A vehicle powertrain

Abstract

The present application relates to a kind of vehicle power assembly, including motor shell, middle shell and rear shell;Motor shell is provided with motor cavity and first pinion cavity, middle shell is provided with second pinion cavity, rear shell is provided with third pinion cavity, motor cavity, second pinion cavity and third pinion cavity are communicated;It further includes oil delivery assembly;Motor shell is provided with oil inlet main road, first oil branch and second oil branch are communicated with the first oil branch and the second oil branch of oil inlet main road, and the output end of oil inlet main road is communicated with the output end of oil delivery assembly, and the output end of first oil branch is communicated to motor cavity;The output end of second oil branch is communicated to first pinion cavity;Middle shell is provided with intermediate oil passage communicated with second oil branch, and the other end of intermediate oil passage is provided with oil pipe extending to rear shell.The present application adopts the mode of common oil cooling lubrication, reduces the number of oil delivery assembly, oil passage adopts oil channel in shell, shortens the length of oil passage, reduces the volume required to be occupied by oil passage to reduce the volume of power assembly, more match adapt to the use condition of heavy load vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle components, and more specifically, to a vehicle powertrain. Background Technology

[0002] With increasing environmental protection requirements and the development of energy-saving vehicle technology, the application of hybrid electric vehicle technology has gradually expanded to heavy-duty vehicles. However, due to the significant increase in load, the hybrid powertrains of ordinary new energy passenger cars are not suitable for the operating conditions of heavy-duty vehicles. For example, the P23 drive configuration in heavy-duty vehicles, as shown in the publication number "CN219191895U", has a complex gear shaft structure. Therefore, whether it is to ensure the cooling of the motor and the lubrication of the gear shafts or the layout of the gear shafts, the powertrain housing needs to be larger to accommodate all the gear shafts and arrange the oil circuits that meet the cooling requirements. However, the increased housing volume makes the entire assembly unable to meet the space constraints of the vehicle's engine compartment. Summary of the Invention

[0003] To overcome the problem of the large housing volume of the aforementioned powertrain, the present invention provides a vehicle powertrain with a reduced volume to meet the space constraints of the vehicle's engine compartment.

[0004] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is: a vehicle powertrain, including a motor housing, a clutch housing connected to one side of the motor housing, a middle housing connected to the other side of the motor housing, and a rear housing connected to the side of the middle housing away from the motor housing; the motor housing is provided with a motor cavity for accommodating a motor and a first gear shaft cavity for accommodating a gear shaft, the middle housing is provided with a second gear shaft cavity for accommodating a gear shaft, and the rear housing is provided with a third gear shaft cavity for accommodating a gear shaft, and further includes oil supply components respectively installed at the bottom of the motor housing and the middle housing; the motor housing is provided with The system includes a main oil inlet, a first oil distribution branch, and a second oil distribution branch, both connected to one end of the main oil inlet. The other end of the main oil inlet is connected to the output end of the oil delivery assembly. The first oil distribution branch is located on the top side of the motor housing, and its output end is connected to the motor cavity. The output end of the second oil distribution branch is connected to the first gear shaft cavity. The middle housing is provided with an intermediate oil passage connected to the second oil distribution branch, and the other end of the intermediate oil passage is provided with an oil pipe extending to the rear housing. The motor cavity, the second gear shaft cavity, and the third gear shaft cavity are connected.

[0005] In the above technical solution, the oil is located in the motor cavity, the second gear shaft cavity, and the third gear shaft cavity, and accumulates at the bottom due to gravity. The oil delivery assembly installed in the motor housing or the middle housing pressurizes and delivers the oil to the main oil inlet. After entering the main oil inlet, the oil flows in the internal oil passages of the motor housing and enters the first and second oil distribution branches respectively. The first oil distribution branch is located on the top side of the motor housing, requiring the oil to flow upwards. Then, the oil flows out from the first oil distribution branch and into the motor cavity to cool and lubricate the components inside the motor cavity. In the second oil distribution branch, part of the oil flows upwards to the first gear shaft cavity to cool and lubricate the components inside the first gear shaft cavity, while the other part flows along the middle oil passage and is sprayed directly from the oil pipe to the third gear shaft cavity to cool and lubricate the components inside the third gear shaft cavity. The oil flow path is from one end of the motor housing to the other end of the rear housing. Only in the first and second oil distribution branches of the motor housing does the oil need to flow upwards. This arrangement of the first and second oil distribution branches positions them close to the input end of the main oil inlet, ensuring sufficient oil pressure for better upward flow. Furthermore, compared to the oil traveling a certain distance before flowing upwards, this reduces pressure loss and allows the oil pressure to remain high until it is ejected from the oil pipe. Simultaneously, the oil flow is primarily from one end to the other. Although there are two branches, their proximity to the oil inlet means that their length does not need to be excessive, thus shortening the overall oil path length. The gear shafts mentioned in this application refer to gears and rotating shafts and their corresponding accessories, such as bearings.

[0006] Preferably, the first oil distribution branch and the main oil inlet are connected by a vertical oil passage located inside the motor housing. The main oil inlet and the first oil distribution branch are located on the bottom and top sides of the motor housing, respectively. Therefore, connecting them by a vertical oil passage inside the motor housing allows the first oil distribution branch and the main oil inlet to be connected by the shortest possible distance, reducing the length and volume of the oil passage.

[0007] Preferably, the motor cavity houses a motor and a first power input shaft assembly. The motor includes a stator and a rotor, with the rotor connected to the first power input shaft assembly. A second power input shaft assembly is installed in the first gear shaft cavity, extending into the second gear shaft cavity and partially into a third gear shaft cavity. The third gear shaft cavity houses an output shaft assembly, a first intermediate shaft assembly, and a second intermediate shaft assembly. The shafts of the first power input shaft assembly, the second power input shaft assembly, and the output shaft assembly are all hollow shafts with oil holes. The first oil distribution branch includes a stator oil circuit and a rotor oil circuit. The stator oil circuit connects to the location of the stator, and the rotor oil circuit connects to the location of the first power input shaft assembly. Oil cools the stator of the motor from the stator oil circuit, enters from the rotor oil circuit, passes through the oil holes, and then cools and lubricates the rotor and bearings through the inner cavity of the shaft. Similarly, the cooling and lubrication of the transfer power shaft assembly and the output shaft assembly are based on the same principle. At the same time, the oil sprayed from the oil pipe will also cool and lubricate all the components inside the housing.

[0008] Preferably, the oil pipe includes a vertical section connected to the intermediate oil passage and a horizontal section connected to the vertical section, the horizontal section being close to the inner top surface of the rear housing; the horizontal section is provided with multiple spray nozzles. When the oil flows in the horizontal section, it is sprayed towards the bottom of the rear housing through the spray nozzles, allowing the oil to carry away the heat of the components as it flows downwards, thereby achieving the purpose of cooling and lubrication.

[0009] Preferably, at least two oil pipes are provided and arranged in parallel. Multiple oil pipes can increase the oil injection volume and improve the efficiency of cooling and lubrication.

[0010] Preferably, the oil delivery assembly includes a first filter, an electronic oil pump, and a second filter, all installed at the bottom of the middle housing, and an oil-cooled heat exchanger installed at the bottom of the motor housing. The first filter communicates with the second gear shaft cavity. The input end of the electronic oil pump is connected to the first filter, and the output end is connected to the second filter. The output end of the second filter is connected to the oil-cooled heat exchanger, and the output end of the oil-cooled heat exchanger is connected to the main oil inlet. Only the second power input shaft assembly is installed in the middle housing, while the rear housing needs to install the first intermediate shaft assembly, the second intermediate shaft assembly, and the output shaft assembly. The motor housing needs to install the motor and the first power input shaft assembly. Considering the components to be installed in the three housings, the rear housing has the largest volume, and the heights of the middle housing and the motor housing are similar. Therefore, installing the first filter, the electronic oil pump, and the second filter at the bottom of the middle housing will not significantly affect the maximum height of the entire assembly. Installing the oil-cooled heat exchanger in the motor housing can share some of the components, so that after installing the oil delivery assembly in the middle housing and the motor housing, the maximum height of the entire powertrain does not change much, thus relatively reducing the height of the powertrain. In addition, placing the first filter in the middle shell, where the oil flows back to the middle shell and the motor shell and rear shell flow towards the middle shell, can shorten the oil return path and time.

[0011] Preferably, there are two motor cavities, two motors, and two first power input shaft assemblies, with each motor cavity containing one motor and one first power input shaft assembly; there are also two first oil distribution branches, one end of which is connected to the vertical oil circuit, and the other end of which is connected to different motor cavities.

[0012] Preferably, the motor housing further includes motor end covers that respectively cover the two motor cavities. Different motors each have independent motor end covers, intersecting with a common end cover configuration. Independent motor end covers allow for separate installation of the motor and end cover, eliminating the need to install both motors first before assembling the end covers, thus reducing assembly difficulty. Furthermore, independent end covers allow the motors to operate independently, reducing interference with motor wiring. This eliminates the need for opening windows in the end covers to address resolver installation and wiring issues, and the absence of windows reduces the oil sealing surface area, lowering the risk of oil leakage.

[0013] Preferably, the two first power input shaft assemblies are respectively located on both sides of the second power input shaft assembly and are symmetrically distributed; two first intermediate shaft assemblies are provided and symmetrically distributed on both sides of the output shaft assembly, and two second intermediate shaft assemblies are provided and symmetrically distributed on both sides of the output shaft assembly. The angle formed between the line connecting the axis of the first intermediate shaft assembly and the axis of the output shaft assembly and the line connecting the axis of the second intermediate shaft assembly and the axis of the output shaft assembly is 54-62 degrees.

[0014] Preferably, the system further includes multiple shifting assemblies, each comprising a shifting cylinder and a shift fork mechanism connected to the shifting cylinder. The shift fork mechanisms are all located in the space between the first intermediate shaft assembly and the second intermediate shaft assembly. The space formed between the first and second intermediate shaft assemblies serves to accommodate the shift fork mechanisms, allowing them to be placed without increasing the volume of the rear housing, thereby reducing the height of the powertrain.

[0015] Compared with the prior art, the beneficial effects of the present invention are as follows: It adopts a common oil cooling and lubrication method, using the same oil to cool the motor and the gear shaft at the transmission end, reducing the number of oil delivery components and the resulting increase in volume; the oil circuit uses an internal oil passage within the housing, flowing from one end of the motor housing to the other end of the rear housing. Simultaneously, the oil delivery components are located at the bottom of the motor housing and the middle housing, with only branches existing in the motor housing. These branches are close to the oil inlet, eliminating the need for excessively long or winding paths, thus shortening the oil circuit length. The compact structure not only reduces the volume occupied by the oil circuit, thereby reducing the volume of the powertrain, but also reduces oil pressure loss and improves heat exchange efficiency. Furthermore, it facilitates installation and maintenance, making it more suitable for the operating conditions of heavy-duty vehicles. Attached Figure Description

[0016] Figure 1 This is an exploded view of a vehicle powertrain according to the present invention;

[0017] Figure 2 This is a perspective view of the motor housing of the present invention from the bottom.

[0018] Figure 3 This is a schematic diagram of the oil circuit of the motor housing of the present invention;

[0019] Figure 4 yes Figure 3 A cross-sectional view along the AA direction;

[0020] Figure 5 This is a schematic diagram of the oil passage structure in the middle shell;

[0021] Figure 6 This is a schematic diagram of the second oil inlet branch, the intermediate oil passage, and the oil pipe;

[0022] Figure 7 This is a schematic diagram of the transmission mechanism of the present invention. Detailed Implementation

[0023] The accompanying drawings are for illustrative purposes only and should not be construed as limiting this patent. To better illustrate this embodiment, some components in the drawings may be omitted, enlarged, or reduced, and do not represent the actual dimensions of the product. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings. The positional relationships described in the drawings are for illustrative purposes only and should not be construed as limiting this patent.

[0024] In the accompanying drawings of the embodiments of the present invention, the same or similar reference numerals correspond to the same or similar components. In the description of the present invention, it should be understood that if terms such as "upper," "lower," "left," "right," "long," and "short" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the terms used to describe positional relationships in the drawings are only for illustrative purposes and should not be construed as limiting the present patent. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.

[0025] The technical solution of the present invention will be further described in detail below through specific embodiments and with reference to the accompanying drawings:

[0026] Example 1

[0027] like Figure 1-6 The illustration shows an embodiment 1 of a vehicle powertrain, which includes a housing and a power unit and transmission mechanism installed within the housing, wherein the power unit and transmission mechanism are shown in patent publication number "CN219191895U". Specifically, this embodiment includes two motors 6 and two first power input shaft assemblies 7. Each motor 6 includes a stator 601 and a rotor 602, with the rotor 602 connected to the first power input shaft assembly 7; a second power input shaft assembly 8 meshing with the first power input shaft assembly 7; a first intermediate shaft assembly 10 and a second intermediate shaft assembly 11 meshing with the second power input shaft assembly 8, wherein two copies of each of the first intermediate shaft assembly 10 and the second intermediate shaft assembly 11 are provided; and an output shaft assembly 9 meshing with the first intermediate shaft assembly 10 and the second intermediate shaft assembly 11, with the first intermediate shaft assembly 10 and the second intermediate shaft assembly 11 located on opposite sides of the output shaft assembly 9. In this embodiment, the shafts of the first power input shaft assembly 7, the second power input shaft assembly 8, and the output shaft assembly 9 are all hollow shafts and have oil holes.

[0028] The outer casing includes a motor housing 1, a clutch housing 2 connected to one side of the motor housing 1, a middle housing 3 connected to the other side of the motor housing 1, and a rear housing 4 connected to the side of the middle housing 3 away from the motor housing 1. The housings are connected by fasteners. The motor housing 1 is provided with a motor cavity 101 and a first gear shaft cavity 102. The motor cavity 101 is used to accommodate a motor 6 and a first power input shaft assembly 7. The first gear shaft cavity 102 is used to accommodate a second power input shaft assembly 8. The middle housing 3 is provided with a second gear shaft cavity 301 for accommodating the second power input shaft assembly 8. The rear housing 4 is provided with a third gear shaft cavity 401 for accommodating a first intermediate shaft assembly 10, a second intermediate shaft assembly 11, and an output shaft assembly 9. The second power input shaft assembly 8 passes through the second gear shaft cavity 301 from the first gear shaft cavity 102 and extends to the third gear shaft cavity 401 to mesh with the first intermediate shaft assembly 10 and the second intermediate shaft assembly 11.

[0029] This embodiment also includes an oil supply assembly installed at the bottom of the motor housing 1 and the middle housing; the motor housing 1 is provided with a main oil inlet 103, a first oil branch 104 and a second oil branch 105, both connected to one end of the main oil inlet 103, and the other end of the main oil inlet 103 is connected to the output end of the oil supply assembly; the first oil branch 104 is located on one side of the top of the motor housing 1, and the output end of the first oil branch 104 is connected to the motor cavity 101; the first oil branch 104 is connected to the main oil inlet 103 through a vertical oil passage 106; the output end of the second oil branch 105 is connected to the first gear shaft cavity 102; the middle housing 3 is provided with an intermediate oil passage 302 connected to the second oil branch 105, and the other end of the intermediate oil passage 302 is provided with an oil pipe 5 extending to the rear housing 4; the motor cavity 101, the second gear shaft cavity 301 and the third gear shaft cavity 401 are connected.

[0030] Specifically, the oil pipe 5 includes a vertical section 501 connected to the intermediate oil passage 302 and a horizontal section 502 connected to the vertical section 501. The horizontal section 502 is close to the inner top surface of the rear housing 4. The horizontal section 502 is provided with multiple spray nozzles. When the oil flows in the horizontal section 502, it is sprayed towards the bottom of the rear housing 4 through the spray nozzles, allowing the oil to carry away the heat of the components as it flows downwards, thereby achieving the purpose of cooling and lubrication. In this embodiment, at least two oil pipes 5 are provided and arranged in parallel. Multiple oil pipes 5 can increase the oil spray volume and improve the efficiency of cooling and lubrication.

[0031] Furthermore, the oil delivery assembly includes a first filter 12, an electronic oil pump 13, and a second filter 14, all installed at the bottom of the middle shell 3, and an oil-cooled heat exchanger 15 installed at the bottom of the motor housing 1. The first filter 12 is connected to the second gear shaft cavity 301. The input end of the electronic oil pump 13 is connected to the first filter 12, and the output end is connected to the second filter 14. The output end of the second filter 14 is connected to the oil-cooled heat exchanger 15, and the output end of the oil-cooled heat exchanger 15 is connected to the main oil inlet 103. The middle housing 3 only houses the second power input shaft assembly 8, while the rear housing 4 needs to house the first intermediate shaft assembly 10, the second intermediate shaft assembly 11, and the output shaft assembly 9. The motor housing 1 needs to house the motor 6 and the first power input shaft assembly 7. Considering the components to be installed in the three housings, the rear housing 4 has the largest volume, and the middle housing 3 and the motor housing 1 are close in height. Therefore, installing the first filter 12, the electronic oil pump 13, and the second filter 14 at the bottom of the middle housing 3 will not significantly affect the maximum height of the entire assembly. Installing the oil-cooled heat exchanger 15 in the motor housing 1 can share some of the components, allowing the maximum height of the entire powertrain to remain relatively unchanged after installing the oil delivery components in the middle housing 3 and the motor housing 1, thus reducing the overall height of the powertrain. In addition, placing the first filter 12 in the middle housing 3, where the oil flows back to the middle housing 3 and flows from the motor housing 1 and the rear housing 4 towards the middle housing 3, can shorten the oil return path and time. In this embodiment, the middle shell 3 is provided with a first oil channel 302, which is connected to the second filter 14. The motor shell 1 is provided with a second oil channel 107 that communicates with the first oil channel 302. The second oil channel 107 is connected to the input end of the oil-cooled heat exchanger 15. The filtered oil is transported through the internal oil channel of the shell, reducing the number of external parts and further reducing the volume of the shell.

[0032] The working principle or process of this embodiment is as follows: The arrows in the diagram indicate the flow direction of the oil. The oil is located in the motor cavity 101, the second gear shaft cavity 301, and the third gear shaft cavity 401, and accumulates at the bottom due to gravity. Under the suction of the electronic oil pump 13, the oil enters the first filter 12, which performs coarse filtration. After coarse filtration, the oil enters the second filter 14, which performs fine filtration. After two filtrations, the oil enters the oil-cooled heat exchanger 15 for cooling. The cooled oil then enters the main oil inlet 103. The oil in the main oil inlet 103 enters the second oil distribution branch 105 and passes through the vertical oil passage 106 to the first oil distribution branch 104. Since there are two motor cavities 101, there are also two corresponding first oil distribution branches 104. The two first oil distribution branches 104 can be set on both sides of the vertical oil passage 106 and are connected to the vertical oil passage 106. After the oil enters the first oil distribution branch 104, it flows to the stator oil passage 1041 and the rotor oil passage 1042 respectively. The oil flows out from the stator oil passage 1041 to the part of the motor cavity 101 that accommodates the stator 601. Due to the obstruction of the stator 601, the oil flows to both ends of the stator 601 and then to the bottom of the motor cavity 101 and then back to the bottom of the second gear shaft cavity 301. The oil in the rotor oil passage 1042 flows out to the part of the motor cavity 101 that accommodates the first power input shaft assembly, enters the shaft of the first power input shaft assembly 7 through the oil hole, and then flows to the rotor 602 and the bearings of the shaft. The oil cools the rotor 602 and then lubricates the bearings at both ends through the rotor 602. The first gear shaft cavity 102 houses the second power input shaft assembly 8. A portion of the oil from the second oil distribution branch 105 flows into the first gear shaft cavity 102 and into the rotating shaft through the oil hole of the second power input shaft assembly 8. This oil then flows along the rotating shaft into the second gear shaft cavity 301 and the rotating shaft of the output shaft assembly 9. This portion of oil flows into the second gear shaft cavity 301 through the oil holes of the rotating shaft of the second output shaft assembly 9 and the output shaft assembly 9, respectively, thereby lubricating the bearings, gears, sleeves, and shifting devices on the rotating shaft. A portion of the oil from the second oil distribution branch 105 flows along the intermediate oil passage 302 and then into the oil pipe 5. The oil also has a certain pressure and flows from the vertical section 501 to the horizontal end, where it is sprayed out from the spray nozzle. The sprayed oil cools and lubricates the components in the third gear shaft cavity 401. The diameter of the spray nozzle can be set to different sizes, with smaller diameters closer to the vertical section 501.The oil flows from one end of the motor housing 1 to one end of the rear housing 4. Only in the first oil distribution branch 104 and the second oil distribution branch 105 of the motor housing 1 is the oil required to flow upwards. This arrangement of the first and second oil distribution branches 104 and 105 places them close to the input end of the main oil inlet 103, ensuring sufficient oil pressure for better upward flow. Furthermore, compared to the oil traveling a certain distance before flowing upwards, this reduces pressure loss and allows the oil pressure to remain at a high value until it is ejected from the oil pipe 5. Simultaneously, the oil flow is essentially from one end to the other. Although there are two branches, since both are close to the oil inlet, the branch length does not need to be too long, thus shortening the overall oil path length.

[0033] The beneficial effects of this embodiment are as follows: Using a common oil cooling and lubrication method, the same oil is used to cool the motor 6 and the gear shaft at the transmission end, reducing the number of oil delivery components and minimizing the volume increase caused by them; the oil circuit uses an internal oil passage within the housing, flowing from one end of the motor housing 1 to one end of the rear housing 4. Simultaneously, the oil delivery components are located at the bottom of the motor housing 1 and the middle housing 3, meaning the oil circuit only has branches on the motor housing 1, placing these branches close to the oil inlet. The branches do not need to be too long or have winding paths, thus shortening the oil circuit length. This not only reduces the volume occupied by the oil circuit, thereby reducing the volume of the powertrain, but also reduces oil pressure loss and improves heat exchange efficiency.

[0034] Example 2

[0035] A second embodiment of a vehicle powertrain differs from embodiment 1 in that the motor housing 1 further includes motor end caps 16 that respectively cover the two motor cavities 101. Each motor 6 has its own independent motor end cap 16, intersecting with a common end cap configuration. The independent motor end caps 16 allow for separate installation of the motor 6 and the end cap 16, eliminating the need to install both motors 6 first before assembling the end caps, thus reducing assembly difficulty. Furthermore, the independent end caps allow the motor 6 to operate independently, reducing interference in the motor 6 wiring. This eliminates the need for opening windows in the end caps to address issues such as resolver installation and wiring. Furthermore, the absence of windows reduces the oil sealing surface area, lowering the risk of oil leakage.

[0036] The remaining features and working principles of this embodiment are the same as those of Embodiment 1.

[0037] Example 3

[0038] A third embodiment of a vehicle powertrain differs from any of the above embodiments in that, as Figure 7As shown, two first power input shaft assemblies 7 are symmetrically distributed on both sides of the second power input shaft assembly 8; two first intermediate shaft assemblies 10 are symmetrically distributed on both sides of the output shaft assembly 9, and two second intermediate shaft assemblies 11 are symmetrically distributed on both sides of the output shaft assembly 9. The angle α formed between the line connecting the axis of the first intermediate shaft assembly 10 and the axis of the output shaft assembly 9, and the line connecting the axis of the second intermediate shaft assembly 11 and the axis of the output shaft assembly 9, is an acute angle of 54-62 degrees. Multiple shifting assemblies are also included, each comprising a shifting cylinder 17 and a shift fork mechanism 18 connected to the shifting cylinder 17. The shift fork mechanisms 18 are all located in the space between the first intermediate shaft assembly 10 and the second intermediate shaft assembly 11. In this embodiment, there are four shifting positions, therefore four shifting assemblies are provided, and the shift fork levers of the four shift fork mechanisms 18 are all located in the space between the first intermediate shaft assembly 10 and the second intermediate shaft assembly 11. The shift fork extension position on the shift fork lever allows the space formed between the first intermediate shaft assembly 10 and the second intermediate shaft assembly 11 to accommodate the shift fork mechanism 18. This eliminates the need to increase the volume of the rear housing 4, thus reducing the height of the powertrain. Through this arrangement, the 54-62 degree acute angle formed between the first intermediate shaft assembly 10 and the second intermediate shaft assembly 11 ensures that the housing width meets the frame mounting width requirements. Simultaneously, the space between the first intermediate shaft assembly 10 and the second intermediate shaft assembly 11 can accommodate the shift fork mechanism, resulting in a smaller height for the rear housing 4 after the shift fork structure is installed, thus not affecting the installation of other components. If the angle is smaller than the aforementioned range, the width of the rear housing 4 will increase; if the angle is larger, the height of the rear housing 4 will increase. Taking a typical heavy-duty truck frame as an example, the powertrain of this embodiment can control the width of the rear housing 4 to within 640mm and the vertical height to within 520mm.

[0039] In this embodiment, there are four shift cylinders 17. Two of them are installed on the top of the middle shell 3 and the corresponding shift components are used to realize shifting at two shifting positions near the middle shell 3. The other two are installed at the rear end of the rear shell 4 and correspond to the other two shift components.

[0040] The remaining working principles and effects of this embodiment are the same as any of the above embodiments.

[0041] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A vehicle powertrain, comprising a motor housing (1), a clutch housing (2) connected to one side of the motor housing (1), a middle housing (3) connected to the other side of the motor housing (1), and a rear housing (4) connected to the side of the middle housing (3) away from the motor housing (1); the motor housing (1) is provided with a motor cavity (101) for accommodating a motor (6) and a first gear shaft cavity (102) for accommodating a gear shaft; the middle housing (3) is provided with a second gear shaft cavity (301) for accommodating a gear shaft; and the rear housing (4) is provided with a third gear shaft cavity (401) for accommodating a gear shaft, characterized in that, It also includes oil delivery assemblies installed at the bottom of the motor housing (1) and the middle housing (3) respectively; the motor housing (1) is provided with an oil inlet main line (103), a first oil branch line (104) and a second oil branch line (105) both connected to one end of the oil inlet main line (103), the other end of the oil inlet main line (103) is connected to the output end of the oil delivery assembly, the first oil branch line (104) is located on one side of the top of the motor housing (1), the first oil branch line (105) The output end of the 04) is connected to the motor cavity (101); the output end of the second oil distribution branch (105) is connected to the first gear shaft cavity (102); the middle shell (3) is provided with an intermediate oil passage (302) connected to the second oil distribution branch (105), and the other end of the intermediate oil passage (302) is provided with an oil pipe (5) extending to the rear shell (4); the motor cavity (101), the second gear shaft cavity (301) and the third gear shaft cavity (401) are connected; The first oil distribution branch (104) and the main oil inlet (103) are connected by a vertical oil passage (106) provided in the motor housing (1); the main oil inlet (103) and the second oil distribution branch (105) are located on the bottom side of the motor housing (1), and the first oil distribution branch (104) is located on the top side of the motor housing (1); The oil delivery assembly includes a first filter (12), an electronic oil pump (13), and a second filter (14) all installed at the bottom of the middle shell (3), and an oil-cooled heat exchanger (15) installed at the bottom of the motor housing (1). The output end of the oil-cooled heat exchanger (15) is connected to the main oil inlet (103).

2. The vehicle powertrain according to claim 1, characterized in that, The motor cavity (101) houses a motor (6) and a first power input shaft assembly (7). The motor (6) includes a stator (601) and a rotor (602), and the rotor (602) is connected to the first power input shaft assembly (7). The first gear shaft cavity (102) houses a second power input shaft assembly (8), which extends into the second gear shaft cavity (301). The third gear shaft cavity (401) houses an output shaft assembly (9) and a first intermediate shaft. The first power input shaft assembly (7), the second power input shaft assembly (8), and the output shaft assembly (9) are all hollow shafts with oil holes. The first oil branch (104) includes a stator oil passage (1041) and a rotor oil passage (1042). The stator oil passage (1041) is connected to the location of the stator (601), and the rotor oil passage (1042) is connected to the location of the first power input shaft assembly (7).

3. A vehicle powertrain according to claim 2, characterized in that, The oil pipe (5) includes a vertical section (501) connected to the intermediate oil passage (302) and a horizontal section (502) connected to the vertical section (501). The horizontal section (502) is close to the inner top surface of the rear shell (4). The horizontal section (502) is provided with a spray nozzle.

4. A vehicle powertrain according to claim 3, characterized in that, The oil pipe (5) is provided in at least two parallel sections.

5. A vehicle powertrain according to claim 1, characterized in that, The first filter (12) is connected to the second gear shaft cavity (301), the input end of the electronic oil pump (13) is connected to the first filter (12), and the output end is connected to the second filter (14); the output end of the second filter (14) is connected to the oil-cooled heat exchanger (15).

6. A vehicle powertrain according to any one of claims 2-5, characterized in that, Two motor chambers (101), two motors (6), and two first power input shaft assemblies (7) are provided in each motor chamber (101). Each motor chamber (101) is equipped with one motor (6) and one first power input shaft assembly (7). Two first oil distribution branches (104) are also provided, one end of which is connected to the vertical oil circuit (106), and the other end is connected to different motor chambers (101).

7. A vehicle powertrain according to claim 6, characterized in that, The motor housing (1) also includes motor end caps (16) that cover the two motor cavities (101) respectively.

8. A vehicle powertrain according to claim 6, characterized in that, Two first power input shaft assemblies (7) are respectively located on both sides of the second power input shaft assembly (8) and are symmetrically distributed; two first intermediate shaft assemblies (10) are provided and are symmetrically distributed on both sides of the output shaft assembly (9); two second intermediate shaft assemblies (11) are provided and are symmetrically distributed on both sides of the output shaft assembly (9); the angle α formed between the line connecting the axis of the first intermediate shaft assembly (10) and the axis of the output shaft assembly (9) and the line connecting the axis of the second intermediate shaft assembly (11) and the axis of the output shaft assembly (9) is 54-62 degrees.

9. A vehicle powertrain according to claim 8, characterized in that, It also includes multiple shifting components, each of which includes a shifting cylinder (17) and a shift fork mechanism (18) connected to the shifting cylinder (17), the shift fork mechanism (18) being located in the space between the first intermediate shaft assembly (10) and the second intermediate shaft assembly (11).

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