubricated, avoiding local lubrication deficiency of the motor bearing 180. Exemplarily, the number of the motor bearing lubricating oil holes 144 can be 2, 3, 4 or other positive integers greater than 1. Along the axial direction Y of the motor, the aperture of the motor bearing lubricating oil hole 144 is smaller than the length of the bearing wave washer 182, ensuring that the cooling oil flowing through the motor bearing lubricating oil hole 144 can flow into the gap of the bearing wave washer 182 and improving the utilization rate of the cooling oil. Along the circumferential direction C of the motor, the aperture of the motor bearing lubricating oil hole 144 is smaller than the distance between two adjacent motor bearing lubricating oil holes 144. The aperture of the motor bearing lubricating oil hole 144 is set in a relatively small range, avoiding opening too large through holes on the motor shaft 140 and improving the structural strength of the motor shaft 140. The distance between two adjacent motor bearing lubricating oil holes 144 is set in a relatively large range, which is equivalent to restricting the number of the motor bearing lubricating oil holes 144, and can avoid too much cooling oil flowing out of the motor shaft cavity 143 from the motor bearing lubricating oil holes 144, ensuring the cooling and lubrication effects of the cooling oil on other devices in the motor 100.

[0254] In one embodiment, a plurality of motor bearing lubricating oil holes 144 are arranged at equal intervals along the circumferential direction C of the motor. This solution is beneficial to ensuring the dynamic balance performance of the motor shaft 140.

[0255] Please continue to refer to Fig.23 and Fig.24 , in one embodiment, the motor 100 further includes a resolver sensor stator 170. The resolver sensor stator 170 and the motor bearing 180 are both sleeved on the motor shaft 140 and located within the motor shaft hole 111 (as shown in Fig.23 and Fig.24 ). The resolver sensor stator 170, the motor bearing 180, and the motor stator 120 are arranged along the axial direction of the motor shaft 140 (as shown in combination with Fig.23 and Fig.24 ). The resolver sensor stator 170, the motor shaft 140, the motor bearing 180, and the hole wall of the motor shaft hole 111 enclose a motor bearing chamber 181 (as shown in Fig.24 ). The motor bearing lubricating oil hole communicates with the motor bearing chamber 181 (as shown in Fig.24 ).

[0256] In the embodiment of the present application, the motor bearing 180 and the bearing wave washer are located within the motor bearing chamber 181. The motor bearing lubricating oil hole communicates with the motor bearing chamber 181. The cooling oil can enter the motor bearing chamber 181 through the motor bearing lubricating oil hole and contact the motor bearing 180 to lubricate the motor bearing 180, avoid damage to the motor bearing 180, extend the service life, and ensure the long-term stable operation of the motor 100. Moreover, the motor bearing chamber 181 can also be used for temporarily storing liquid, enabling better lubrication of the motor bearing 180.

[0257] Please continue to refer to Fig.23 and Fig.24 , in one embodiment, the motor shaft 140 further includes at least one rotor shunt hole 145 (as shown in Fig.23 ). Among them, along the radial direction R of the motor, the rotor shunt hole 145 penetrates through the motor shaft 140, and the projection of the rotor shunt hole 145 at least partially overlaps with the projection of the motor rotor 190 (as shown in Fig.23 ). Along the axial direction Y of the motor, the motor bearing lubricating oil holes 144, the motor bearing 180, and the rotor shunt hole 145 are arranged at intervals (as shown in combination with Fig.23 and Fig.24 ). The aperture of the rotor shunt hole 145 is larger than the aperture of the motor bearing lubricating oil hole 144 (as shown in combination with Fig.23 and Fig.24 ).

[0258] In the embodiments of the present application, the motor rotor 190 is sleeved outside the motor shaft 140. The rotor shunt hole 145 penetrates the motor shaft 140 along the motor radial direction R. The rotor shunt hole 145 communicates with the motor shaft cavity 143. In the motor radial direction R, the projection of the rotor shunt hole 145 and the projection of the motor rotor 190 at least partially overlap, so that the cooling oil in the motor shaft cavity 143 can be transported to the motor rotor 190 outside the motor shaft 140 through the rotor shunt hole 145 to cool the motor rotor 190. Wherein, the projection of the rotor shunt hole 145 in the motor radial direction R refers to the projection of the area surrounded by the rotor shunt hole 145 in the motor radial direction R. When the motor 100 runs at a high speed, the motor rotor 190 generates a large amount of heat and needs to be cooled. In this solution, the motor bearing lubricating oil hole 144 and the rotor shunt hole 145 are simultaneously provided on the motor shaft 140, and the aperture of the rotor shunt hole 145 is larger than the aperture of the motor bearing lubricating oil hole 144, so that when the motor 100 is in a high-speed working condition, the cooling oil mainly cools the motor rotor 190 through the rotor shunt hole 145. When the motor 100 is in a low-speed working condition, part of the cooling oil can lubricate the motor bearing 180 through the motor bearing lubricating oil hole 144, taking into account the cooling and lubrication requirements of the motor 100 in different situations and improving the working performance of the motor 100.

[0259] Please continue to refer to Fig.23 , in one embodiment, the motor rotor 190 includes a rotor end plate 191 and a rotor core 192. The rotor end plate 191 and the rotor core 192 are both sleeved on the motor shaft 140. Along the motor axial direction Y, the rotor end plates 191 are arranged on both sides of the rotor core 192. Wherein, the rotor end plate 191 includes an end plate shaft hole (not shown in the figure) that penetrates the rotor end plate 191 along the motor axial direction Y. A rotor oil passage is provided in the rotor core 192. The end plate shaft hole is used to communicate the rotor oil passage and the rotor shunt hole 145. The projection of the end plate shaft hole in the motor radial direction R covers the projection of the rotor shunt hole 145 in the motor radial direction R. In one embodiment, the end plate shaft hole is also used to adjust the dynamic balance of the motor rotor 190, and the rotor end plate 191 can also be called a dynamic balance end plate. In one embodiment, the rotor end plate 191 is used to axially position the rotor core 192.

[0260] Please continue to refer to Fig.23 and Fig.24 , in one embodiment, the motor shaft 140 includes a plurality of motor bearing lubricating oil holes 144 and a plurality of rotor shunt holes 145 (as shown in combination with Fig.23 and Fig.24 ), and the plurality of motor bearing lubricating oil holes 144 are arranged at intervals along the motor circumferential direction C (as shown in Fig.24 ). The total length of the apertures of the plurality of motor bearing lubricating oil holes 144 is less than the total length of the apertures of the plurality of rotor shunt holes 145 (as shown in combination with Fig.23 and Fig.24 as shown

[0261] In an embodiment of the present application, a plurality of rotor shunt holes 145 are provided in the motor shaft 140, so that the amount of cooling oil delivered to the motor rotor 190 increases, and different parts of the motor rotor 190 can be cooled, avoiding local overheating of the motor rotor 190. The total length of the apertures of the plurality of motor bearing lubricating oil holes 144 is set to be less than the total length of the apertures of the plurality of rotor shunt holes 145, which can achieve reasonable distribution of the cooling oil and avoid insufficient cooling of the motor rotor 190 due to excessive cooling oil being used to lubricate the motor bearing 180.

[0262] In one embodiment, the ratio of the aperture of each rotor shunt hole 145 to the aperture of each motor bearing lubricating oil hole 144 is greater than or equal to 2 and less than or equal to 4.

[0263] In an embodiment of the present application, the apertures of the rotor shunt holes 145 and the motor bearing lubricating oil holes 144 are set in the range of greater than or equal to 2 and less than or equal to 4. Relatively more cooling oil can flow out through the rotor shunt holes 145. When the motor 100 is in a high-speed working condition, the cooling oil mainly cools the motor rotor 190 through the rotor shunt holes 145. When the motor 100 is in a low-speed working condition, a small part of the cooling oil can lubricate the motor bearing 180 through the motor bearing lubricating oil holes 144.

[0264] Please continue to refer to Fig.24 , in one embodiment, the motor 100 further includes a shaft hole plugging member 146. Among them, the shaft hole plugging member 146 includes a radial sealing portion 1461 and a lubricating oil circulation portion 1462. Along the motor radial direction R, the radial sealing portion 1461 is used for sealing and fixing with the inner wall of the motor shaft cavity 143. The radial sealing portion 1461, the lubricating oil circulation portion 1462, and the rotor shunt holes 145 are arranged along the motor axial direction Y, and the lubricating oil circulation portion 1462 is fixed to the radial sealing portion 1461. Along the motor radial direction R, the lubricating oil circulation portion 1462 is spaced from the inner wall of the motor shaft cavity 143, and the projection of the motor bearing lubricating oil hole 144 along the motor radial direction R is located within the projection of the lubricating oil circulation portion 1462 along the motor radial direction R.

[0265] In the embodiment of the present application, the shaft hole plugging member 146 includes a radially sealed portion 1461 and a lubricating oil circulation portion 1462 that are fixed to each other. In the axial direction Y of the motor, the radially sealed portion 1461 is located on the side of the lubricating oil circulation portion 1462 away from the rotor shunt hole 145. Among them, the radially sealed portion 1461 is fixedly sealed with the inner wall of the motor shaft cavity 143 to prevent the cooling oil from flowing out of the motor shaft cavity 143 along the axial direction Y of the motor without flowing to the motor bearing lubricating oil hole 144. The lubricating oil circulation portion 1462 has a gap with the inner wall of the motor shaft cavity 143 in the radial direction R of the motor. The projection of the lubricating oil circulation portion 1462 along the radial direction R of the motor covers the projection of the motor bearing lubricating oil hole 144 along the radial direction R of the motor, so that the cooling oil in the motor shaft cavity 143 can flow to the motor bearing lubricating oil hole 144 through the gap between the lubricating oil circulation portion 1462 and the inner wall of the motor shaft cavity 143 when flowing through the shaft hole plugging member 146. In the embodiment of the present application, by providing the shaft hole plugging member 146 in the motor shaft cavity 143, the flow resistance of the cooling oil flowing to the motor bearing lubricating oil hole 144 can be increased, and the aperture of the motor shaft 140 corresponding to the motor bearing lubricating oil hole 144 in the radial direction R of the motor can be reduced, so as to control the flow rate of the cooling oil for lubricating the motor bearing 180, and at the same time block the cooling oil in the motor shaft cavity 143 from directly flowing out of the motor shaft cavity 143 along the axial direction Y of the motor. In addition, the shaft hole plugging member 146 can also prevent foreign objects from entering the motor shaft cavity 143.

[0266] In one embodiment, the radially sealed portion 1461 and the lubricating oil circulation portion 1462 are integrally formed. This solution is beneficial to enhancing the structural strength of the shaft hole plugging member 146.

[0267] Please continue to refer to Fig.23 and Fig.24 , in one embodiment, along the radial direction R of the motor, the distance between the lubricating oil circulation portion 1462 and the inner wall of the motor shaft cavity 143 is smaller than the aperture of the motor bearing lubricating oil hole 144 (as Fig.24 shown), and the distance between the lubricating oil circulation portion 1462 and the inner wall of the motor shaft cavity 143 is smaller than the aperture of the rotor shunt hole 145 (combined with Figure 23 and Figure 24 shown). The length of the lubricating oil circulation portion 1462 along the axial direction Y of the motor is greater than the aperture of the motor bearing lubricating oil hole 144 (as Figure 24 shown).

[0268] In the embodiments of the present application, the lubricating oil flow passage 1462 is spaced from the inner wall of the motor shaft cavity 143 in the radial direction R of the motor. The gap between the lubricating oil flow passage 1462 and the inner wall of the motor shaft cavity 143 in the radial direction R of the motor is smaller than the aperture of the lubricating oil hole 144 of the motor bearing and the aperture of the rotor shunt hole 145, so that the lubricating oil flow passage 1462 restricts the flow of the cooling oil flowing towards the motor bearing 180, avoiding excessive cooling oil flowing through the lubricating oil hole 144 of the motor bearing. The length of the lubricating oil flow passage 1462 along the axial direction Y of the motor is greater than the aperture of the lubricating oil hole 144 of the motor bearing, so that before the cooling oil flows into the lubricating oil hole 144 of the motor bearing, the gap between the lubricating oil flow passage 1462 and the inner wall of the motor shaft cavity 143 is first filled, and then flows into the lubricating oil hole 144 of the motor bearing.

[0269] Please continue to refer to Figure 23 and Figure 24 , in one embodiment, along the axial direction Y of the motor, the distance between the rotor shunt hole 145 and the lubricating oil flow passage 1462 is greater than the length of the lubricating oil flow passage 1462 (in combination with Figure 23 and Figure 24 shown), and the distance between the rotor shunt hole 145 and the lubricating oil flow passage 1462 is greater than the distance between the lubricating oil flow passage 1462 and the motor bearing 180 (in combination with Figure 23 and Figure 24 shown).

[0270] In the embodiments of the present application, the length of the lubricating oil flow passage 1462 along the axial direction Y of the motor is set to be relatively small, which can avoid the lubricating oil flow passage 1462 occupying too large a size in the axial direction Y of the motor. If the length of the lubricating oil flow passage 1462 is greater than the distance between the rotor shunt hole 145 and the lubricating oil flow passage 1462, it will make it difficult for the cooling oil to flow into the lubricating oil hole 144 of the motor bearing whether in high-speed working conditions or low-speed working conditions, thus affecting the lubrication of the motor bearing 180. The distance between the lubricating oil flow passage 1462 and the motor bearing 180 along the axial direction Y of the motor is set to be relatively small, which can shorten the transmission path of the cooling oil between the lubricating oil flow passage 1462 and the motor bearing 180, and is beneficial to reducing the loss of the cooling oil on the transmission path.

[0271] The oil-cooled power assembly and the electric vehicle provided by the embodiments of the present application have been introduced in detail above. Specific examples are used in this article to elaborate on the principle and embodiments of the present application. The description of the above embodiments is only used to help understand the method and its core idea of the present application; at the same time, for those of ordinary skill in the art, according to the idea of the present application, there will be changes in the specific embodiments and the scope of application. In summary, the content of this specification should not be construed as a limitation to the present application.

Claims

1. An oil-cooled powertrain, characterized in that, The oil-cooled powertrain includes an integrated housing, a reducer, a motor, a reducer end cover, and an oil passage pipe. The integrated housing includes a reducer accommodation cavity for accommodating the reducer. The reducer includes a reducer input shaft, and the motor includes a motor shaft. The reducer input shaft is fixedly connected to the motor shaft. The reducer input shaft includes a reducer shaft cavity. The reducer end cover and the integrated housing are arranged along the axial direction of the motor. The reducer end cover includes an oil guiding member and a fixing hole penetrating the reducer end cover along the axial direction of the motor. The oil guiding member is detachably fixed in the fixing hole. The reducer shaft cavity axially penetrates the reducer input shaft along the axial direction of the motor. The motor shaft includes a motor shaft cavity that axially penetrates the motor shaft along the axial direction of the motor. The reducer shaft cavity is used to accommodate the oil passage pipe and a part of the motor shaft. The oil passage pipe is used to receive cooling oil through the oil guiding member. The oil guiding member includes a radially communicating oil guiding member radial oil passage and an axially communicating oil guiding member axial oil passage. The oil guiding member axial oil passage is used to connect the oil guiding member radial oil passage and the oil passage pipe. Wherein: The oil passage pipe is relatively fixed to the reducer input shaft and is located in the reducer accommodation cavity. The oil passage pipe and the motor shaft are arranged in sequence along a first direction. The oil guiding member axial oil passage extends along the first direction and is spaced from the oil passage pipe. The inner diameter of the oil guiding member axial oil passage is smaller than the inner diameter of the oil passage pipe.

2. The oil-cooled power assembly according to claim 1, wherein Along the radial direction of the motor, the motor shaft and the reducer input shaft are fixedly connected by splines. The oil passage pipe includes at least one spline lubricating oil hole. The motor shaft cavity is used to accommodate a part of the oil passage pipe. Along the radial direction of the motor, the projections of the oil passage pipe, the motor shaft, and the reducer input shaft partially overlap. The spline lubricating oil hole axially penetrates the oil passage pipe along the radial direction of the motor. Along the radial direction of the motor, the projections of the spline lubricating oil hole, the motor shaft, and the reducer input shaft partially overlap.

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

4. The oil-cooled power assembly according to claim 3, characterized in that, The oil passage pipe includes a plurality of spline lubricating oil holes and a plurality of the spline oil guiding grooves. Each spline lubricating oil hole is adjacent to and communicates with a spline oil guiding groove along the axial direction of the motor. The plurality of spline lubricating oil holes are arranged at intervals along the circumferential direction of the motor. The plurality of spline oil guiding grooves are arranged at intervals along the circumferential direction of the motor. Along the axial direction of the motor, the aperture of the spline lubricating oil hole is smaller than the length of the spline oil guiding groove. In the circumferential direction of the motor, the aperture of the spline lubricating oil hole is smaller than the width of the spline oil guiding groove.

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

6. The oil-cooled power assembly according to claim 1, wherein, The oil-cooled power assembly further includes a first fixing structure, the first fixing structure includes a sealing groove for accommodating a sealing ring, and the first fixing structure is hermetically fixed to the input shaft of the reducer through the sealing ring; In the radial direction of the motor, the sealing groove is recessed from the outer peripheral surface of the first fixing structure away from the input shaft of the reducer; In the circumferential direction of the motor, both the sealing groove and the first fixing structure surround the through oil pipe in a circle.

7. The oil-cooled power assembly according to claim 5, wherein, The through oil pipe includes a bearing lubricating oil hole; In the radial direction of the motor, the bearing lubricating oil hole penetrates through the through oil pipe, and the bearing lubricating oil hole is arranged at intervals from the inner wall of the reducer shaft cavity; In the axial direction of the motor, the spline lubricating oil hole, the first fixing structure and the bearing lubricating oil hole are arranged at intervals.

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

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

10. The oil-cooled power assembly according to claim 8, wherein The second fixing structure includes a plurality of the bearing lubricating oil grooves, and the plurality of bearing lubricating oil grooves are arranged at intervals in the circumferential direction of the motor; The aperture of the bearing lubricating oil hole is smaller than the length of each bearing lubricating oil groove along the axial direction of the motor, and the aperture of the bearing lubricating oil hole is smaller than the length of each bearing lubricating oil groove along the circumferential direction of the motor.

11. The oil-cooled power assembly according to claim 8, characterized in that, The speed reducer includes reduction gears and a speed reducer bearing. The reduction gears are fixed to the outer peripheral surface of the speed reducer input shaft along the radial direction of the motor, and the speed reducer bearing is sleeved on the speed reducer input shaft; Along the axial direction of the motor, the motor shaft, the reduction gears and the speed reducer bearing are arranged at intervals; The projection of the bearing lubricating oil hole along the radial direction of the motor overlaps with a partial projection of the reduction gears along the radial direction of the motor; The projection of the second fixing structure along the radial direction of the motor partially overlaps with the projection of the speed reducer bearing along the radial direction of the motor.

12. The oil-cooled power assembly according to claim 11, wherein, The speed reducer input shaft is rotatably connected to the speed reducer end cover through the speed reducer bearing. The speed reducer end cover, the speed reducer input shaft and the motor shaft are arranged along the axial direction of the motor. The speed reducer end cover further includes a plugging member. Along the axial direction of the motor, the fixing hole penetrates through the speed reducer end cover. The plugging member and the oil guiding member are located in the fixing hole, and the oil guiding member is used for communicating the speed reducer input shaft and the oil pipe; Along the axial direction of the motor, the speed reducer input shaft and the speed reducer end cover are arranged at intervals, and the oil pipe, the oil guiding member and the plugging member are arranged at intervals; Along the axial direction of the motor, the reduction gears, the speed reducer bearing, the oil guiding member and the plugging member are arranged at intervals.

13. The oil-cooled powertrain according to claim 1, wherein The oil-cooled power assembly includes an integrated housing and a motor end cover. The integrated housing includes a speed reducer accommodation cavity and a motor accommodation cavity. The motor accommodation cavity is used for accommodating the motor, and the speed reducer accommodation cavity is used for accommodating the speed reducer. Along a first direction, the motor accommodation cavity penetrates through the integrated housing and communicates with the speed reducer accommodation cavity. The first direction is parallel to the axial direction of the motor. Along the first direction, the motor end cover and the speed reducer end cover are respectively arranged on both sides of the motor; the oil pipe and the speed reducer are located in the speed reducer accommodation cavity, the oil pipe communicates with the speed reducer accommodation cavity, and the motor shaft cavity communicates with the motor accommodation cavity.

14. The oil-cooled power assembly according to claim 13, wherein, The integrated housing includes a controller accommodation cavity, a DC input interface mounting hole and an AC output interface mounting hole. The controller accommodation cavity is used for accommodating a motor controller. The controller accommodation cavity and the motor accommodation cavity are arranged along a second direction. The second direction is perpendicular to the first direction. The speed reducer end cover further includes a plugging member. The plugging member is located in the fixing hole, where: Along the first direction, the DC input interface mounting hole and the AC output interface mounting hole respectively penetrate through the integrated housing and communicate with the controller accommodation cavity. The DC input interface mounting hole and the AC output interface mounting hole are arranged opposite to each other. The distance between any one of the oil pipe, the oil guiding member and the plugging member and the DC input interface mounting hole is smaller than the distance between any one of the oil pipe, the oil guiding member and the plugging member and the AC output interface mounting hole.

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

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