A power assembly and an electric vehicle containing parallel flow channels

Abstract

The application provides a power assembly and an electric vehicle with parallel flow channels. The power assembly comprises a generator, an electric motor, an oil pump, an electric motor flow channel and a generator flow channel. The electric motor flow channel comprises an electric motor flow channel inlet, an electric motor flow channel outlet and a valve. The electric motor flow channel outlet is used to output cooling liquid to cool the rotor or stator of the electric motor. The valve is used to connect one or more electric motor flow channel inlets and one or more electric motor flow channel outlets. The generator flow channel comprises a generator flow channel inlet and a generator flow channel outlet. The generator flow channel outlet is used to output cooling liquid to cool the rotor or stator of the generator. The outlet of the oil pump is used to connect the electric motor flow channel inlet and the generator flow channel inlet. The valve is used to simultaneously adjust the flow of one or more electric motor flow channel outlets and one or more generator flow channel outlets. The application can improve the utilization rate of the cooling liquid in the power assembly, reduce the loss of the cooling liquid and reduce the overall energy consumption of the power assembly.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of power assembly, in particular to a power assembly containing parallel flow channels and an electric vehicle. BACKGROUND

[0002] The shell of the power assembly is integrated with several internal flow channels for delivering cooling liquid to each motor in the power assembly for heat dissipation, or for delivering cooling liquid to the transmission mechanism in the power assembly for lubrication, so as to ensure the normal operation and stable work of the power assembly. However, the cooling liquid flow distribution efficiency in each internal flow channel of the existing power assembly is not high, and the cooling liquid flow distribution in each internal flow channel cannot be adjusted adaptively according to the working conditions of the power assembly, thereby causing cooling liquid loss and increasing the overall energy consumption of the power assembly. SUMMARY

[0003] The present application provides a power assembly containing parallel flow channels, which can improve the utilization rate of cooling liquid in the power assembly, reduce the loss of cooling liquid and reduce the overall energy consumption of the power assembly by optimizing the structure design of the internal flow channels of the power assembly. The present application also provides an electric vehicle. The present application specifically includes the following technical solutions:

[0004] In a first aspect, the present application provides a power assembly containing parallel flow channels, the power assembly comprising a generator, an electric motor and an oil pump, the power assembly comprising an electric motor flow channel and a generator flow channel, wherein the electric motor flow channel comprises at least one electric motor flow channel inlet, at least one electric motor flow channel outlet and a valve, one or more electric motor flow channel outlets of the at least one electric motor flow channel outlet are used to output cooling liquid to at least one of the rotor or the stator of an electric motor, the valve is used to connect one or more electric motor flow channel inlets and one or more electric motor flow channel outlets, the generator flow channel comprises at least one generator flow channel inlet and at least one generator flow channel outlet, one or more generator flow channel outlets of the at least one generator flow channel outlet are used to output cooling liquid to at least one of the rotor or the stator of a generator, the outlet of the oil pump is used to connect the at least one electric motor flow channel inlet and the at least one generator flow channel inlet, and the valve is used to adjust the flow of one or more electric motor flow channel outlets and one or more generator flow channel outlets simultaneously.

[0005] The generator of the power assembly is used to provide electric energy to the power battery of the electric vehicle, and drive the motor shaft of the electric motor to rotate through the power battery to input power to the transmission mechanism in transmission connection with the electric motor in the power assembly. The power output by the electric motor is output to the outside of the power assembly through the transmission mechanism in transmission connection with the electric motor in the power assembly, thereby realizing the effect of outputting power to the outside of the power assembly. The oil pump provides negative pressure to suck the cooling liquid through the inlet of the oil pump, and the outlet of the oil pump is respectively input to at least one of the electric motor flow channel and the generator flow channel. The oil pump delivers the cooling liquid to the side of the electric motor through the electric motor flow channel, so as to deliver the cooling liquid to at least one of the stator or the rotor of the electric motor to dissipate heat, or to lubricate at least one of the gear and the bearing of the transmission mechanism in transmission connection with the electric motor, such as the reducer and the differential. The oil pump delivers the cooling liquid to the side of the generator through the generator flow channel, so as to deliver the cooling liquid to at least one of the stator or the rotor of the generator to dissipate heat, or to lubricate at least one of the gear and the bearing of the transmission mechanism in transmission connection with the generator. The power assembly delivers the cooling liquid to the side of the electric motor through the electric motor flow channel to lubricate or dissipate heat, and delivers the cooling liquid to the side of the generator through the generator flow channel to lubricate or dissipate heat, so as to ensure that the electric motor and the generator work at a suitable working temperature and have good lubrication effect, thereby improving the working performance and the service life of the electric motor and the generator, and improving the working performance and the service life of the power assembly as a whole.

[0006] The number of motor flow channel entrances of one motor flow channel of the power assembly is one or more, each motor flow channel entrance is communicated with one or more motor flow channel exits, that is, the cooling liquid output by the outlet of one oil pump is simultaneously output to one or more motor flow channel exits through each motor flow channel entrance, and the one or more motor flow channel exits are used for heat dissipation of at least one of the stator or the rotor on the motor side of the power assembly. The number of generator flow channel entrances of one generator flow channel is one or more, each generator flow channel entrance is communicated with one or more generator flow channel exits, that is, the cooling liquid output by the outlet of one oil pump is simultaneously output to one or more generator flow channel exits through each generator flow channel entrance, and the one or more generator flow channels are used for heat dissipation of at least one of the stator or the rotor on the generator side. One valve is arranged on one motor flow channel, so that one or more motor flow channel entrances of one motor flow channel can be communicated with one or more motor flow channel exits through the valve, thereby realizing the effect that one valve controls the cooling liquid transported by one or more motor flow channel entrances to one or more motor flow channel exits, and the flow of the cooling liquid output by one or more motor flow channel exits can be adjusted through the valve. At the same time, since one motor flow channel and one generator flow channel are connected in parallel, one or more motor flow channel exits of one motor flow channel and one or more generator flow channel exits of one generator flow channel are also connected in parallel, and when the flow of one or more motor flow channel exits is adjusted by one valve, the flow of the cooling liquid output by one or more generator flow channel exits is also adjusted synchronously. The power assembly adjusts the flow of the cooling liquid output by one or more motor flow channel exits and one or more generator flow channel exits through one valve, so as to realize the independent adjustment of one or more motor flow channel exits and one or more generator flow channel exits in the power assembly, so that the flow of the cooling liquid output by each internal flow channel in the power assembly can be reasonably distributed, and each internal flow channel in the power assembly can adjust the flow of the cooling liquid output by the internal flow channel in the power assembly according to different working conditions of the power assembly, thereby improving the utilization rate of the cooling liquid to reduce the loss of the cooling liquid, improving the overall working performance and service life of the power assembly, and reducing the power consumption of the power assembly.

[0007] In one implementation, each motor flow channel entrance is used for transmitting the cooling liquid to one or more motor flow channel exits, and each generator flow channel entrance is used for transmitting the cooling liquid to one or more generator flow channel exits, wherein, along the direction of the flow of the cooling liquid output by one oil pump, the flow distance from the outlet of one oil pump to each generator flow channel entrance is greater than the flow distance from the outlet of one oil pump to each motor flow channel entrance.

[0008] Correspondingly, each motor flow channel has at least one motor flow channel inlet, which simultaneously supplies coolant to one or more motor flow channel outlets. Similarly, each generator flow channel has at least one generator flow channel inlet, which simultaneously supplies coolant to one or more generator flow channel outlets. Coolant output from an oil pump is supplied to the motor side of the powertrain via one motor flow channel inlet for cooling or lubrication, and to the generator side via one generator flow channel inlet for cooling or lubrication. This creates a parallel connection between each internal flow channel supplying coolant to each motor side for cooling or lubrication. Therefore, when a valve adjusts the flow rate at one or more motor flow channel outlets of a motor flow channel, the valve can simultaneously adjust the flow rate at one or more outlets of other internal flow channels connected in parallel with the motor flow channel according to different powertrain operating conditions. This allows the coolant output from each internal flow channel outlet to be precisely distributed according to different powertrain operating conditions, further improving coolant utilization. Meanwhile, because the electric motor in the powertrain is used to generate power and output power through transmission mechanisms such as reducers and differentials, the heat generated on the electric motor side of the powertrain is relatively greater, and there are more functional structural components inside the transmission mechanism. By designing a system where the coolant output from one oil pump first flows into one or more motor flow channel inlets and then to one or more generator flow channel inlets, the coolant output from one oil pump can be delivered to the electric motor side for cooling or lubrication more quickly. This results in more coolant being distributed from one motor flow channel inlet to the motor side, ensuring effective cooling and lubrication of the motor side. This improves coolant utilization and further enhances the overall performance and lifespan of the powertrain.

[0009] In one implementation, the orifice diameter of each motor flow channel inlet is larger than the orifice diameter of each generator flow channel inlet.

[0010] Correspondingly, the larger the orifice diameter of each internal flow channel inlet, the smaller the resistance the coolant encounters at each inlet. Therefore, by setting the orifice diameter of each motor flow channel inlet to be larger than that of each generator flow channel inlet, under the premise that the oil pump speed remains constant, the coolant output by the oil pump can be more easily transmitted to each motor flow channel inlet. This allows the oil pump to distribute more coolant to the motor side through the motor flow channel while maintaining a constant speed, thus providing cooling and lubrication for the motor side with higher heat dissipation and lubrication requirements. In other words, based on simultaneously adjusting the flow rate of one or more motor flow channel outlets and one or more generator flow channel outlets through a single valve, by differentiating the orifice diameters of each motor and generator flow channel inlet, a more reasonable and targeted distribution of coolant output from the oil pump can be achieved according to the different heat dissipation and lubrication requirements of each motor in the powertrain. This further improves coolant utilization, reduces coolant loss, and lowers the overall power consumption of the powertrain.

[0011] In one implementation, one or more motor flow channel outlets in at least one motor flow channel outlet are used to output coolant to lubricate at least one bearing of a motor or a reducer, wherein one motor flow channel inlet is used to connect one or more motor flow channel outlets, and another motor flow channel inlet is used to connect one or more motor flow channel outlets, and the flow distance from one oil pump outlet to one motor flow channel inlet is greater than the flow distance from one oil pump outlet to another motor flow channel inlet along the direction of coolant flow output by an oil pump.

[0012] Accordingly, at least one motor flow channel outlet is used to output coolant to dissipate heat from at least one of the stator or rotor of a motor, while another portion of the motor flow channel outlet is used to output coolant to lubricate at least one of the gears or bearings in the reducer on the motor side. This allows the coolant input from the outlet of an oil pump through one or more motor flow channel inlets to simultaneously dissipate heat from at least one of the stator or rotor of a motor and lubricate at least one of the gears or bearings in the reducer. The ability to transmit coolant for lubrication or heat dissipation to different functional structures within the powertrain through a single motor flow channel further enhances the protection of these structures on the motor side of the powertrain, thereby improving the overall performance and lifespan of the powertrain. Simultaneously, at least one motor flow channel outlet used for heat dissipation of the stator or rotor of a motor receives coolant from one motor flow channel inlet, while another portion of the motor flow channel outlet used for lubricating a gear or bearing in the reducer receives coolant from another motor flow channel inlet. In other words, the coolant used for heat dissipation and lubrication on the motor side is transmitted through different motor flow channel inlets, achieving the effect of multiple motor flow channel inlets connected in parallel within a single motor flow channel. Therefore, when a valve simultaneously adjusts the flow rate at the outlets of one or more motor flow channels, by setting multiple motor flow channel inlets in parallel, the effect of a single valve in rationally distributing the flow rate at the outlets of one or more motor flow channels can be improved under the premise that the oil pump speed remains constant. This further improves the utilization rate of coolant and reduces coolant loss and powertrain power consumption. Simultaneously, along the flow direction of the coolant output from one oil pump, by setting the coolant output from one oil pump outlet to first flow into the inlet of another motor flow channel used for coolant lubrication of the reducer, and then to the inlet of another motor flow channel used for coolant cooling of the stator or rotor of one motor, the coolant output from one oil pump outlet can be delivered to the reducer for lubrication more quickly, ensuring the lubrication effect of the coolant on the reducer. This, in turn, improves the utilization rate of coolant and further enhances the overall performance and lifespan of the powertrain.

[0013] In one implementation, the orifice diameter of one or more motor flow channel outlets is larger than the orifice diameter of another or more motor flow channel outlets.

[0014] Correspondingly, the larger the orifice diameter of each internal flow channel outlet, the smaller the flow resistance experienced by the coolant in each internal flow channel. Therefore, having the orifice diameter of one or more motor flow channel outlets larger than that of another or more motor flow channel outlets allows for easier distribution of coolant to one or more motor flow channel outlets while maintaining a constant pump speed. By increasing the coolant flow rate output from one or more motor flow channel outlets, the cooling effect on at least one of the stator or rotor of a motor can be further improved. That is, based on simultaneously adjusting the flow rates of one or more motor flow channel outlets and another or more motor flow channel outlets with a single valve, by differentially setting the orifice diameters of one or more motor flow channel outlets and another or more motor flow channel outlets, the coolant output flow rate can be further rationally allocated according to the cooling requirements of the stator and rotor on the motor side, as well as the lubrication requirements of the reducer, thereby further improving coolant utilization, reducing coolant loss, and lowering the overall power consumption of the powertrain.

[0015] In one implementation, one or more generator flow channel outlets in at least one generator flow channel outlet are used to output coolant to lubricate the bearings of a generator, wherein one generator flow channel inlet is used to connect to one or more generator flow channel outlets, another generator flow channel inlet is used to connect to one or more generator flow channel outlets, and the orifice diameter of one or more generator flow channel outlets is larger than the orifice diameter of the other or more generator flow channel outlets.

[0016] Correspondingly, by setting one or more generator flow channel outlets to output coolant for lubricating a gear or bearing in the transmission mechanism connected to a generator, the working performance and lifespan of the transmission mechanism on the generator side can be improved, thereby further enhancing the working performance and lifespan of the powertrain. One generator flow channel outlet used for cooling the stator or rotor of a generator receives coolant from one generator flow channel inlet, while another generator flow channel outlet used for lubricating a gear or bearing in the transmission mechanism connected to a generator receives coolant from another generator flow channel inlet. That is, the coolant used for cooling and lubrication on the generator side is supplied by different generator flow channel inlets, achieving the effect of multiple generator flow channel inlets connected in parallel within a single generator flow channel. Therefore, when a valve simultaneously adjusts the flow rate of one or more generator flow channel outlets, by setting multiple generator flow channel inlets in parallel, the effect of a single valve in rationally distributing the flow rate of one or more generator flow channel outlets under the premise of a constant oil pump speed can be improved, further increasing the utilization rate of coolant and reducing coolant loss and powertrain power consumption. Meanwhile, based on the influence of the orifice diameter of the internal flow channel outlet on the coolant flow resistance, by setting different orifice diameters for multiple generator flow channel outlets compared to one or more other generator flow channel outlets, the flow rate of coolant used for heat dissipation and the flow rate of coolant used for lubrication can be allocated in a targeted manner based on the different characteristics of the generator side's heat dissipation and lubrication requirements, thereby further improving the rational distribution effect of coolant output flow.

[0017] In one implementation, along the direction of coolant flow from the outlet of one oil pump to the inlet of one generator flow channel is greater than the distance from the outlet of one oil pump to the inlet of another generator flow channel.

[0018] Correspondingly, along the flow direction of the coolant output from one oil pump, the coolant output from the outlet of one oil pump first flows into the inlet of another generator flow channel used for lubricating the transmission mechanism on the generator side, and then is transmitted to the inlet of another generator flow channel used for cooling the stator or rotor of one generator. This allows the coolant output from the outlet of one oil pump to be delivered to the transmission mechanism on the generator side for lubrication more quickly, ensuring the effectiveness of the coolant in lubricating the transmission mechanism on the generator side. In this way, while improving the utilization rate of the coolant, it can also further improve the overall working performance and lifespan of the powertrain.

[0019] One implementation involves adjusting the opening degree of a valve while keeping the speed of an oil pump constant. Specifically, increasing the opening degree of a valve increases the flow rate at the outlet of one or more motor flow channels and decreases the flow rate at the outlet of one or more generator flow channels, while decreasing the opening degree of a valve decreases the flow rate at the outlet of one or more motor flow channels and increases the flow rate at the outlet of one or more generator flow channels.

[0020] Correspondingly, since a valve can connect one or more motor flow channel inlets and outlets, it effectively acts as a series valve within a single motor flow channel. Therefore, when the valve's opening degree is adjusted, it can regulate and control the flow rate at one or more motor flow channel outlets, thus achieving the effect of simultaneously adjusting the flow rate at one or more motor flow channel outlets. Furthermore, since one or more motor flow channel inlets and one or more generator flow channel inlets are connected in parallel, when a valve adjusts the flow rate at one or more motor flow channel outlets, assuming the oil pump speed remains constant, the valve will simultaneously adjust the flow rate at one or more generator flow channel outlets. When a valve simultaneously adjusts the flow rate at one or more motor flow channel outlets and one or more generator flow channel outlets, the coolant output from each motor and generator flow channel can be adjusted according to different powertrain operating conditions. That is, the coolant output from each motor and generator flow channel is more targeted and adaptable in its cooling or lubrication of functional components within the powertrain, further improving coolant utilization and reducing coolant loss and overall power consumption of the powertrain.

[0021] One implementation involves adjusting the flow rate at the outlet of each motor channel while keeping the speed of an oil pump constant, based on the opening degree of a valve.

[0022] Correspondingly, since each motor flow channel outlet outputs coolant to different functional components on the motor side for lubrication or heat dissipation, and these different functional components have different heat dissipation or lubrication requirements, the coolant demand of each functional component on the motor side varies. Therefore, by adjusting the opening degree of a valve while keeping the oil pump speed constant, the flow rate of coolant output from each motor flow channel outlet can be varied, ensuring that the coolant output from each motor flow channel outlet meets the coolant requirements of each functional component on the motor side. This further improves the precision and rational distribution of coolant output from one or more motor flow channel outlets using a single valve.

[0023] In one implementation, a valve is used to adjust its opening degree according to the operating conditions of at least one of an electric motor or a generator, wherein when at least one of the speed or torque of the electric motor increases from a first preset value to a second preset value, the opening degree of the valve is adjusted from the first opening degree to the second opening degree, the first opening degree being less than the second opening degree; when at least one of the speed or torque of the generator decreases from a third preset value to a fourth preset value, the opening degree of the valve is adjusted from the third opening degree to the fourth opening degree, the third opening degree being less than the fourth opening degree.

[0024] Correspondingly, when the output speed or output torque of an electric motor varies, the heat dissipation requirements of the stator and rotor, as well as the lubrication requirements of a gear and a bearing in the reducer on the electric side, all differ. Therefore, a valve adjusts its opening degree based on changes in at least one of the motor's output speed or output torque, ensuring that the coolant output from one or more motor flow channels meets the motor's coolant requirements under different operating conditions. This not only guarantees that the coolant output from one motor flow channel meets the basic heat dissipation or lubrication requirements of different functional components on the motor side, but also further improves the precision and rationality of the coolant distribution from one or more motor flow channel outlets using a single valve.

[0025] In one implementation, when at least one of the speed or torque of an electric motor is less than or equal to a fifth preset value, the opening degree of a valve remains at a fifth opening degree, the fifth preset value is less than a first preset value, and the fifth opening degree is less than the first opening degree; when the temperature of an electric motor is greater than a preset temperature value, the opening degree of a valve remains at a sixth opening degree, and the sixth opening degree is less than or equal to a second opening degree.

[0026] Correspondingly, an electric motor operating at a suitable temperature can ensure its performance and lifespan. Therefore, by adjusting the flow rate of one or more motor outlets using at least one of the motor's output speed or output torque as a reference condition, a valve can further improve the accuracy and rationality of the coolant distribution at the outlets of one or more motor outlets. This allows the coolant output from one or more motor outlets to adapt to different operating conditions of the powertrain, ensuring the powertrain's performance and lifespan while further reducing the overall power consumption of the powertrain.

[0027] In one implementation, the powertrain further includes a heat exchanger and at least one filter, wherein the coolant flows through a heat exchanger and a filter before flowing into one or more motor flow passage inlets and one or more generator flow passage inlets.

[0028] Correspondingly, along the direction of coolant flow, a heat exchanger and a filter are also provided between an oil pump and one or more motor flow channel inlets and one or more generator flow channel inlets. The heat exchanger is used to exchange heat with the coolant to reduce its temperature before outputting it, and the filter is used to filter out impurities or foreign matter that may mix into the coolant to improve its cleanliness. By adding a heat exchanger and a filter on the outlet side of an oil pump along the direction of coolant flow, the coolant output from the oil pump is cooled by the heat exchanger before being delivered to a motor flow channel for lubrication or heat dissipation on the motor side, and before being delivered to a generator flow channel for lubrication or heat dissipation on the generator side. This ensures efficient heat dissipation of the coolant to the generator or motor side, thereby ensuring that the generator or motor operates at a suitable temperature, further improving its performance and lifespan. Meanwhile, filtering out dust, abrasive particles, and other impurities or foreign objects that may mix into the coolant improves its cleanliness. This ensures that when the coolant lubricates the generator or motor side, these impurities or foreign objects prevent damage to the transmission mechanism on that side, thus avoiding a reduction in its performance or efficiency. In other words, before being delivered to the engine or motor side for lubrication or cooling, the coolant pumped by the oil pump passes through a heat exchanger and a filter, further enhancing the powertrain's performance and lifespan.

[0029] In one implementation, at least one filter includes two filters, wherein the pore size of the filter screen in one filter is smaller than the pore size of the filter screen in the other filter, wherein coolant flowing into each motor flow channel inlet and each generator flow channel inlet flows through one filter, and coolant flowing out of each motor flow channel outlet and each generator flow channel outlet flows through the other filter and then flows into the inlet of an oil pump.

[0030] Correspondingly, the two filters have different pore sizes, allowing them to complement and cooperate in filtering the coolant, further enhancing the filtration effect. Along the coolant flow direction, the filter with a relatively larger pore size is positioned at the inlet of one oil pump, away from the outlet, while the filter with a relatively smaller pore size is positioned at the outlet, away from the inlet. This ensures that the coolant is filtered through the filter with the larger pore size before flowing into the oil pump. The filter with the larger pore size can filter out larger impurities or foreign objects that may be mixed into the coolant, achieving a coarse filtration effect. This prevents larger impurities or foreign objects from damaging the oil pump, thus protecting it and improving its performance and lifespan.

[0031] In one implementation, the powertrain housing integrates two stator receiving slots, two internal flow channels, and multiple bearing cavities. Each stator receiving slot has a wall wall comprising a communicating channel and an outlet. One stator receiving slot is used to secure the stator of an electric motor, and the other stator receiving slot is used to secure the stator of a generator. One outlet of one stator receiving slot serves as an outlet for the electric motor flow channel, and another outlet of the other stator receiving slot serves as an outlet for the generator flow channel. One end of each internal flow channel is connected to an outlet via a channel wall channel, and the other end of one internal flow channel serves as an inlet for the electric motor flow channel, and the other end of the other internal flow channel serves as an inlet for the generator flow channel. One internal flow channel is used to accommodate a valve. The inner peripheral wall of each bearing cavity includes an outlet. One bearing cavity is used to secure the bearing of an electric motor, and the other bearing cavity is used to secure the bearing of a generator. One outlet of one bearing cavity is connected to one internal flow channel, and another outlet of the other bearing cavity is connected to the other internal flow channel.

[0032] Correspondingly, the maximum outer diameter of the motor can usually be referenced to the outer diameter of its internal stator. Therefore, each stator housing slot can accommodate one stator and a rotor, motor shaft, and other possible functional structural components of the motor, all coaxially located inside the stator. In other words, each stator housing slot is used to house and secure one motor. The powertrain housing integrates two stator housing slots, each used to house one motor and one generator, respectively. Simultaneously, each stator housing slot has a coolant outlet on its wall, each outlet connecting to one end of an internal flow channel. This allows one end of the internal flow channel to supply coolant to the stator or rotor within each stator housing slot for heat dissipation. Additionally, one internal flow channel is also connected to a coolant outlet, through which coolant is supplied to each bearing cavity for lubrication of the bearing housed within each cavity, improving the performance and lifespan of each bearing. By delivering coolant to the stator and rotor in each stator housing slot through two internal flow channels for heat dissipation and delivering coolant to the bearings in each bearing cavity for lubrication, thereby improving the working efficiency and lifespan of the powertrain, the two stator housing slots, two internal flow channels, and multiple bearing cavities are simultaneously integrated into the powertrain housing. This allows the housing to simultaneously perform the functions of housing and fixing one or more motors, delivering coolant, and housing and fixing bearings, thereby simplifying the internal structural design of the powertrain and improving the overall manufacturing efficiency of the powertrain.

[0033] Secondly, this application also provides an electric vehicle, which includes wheels and a powertrain provided by any of the above implementations, the powertrain being used to drive the wheels.

[0034] The powertrain of the electric vehicle provided in this application uses a generator to input electrical energy into an electric motor to drive the electric motor to rotate. The electric motor receives the electrical energy input from the generator and converts it into power for output. The electric motor inputs power to a reducer through its motor shaft, and the reducer transmits the power to the wheels, thus achieving the effect of the powertrain driving the wheels to rotate and propelling the electric vehicle. The electric vehicle of this application is equipped with the powertrain of any of the above implementations, which improves the working performance and lifespan of the electric vehicle. In other words, because it uses the powertrain of any of the above implementations, the electric vehicle of this application possesses all the possible beneficial effects of the powertrain provided by any of the above implementations. Attached Figure Description

[0035] To more clearly illustrate the technical solution of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0036] Figure 1 This is a schematic diagram of the working scenario of an electric vehicle provided in an embodiment of this application;

[0037] Figure 2 A schematic plan view of the powertrain of an electric vehicle provided in an embodiment of this application;

[0038] Figure 3 A schematic diagram of the internal flow channel for transporting coolant in the powertrain provided in the embodiments of this application;

[0039] Figure 4 A schematic diagram of the planar structure of a powertrain containing a motor flow channel and a generator flow channel for conveying coolant, with some parts of the structure hidden in the embodiment of this application.

[0040] Figure 5 A schematic diagram of the planar structure of a powertrain provided in this application, showing a motor flow channel and a generator flow channel for conveying coolant;

[0041] Figure 6 A partial planar structural diagram of the internal flow channel of the powertrain provided in the embodiments of this application;

[0042] Figure 7 A schematic diagram illustrating the working principle of a valve in a powertrain provided in an embodiment of this application;

[0043] Figure 8 A schematic diagram illustrating the working principle of a valve in a powertrain provided in an embodiment of this application;

[0044] Figure 9 A schematic diagram of the planar structure of a powertrain containing a motor flow channel and a generator flow channel for conveying coolant, with some parts of the structure hidden in the embodiment of this application.

[0045] Figure 10 A schematic diagram of the planar structure of a powertrain provided in this application, showing a motor flow channel and a generator flow channel for conveying coolant;

[0046] Figure 11 A partial planar structural diagram of the internal flow channel of the powertrain provided in the embodiments of this application;

[0047] Figure 12 A partial planar structural diagram of a generator flow channel for supplying coolant within a powertrain embodiment provided in this application, with some parts of the structure concealed.

[0048] Figure 13 A schematic diagram of the planar structure of a powertrain containing a motor flow channel and a generator flow channel for conveying coolant, with some parts of the structure hidden in the embodiment of this application.

[0049] Figure 14 This is a schematic diagram of the planar structure of a powertrain provided in an embodiment of the present application, showing a motor flow channel and a generator flow channel for conveying coolant. Detailed Implementation

[0050] The technical solutions of the embodiments of this application will now be described with reference to the accompanying drawings. Obviously, the described embodiments are merely some, and not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection claimed in this application.

[0051] This application provides a powertrain with parallel flow channels. The powertrain includes a generator, an electric motor, and an oil pump. The powertrain includes an electric motor flow channel and a generator flow channel. The electric motor flow channel includes at least one electric motor flow channel inlet, at least one electric motor flow channel outlet, and a valve. One or more of the at least one electric motor flow channel outlets are used to output coolant to dissipate heat from at least one of the rotor or stator of the electric motor. The valve connects the one or more electric motor flow channel inlets and outlets. The generator flow channel includes at least one generator flow channel inlet and at least one generator flow channel outlet. One or more of the at least one electric motor flow channel outlets are used to output coolant to dissipate heat from at least one of the rotor or stator of the generator. An oil pump outlet connects the at least one electric motor flow channel inlet and the at least one generator flow channel inlet. The valve simultaneously regulates the flow rates of the one or more electric motor flow channel outlets and the one or more generator flow channel outlets. This powertrain, through targeted optimization of the internal flow channel structure design, can improve the utilization rate of coolant within the powertrain, reduce coolant loss, and lower the overall energy consumption of the powertrain.

[0052] This application provides an electric vehicle, which includes wheels and a powertrain provided by the above-described implementation. The powertrain is used to drive the wheels. The powertrain of the electric vehicle of this application can adjust the distribution of coolant flow based on different operating conditions, thereby improving the utilization rate of coolant and reducing coolant loss and overall powertrain loss. In addition to improving the overall performance and lifespan of the electric vehicle, it can also reduce the power consumption and operating cost of the electric vehicle.

[0053] Please refer to the following: Figure 1 and Figure 2 , Figure 1 This is a schematic diagram of the working scenario of the electric vehicle 1000 provided in an embodiment of this application. Figure 2This is a schematic plan view of the powertrain 100 of an electric vehicle 1000 provided in an embodiment of this application. The electric vehicle 1000 includes wheels 1001, a power battery 1002, and the powertrain 100. The power battery 1002 is electrically connected to various functional components inside the electric vehicle 1000, and provides power for the normal operation of these components. The powertrain 100 receives electrical energy from the power battery 1002 and provides power to drive the wheels 1001 of the electric vehicle 1000.

[0054] exist Figure 1 and Figure 2 In the illustrated embodiment, wheels 1001 are rotatably connected to the body of the electric vehicle 1000, and each wheel 1001 rotates to drive the frame of the electric vehicle 1000. A powertrain 100 is fixedly connected to the body of the electric vehicle 1000 and is drive-connected to the wheels 1001 of the electric vehicle 1000. A power battery 1002 supplies power to the powertrain 100, and the powertrain 100 receives electrical energy and outputs power to the wheel ends to drive the wheels 1001 to rotate.

[0055] Understandably, the powertrain 100 of the electric vehicle 1000 is connected to the wheel 1001 via a reducer, so that the power output by the motor in the powertrain 100 is transmitted to the reducer and then to the wheel 1001, thereby driving the wheel 1001 to rotate and thus driving the electric vehicle 1000 to move.

[0056] For example, the powertrain 100 includes a reduction gear 101, and at least one of a generator 102 and an electric motor 103. Figure 1 and Figure 2 In the embodiment shown, the powertrain 100 includes a reducer 101, a generator 102, and an electric motor 103.

[0057] In one embodiment, the electric motor 103 and the reducer 101 are connected in a transmission connection. The electric motor 103 is used to generate driving torque and serves as the power source of the powertrain 100 for outputting power. The electric motor 103 transmits the output power to the wheels 1001 through the reducer 101 to drive the electric vehicle 1000.

[0058] Specifically, the electric motor 103 includes a stator 1031, a rotor 1032, and a motor shaft 1033. The stator 1031 is coaxially sleeved around the rotor 1032 and fixed relative to the housing of the electric motor 103. The motor shaft 1033 of the electric motor 103 is coaxially fixed to the rotor 1032. The rotor 1032 rotates around its own axis and synchronously drives the motor shaft 1033 to rotate, so as to output power through the motor shaft 1033.

[0059] The stator 1031 includes a stator core 1031a and a stator winding 1031b. The stator winding 1031b is wound around the stator core 1031a. After an alternating current is passed through the stator winding 1031b, a rotating stator magnetic field is generated in the stator core 1031a to drive the rotor 1032 to rotate, and synchronously drive the motor shaft 1033 to rotate around its own axis, thereby enabling the motor 103 to output power to the outside.

[0060] The rotor 1032 includes a rotor core and rotor windings. The rotor windings are wound around the rotor core and cut the rotating stator magnetic field to generate induced electromotive force and current. The rotor 1032 works together with the stator 1031 to form electromagnetic torque to drive the rotor 1032 to rotate relative to the stator 1031, thereby driving the motor shaft 1033 to rotate around its own axis and output power outward.

[0061] exist Figure 1 and Figure 2 In the illustrated embodiment, the reducer 101 includes a plurality of gears 1011 and a plurality of rotating shafts 1012, the plurality of rotating shafts 1012 being arranged in parallel and spaced apart. The plurality of gears 1011 are used to realize the transmission connection between the plurality of rotating shafts 1012, so as to transmit the power input from the motor 103 and output it to the wheel 1001.

[0062] In one embodiment, a plurality of rotating shafts 1012 include an input shaft 1012a, an intermediate shaft 1012b, and an output shaft 1012c, which are arranged in parallel and spaced apart. The input shaft 1012a is used to drive the motor shaft 1033 of the motor 103, and the intermediate shaft 1012b is used to drive the output shaft 1012c via at least one gear 1011.

[0063] In one embodiment, at least one gear 1011 is coaxially mounted on the periphery of each of the input shaft 1012a, intermediate shaft 1012b, and output shaft 1012c. The at least one gear 1011 mounted on each shaft meshes with each other, thereby achieving the effect of connecting the intermediate shaft 1012b to the input shaft 1012a and output shaft 1012c. The motor 103 is used to output power. Since the motor shaft 1033 is coaxially driven with the input shaft 1012a of the reducer 101, when the motor shaft 1033 rotates around its own axis, it synchronously drives the input shaft 1012a to rotate coaxially, thus achieving the effect of inputting power into the reducer 101.

[0064] It should be noted that, in Figure 1 and Figure 2In the embodiment shown, a transmission mechanism for realizing other functions may also be provided between the reducer 101 and the wheel 1001 of the electric vehicle 1000. For example, but not limited to, a transmission mechanism such as a differential may be included to realize different power transmission effects between the reducer 101 and the wheel 1001, so as to meet different driving states and requirements of the electric vehicle 1000.

[0065] In one embodiment, the electric motor 103 and the generator 102 are simultaneously electrically connected to the power battery 1002.

[0066] For example, generator 102 is used to convert kinetic energy into electrical energy. The electrical energy generated by generator 102 is input into power battery 1002 for storage, so as to create the effect of generator 102 charging power battery 1002. Power battery 1002 is used to transmit electrical energy to motor 103, and motor 103 converts electrical energy into kinetic energy, and motor 103 transmits kinetic energy to wheel 1001 through reducer 101.

[0067] In one embodiment, the electric vehicle 1000 further includes an engine 1003, which is driveably connected to a generator 102. The engine 1003 provides power and transmits it to the generator 102 via a transmission mechanism between the engine 1003 and the generator 102, so that the generator 102 converts kinetic energy into electrical energy. Figure 1 and Figure 2 In the embodiments shown, engine 1003 may be, but is not limited to, gasoline engines, diesel engines, and other types or fuels of engines.

[0068] In one embodiment, the electric vehicle 1000 further includes a controller 1004, which is electrically connected to the power battery 1002, the electric motor 103 and the generator 102 respectively. The controller 1004 is used to control the coordinated operation between the power battery 1002, the electric motor 103 and the generator 102 to enable the electric vehicle 1000 to drive normally and to enable the electric vehicle 1000 to operate in different power modes.

[0069] Understandably, in the powertrain 100 provided in this application embodiment, the powertrain 100 uses a generator 102 to provide electrical energy to the power battery 1002 of the electric vehicle 1000, and the power battery 1002 drives the motor shaft 1033 of the electric motor 103 to rotate, so as to input power to the transmission mechanism inside the powertrain 100 that is driven by the electric motor 103. The power output by the electric motor 103 is output to the outside of the powertrain through the transmission mechanism inside the powertrain 100 that is driven by the electric motor 103, thereby realizing the effect of the powertrain 100 outputting power to the outside and enabling the electric vehicle 1000 to move.

[0070] It should be noted that, in Figure 1 and Figure 2 In the embodiments shown, only one possible functional structure and its possible shape, size, and arrangement within the electric vehicle 1000 and powertrain 100 provided in this application embodiment are described as examples. However, this does not limit the functional structure devices and their shapes, sizes, and arrangements within the electric vehicle 1000 and powertrain 100 provided in this application embodiment to these specific examples. In other embodiments of this application, the shapes, sizes, and arrangements of the functional structure devices and their arrangements within the electric vehicle 1000 and powertrain 100 can be adjusted according to actual design requirements and application scenarios. This application embodiment does not specifically limit these aspects.

[0071] Please see Figure 3 , Figure 3 This is a schematic planar structure diagram of the internal flow channel 10 of the powertrain 100 provided in this embodiment of the application, which transports coolant. Figure 3 In the embodiment shown, the powertrain 100 includes several internal flow channels 10, a housing 105, and an oil pump 20.

[0072] For example, the internal flow channel 10 connects multiple functional structures within the powertrain 100 to deliver coolant for lubrication or heat dissipation of each functional structure (e.g., Figure 3 (As shown by the thin solid line), to ensure the performance and lifespan of each functional structure. Figure 3 In the illustrated embodiment, the plurality of internal flow channels 10 include a motor flow channel 11 and a generator flow channel 12.

[0073] An electric motor flow channel 11 is used to output coolant to the motor side so as to deliver coolant to at least one of the stator or rotor of an electric motor 103 for heat dissipation, or to lubricate at least one of the gears or bearings of a transmission mechanism such as a reducer 101, a differential, etc., which is connected to the electric motor 103.

[0074] In this application, the electric motor side of the powertrain 100 can be understood as a single electric motor 103 within the powertrain 100, and transmission mechanisms such as a reducer 101 and a differential that are connected to the electric motor 103. Furthermore, in this embodiment, the reducer 101 is used as an example of the transmission mechanism on the electric motor side of the powertrain 100 for illustrative purposes.

[0075] Specifically, an electric motor flow channel 11 includes at least one electric motor flow channel inlet 111 and at least one electric motor flow channel outlet 112. The at least one electric motor flow channel inlet 111 is used to receive coolant and to output coolant through the at least one electric motor flow channel outlet 112 to each functional structure on the motor side for heat dissipation or cooling. That is, one or more of the at least one electric motor flow channel outlet 112 are used to output coolant to dissipate heat from at least one of the rotor or stator of an electric motor 103, and one or more electric motor flow channel outlets 112 are used to output coolant to lubricate at least one of the gears or bearings in the reducer 101.

[0076] A generator flow channel 12 is used to output coolant to the motor side, enabling the coolant to dissipate heat from at least one of the stators or rotors of a generator 102, or to lubricate at least one of a gear or a bearing in a transmission mechanism connected to the generator 102. Figure 3 The transmission mechanism shown in the diagram, which is connected to a generator 102, is the transmission mechanism 104 on the generator side. The generator side of the powertrain 100 can be understood as one generator 102 in the powertrain 100 and the transmission mechanism connected to that generator 102, which is briefly referred to as the generator side in this specification.

[0077] Specifically, a generator flow channel 12 includes at least one generator flow channel inlet 121 and at least one generator flow channel outlet 122. The generator flow channel inlet 121 receives coolant and outputs coolant through the at least one generator flow channel outlet 122 to each functional structure on the generator side for heat dissipation or cooling. That is, one or more of the at least one generator flow channel outlet 122 are used to output coolant to dissipate heat from at least one of the rotor or stator of a generator 102, and one or more generator flow channel outlets 122 are used to output coolant to lubricate at least one of a gear or a bearing in the transmission mechanism 104 on the generator side.

[0078] The housing 105 includes an oil sump 105a, which contains coolant (such as...) supplied by the internal flow channels 10 to each functional structure of the powertrain 100 and used to lubricate or cool each functional structure of the powertrain 100. Figure 3 (As shown by the thin dashed line), that is, the coolant that has been lubricated or cooled in the powertrain 100 is contained in the oil sump 105a of the housing 105.

[0079] An oil pump 20 is used to provide negative pressure and draw coolant from the oil sump 105a. The coolant output by the oil pump 20 is delivered to each functional structure for lubrication or heat dissipation through several internal flow channels 10.

[0080] Specifically, the inlet of an oil pump 20 is connected to the oil sump 105a of the housing 105 via at least one internal flow channel 10, and the outlet of an oil pump 20 is connected to an electric motor flow channel 11 and a generator flow channel 12. For example... Figure 3 As shown, the outlet of an oil pump 20 is used to connect at least one motor flow channel inlet 111 and at least one generator flow channel inlet 121.

[0081] An oil pump 20 draws coolant from the housing 105 and delivers it to a motor flow channel 11 for heat dissipation or lubrication of the functional structure on the motor side, and to a generator flow channel 12 for heat dissipation and lubrication of the functional structure on the generator side.

[0082] Understandably, the powertrain 100 delivers coolant to the motor side through an electric motor flow channel 11 for lubrication or heat dissipation, and delivers coolant to the generator side through a generator flow channel 12 for lubrication or heat dissipation. This ensures that the electric motor 103 and the generator 102 operate at suitable operating temperatures and have good lubrication effects, thereby improving the working performance and lifespan of the electric motor 103 and the generator 102, and thus improving the overall working performance and lifespan of the powertrain 100.

[0083] In one embodiment, the powertrain 100 further includes a heat exchanger 106 and at least one filter 107. Figure 3 In the illustrated embodiment, the coolant also flows through a heat exchanger 106 and a filter 107 before flowing into one or more motor flow channel inlets 111 and one or more generator flow channel inlets 121.

[0084] exist Figure 3 In the illustrated embodiment, along the direction of coolant flow, a heat exchanger 106 and a filter 107 are provided between an oil pump 20 and one or more motor flow channel inlets 111 and one or more generator flow channel inlets 121. The heat exchanger 106 is used to exchange heat with the coolant to reduce the temperature of the coolant and output it, and the filter 107 is used to filter impurities or foreign matter that may be mixed into the coolant to improve the cleanliness of the coolant.

[0085] Understandably, by adding a heat exchanger 106 and a filter 107 to the outlet side of an oil pump 20 along the direction of coolant flow, the coolant output from the outlet of the oil pump 20 can exchange heat with the coolant through the heat exchanger 106 to reduce the coolant temperature before being delivered to a motor flow channel 11 for lubrication or heat dissipation on the motor side, and before being delivered to a generator flow channel 12 for lubrication or heat dissipation on the generator side. This ensures the efficient heat dissipation of the coolant to the generator side or motor side, thereby ensuring that a generator 102 or a motor 103 operates at a suitable temperature, further improving the working performance and lifespan of a generator 102 or a motor 103.

[0086] Meanwhile, a filter 107 filters out dust, abrasive particles, and other impurities or foreign objects that may be mixed into the coolant, improving the coolant's cleanliness. This ensures that when the coolant lubricates the generator or motor side, impurities or foreign objects in the coolant prevent damage to the transmission mechanism on the generator or motor side, thus avoiding a reduction in the transmission mechanism's performance or efficiency. In other words, before the coolant output by the oil pump 20 is delivered to the engine or motor side for lubrication or cooling, it also flows through a heat exchanger 106 and a filter 107, further improving the performance and lifespan of the powertrain 100.

[0087] In one embodiment, at least one filter 107 includes two filters 107, wherein the pore size of the filter screen in one filter 107 is smaller than the pore size of the filter screen in the other filter 107.

[0088] The coolant flowing into each motor inlet 111 and each generator inlet 121 passes through a filter 107, and the coolant flowing out of each motor outlet and each generator outlet 122 passes through another filter 107 before flowing into the inlet of an oil pump 20. Figure 3 In the illustrated embodiment, the filter 107 with a relatively small pore size is the first filter 1071, and the filter 107 with a relatively large pore size is the second filter 1072.

[0089] Specifically, along the direction of coolant flow, a filter 107 with a relatively large pore size is arranged at the inlet of an oil pump 20 on the side opposite to the outlet of the oil pump 20, and a filter 107 with a relatively small pore size is arranged at the outlet of the oil pump 20 on the side opposite to the inlet of the oil pump 20. This allows the coolant to be filtered through the filter 107 with the relatively large pore size before flowing into the oil pump 20. Figure 3As shown, along the direction of coolant flow, the coolant flowing from the oil sump 105a of the housing 105 to the multiple functional structural components of the powertrain 100 flows sequentially through the second filter 1072, an oil pump 20, a heat exchanger 106, and a first filter 1071.

[0090] Understandably, a filter 107 with a relatively large pore size can filter out impurities or foreign objects that may be mixed into the coolant, such as those with large volume or outer diameter, thus achieving a coarse filtration effect. This prevents impurities or foreign objects that may be mixed into the filter 107 from damaging the oil pump 20. In other words, a filter 107 with a relatively large pore size can protect the oil pump 20, thereby improving its working performance and lifespan.

[0091] Meanwhile, the different pore sizes of the two filters 107 allow them to complement and cooperate when filtering coolant, thereby further improving the filtration effect on coolant.

[0092] It should be noted that, in Figure 4 The embodiments shown are merely illustrative examples of one possible embodiment of several internal flow channels 10 within the powertrain 100 of this application, and do not limit the orientation, connection method, structural shape, and size of the internal flow channels 10 provided in the embodiments of this application to this. In other embodiments provided in this application, the orientation, connection method, structural shape, and size of each internal flow channel 10 can be adjusted according to actual design requirements, and this application does not impose specific limitations on this.

[0093] At the same time, Figure 5 The embodiments shown are merely illustrative examples of one possible arrangement, relative positional relationship, structural shape, and size of each functional structural component within the powertrain 100 of this application. However, the actual arrangement position, actual structural shape, and size of each functional structural component within the powertrain 100 provided in this application embodiment are not limited to these specific examples. In other embodiments of this application, the actual arrangement position, actual structural shape, and size of each kinetic energy structural component within the powertrain 100 can be adjusted according to actual design requirements, and this application embodiment does not specifically limit this.

[0094] Please refer to the following: Figure 4 and Figure 5 , Figure 4 This is a schematic plan view of the powertrain 100 provided in this embodiment, showing the flow of coolant through a motor flow channel 11 and a generator flow channel 12, with some parts of the structure hidden. Figure 5This is a schematic plan view of the powertrain 100 provided in this embodiment, showing the flow of coolant through a motor flow channel 11 and a generator flow channel 12. To clearly illustrate the connection relationships between a valve, a motor flow channel 11, and a generator flow channel 12 within the powertrain 100, etc., [details omitted]. Figure 4 and Figure 5 In the illustrated embodiment, some functional structures within the powertrain 100, such as an oil pump 20 and a heat exchanger 106, are omitted.

[0095] like Figure 4 and Figure 5 As shown, the powertrain 100 also includes a valve 30. The valve 30 is used to connect one or more motor flow channel inlets 111 and one or more motor flow channel outlets 112, and to simultaneously regulate the flow rates of one or more motor flow channel outlets 112 and one or more generator flow channel outlets 122.

[0096] like Figure 4 and Figure 5 As shown, the number of motor flow channel inlets 111 of a motor flow channel 11 is one or more, and each motor flow channel inlet 111 is connected to one or more motor flow channel outlets 112. That is, the coolant output from the outlet of an oil pump 20 is simultaneously output to one or more motor flow channel outlets 112 through each motor flow channel inlet 111. One or more motor flow channel outlets 112 are used to dissipate heat from at least one of the stator or rotor on the motor side of the powertrain 100.

[0097] The number of generator flow channel inlets 121 in a generator flow channel 12 is one or more. Each generator flow channel inlet 121 is connected to one or more generator flow channel outlets 122. That is, the coolant output from the outlet of an oil pump 20 is simultaneously output to one or more generator flow channel outlets 122 through each generator flow channel inlet 121. One or more generator flow channel outlets 122 are used to dissipate heat from at least one of the stator or rotor on the generator side.

[0098] A valve 30 is provided on a motor flow channel 11, so that one or more motor flow channel inlets 111 of the motor flow channel 11 can be connected to one or more motor flow channel outlets 112 through the valve 30, thereby achieving the effect of the valve 30 controlling the delivery of coolant from one or more motor flow channel inlets 111 to one or more motor flow channel outlets 112, and the flow rate of coolant output from one or more motor flow channel outlets 112 can be adjusted through the valve 30.

[0099] Meanwhile, since one motor flow channel 11 and one generator flow channel 12 are connected in parallel, one or more motor flow channel outlets 112 of one motor flow channel 11 and one or more generator flow channel outlets 122 of one generator flow channel 12 are also connected in parallel. When one valve 30 adjusts the flow rate of one or more motor flow channel outlets 112, the flow rate of the output coolant of one or more generator flow channel outlets 122 will be adjusted synchronously.

[0100] Typically, the coolant flow distribution efficiency within each internal flow channel of a powertrain is low, and the coolant flow distribution within each internal flow channel cannot be adaptively adjusted for various operating conditions of the powertrain, resulting in coolant loss and increased overall powertrain energy consumption.

[0101] The powertrain 100 of this application uses a valve 30 to simultaneously adjust the flow rate of coolant output from one or more motor flow channel outlets 112 and one or more generator flow channel outlets 122 within the powertrain 100. This allows for independent adjustment of the flow rate of coolant output from each internal flow channel 10 within the powertrain 100, enabling reasonable distribution of coolant flow rate. Furthermore, each internal flow channel 10 within the powertrain 100 can adaptively adjust the coolant flow rate for different operating conditions of the powertrain 100, thereby improving coolant utilization and reducing coolant loss. This enhances the overall performance and lifespan of the powertrain 100 while reducing its power consumption.

[0102] The electric vehicle 1000 of this application is equipped with the powertrain 100 provided in any of the above embodiments, which can improve the working performance and lifespan of the electric vehicle 1000. That is, because the powertrain 100 in any of the above implementations is used, the electric vehicle 1000 of this application has all the beneficial effects that the powertrain 100 provided in any of the above embodiments may have.

[0103] In one embodiment, each motor flow channel inlet 111 is used to transfer coolant to one or more motor flow channel outlets 112, and each generator flow channel inlet 121 is used to transfer coolant to one or more generator flow channel outlets 122.

[0104] exist Figure 4 and Figure 5 In the embodiment shown, the number of at least one motor flow channel inlet 111 of a motor flow channel 11 is one, and a motor flow channel inlet 111 simultaneously transmits coolant to one or more motor flow channel outlets 112.

[0105] Specifically, at least one motor flow channel outlet 112 includes at least one first motor flow channel outlet 112a (e.g., Figure 4 and Figure 5 (as shown by the thick solid line) and at least one second motor flow channel outlet 112b ... Figure 4 and Figure 5 (As shown by the thin dashed line). The number of at least one first motor flow channel outlet 112a is one or more, and the one or more first motor flow channel outlets 112a are used to output coolant to dissipate heat from at least one of the stator or rotor of a motor 103 on the motor side of the powertrain 100.

[0106] The number of at least one second motor flow channel outlet 112b is one or more, and the one or more second motor flow channel outlets 112b are used to output coolant to lubricate at least one gear or bearing in the reducer 101 on the motor side of the powertrain 100.

[0107] A valve 30 is connected in series at the rear end of a motor flow channel inlet 111 and at the front end of multiple motor flow channel outlets 112.

[0108] The number of at least one generator flow channel inlet 121 in a generator flow channel 12 is one, and a generator flow channel inlet 121 can simultaneously transmit coolant to one or more generator flow channel outlets 122.

[0109] Specifically, at least one generator flow channel outlet 122 includes at least one first generator flow channel outlet 122a (e.g., Figure 4 and Figure 5 (as shown by the thick solid line) and at least one second generator flow channel outlet 122b (as shown by the thick solid line) Figure 4 and Figure 5 (As shown by the thin dashed line).

[0110] There are at least one or more first generator flow channel outlets 122a, which are used to output coolant to dissipate heat from at least one of the stator or rotor of a generator 102 on the generator side of the powertrain 100. There are at least one or more second generator flow channel outlets 122b, which are used to output coolant to lubricate at least one of the gears or bearings in the transmission mechanism 104 on the generator side of the powertrain 100.

[0111] Understandably, the coolant output from the outlet of an oil pump 20 is transmitted to the motor side of the powertrain 100 for heat dissipation or lubrication through an electric motor flow channel inlet 111 and to the generator side for heat dissipation or lubrication through a generator flow channel inlet 121, so that the inlets of each internal flow channel 10 used to deliver coolant to each motor side for heat dissipation or lubrication form a parallel effect.

[0112] Therefore, when a valve 30 adjusts the flow rate of one or more motor flow channel outlets 112 of a motor flow channel 11, the valve 30 can simultaneously adjust the flow rate of one or more outlets of other internal flow channels 10 connected in parallel with a motor flow channel 11 according to different operating conditions of the powertrain 100, thereby enabling the coolant output from the outlet of each internal flow channel 10 to be accurately output according to different operating conditions of the powertrain 100, so as to further improve the utilization rate of coolant.

[0113] In one embodiment, a valve 30 may be, but is not limited to, a proportional solenoid valve.

[0114] In one embodiment, along the direction of coolant flow from an oil pump 20, the flow distance from the outlet of an oil pump 20 to each generator flow channel inlet 121 is greater than the flow distance from the outlet of an oil pump 20 to each motor flow channel inlet 111.

[0115] exist Figure 4 and Figure 5 In the embodiment shown, there is one motor flow channel inlet 111 and one generator flow channel inlet 121, which are arranged at intervals along the direction of coolant flow output by an oil pump 20, and the motor flow channel inlet 111 is located between the outlet of an oil pump 20 and the generator flow channel inlet 121.

[0116] That is, an electric motor flow channel inlet 111 is closer to the outlet of an oil pump 20 than a generator flow channel inlet 121, so that the coolant output from the outlet of an oil pump 20 first flows from an electric motor flow channel inlet 111 into an electric motor flow channel 11, and then flows from a generator flow channel inlet 121 into a generator flow channel 12.

[0117] Understandably, since the electric motor in the powertrain 100 is used to generate power and output power through transmission mechanisms such as reducer 101 and differential connected to it, the electric motor side of the powertrain 100 generates more heat and has more internal functional structural components.

[0118] Along the direction of coolant flow from an oil pump 20, the coolant output from the outlet of an oil pump 20 first flows into one or more motor flow channel inlets 111, and then is transmitted to one or more generator flow channel inlets 121. This allows the coolant output from the outlet of an oil pump 20 to be delivered to the electric motor side for heat dissipation or lubrication more quickly. As a result, more coolant is distributed from one motor flow channel inlet 111 to the motor side, ensuring the cooling and lubrication effect of the coolant on the motor side. This not only improves the utilization rate of the coolant, but also further enhances the overall performance and lifespan of the powertrain 100.

[0119] For one embodiment, please refer to 6. Figure 6 This is a partial planar structural diagram of the internal flow channel 10 of the powertrain 100 provided in an embodiment of this application. Figure 6 As shown, the orifice diameter of each motor flow channel inlet 111 is larger than the orifice diameter of each generator flow channel inlet 121. For example, in... Figure 6 The diagram illustrates that the diameter of the inlet 111 of each motor flow channel is the first diameter D1, and the diameter of the inlet 121 of each generator flow channel is the second diameter D2. The first diameter D1 is larger than the second diameter D2.

[0120] The larger the orifice diameter of each internal flow channel 10 inlet, the smaller the resistance the coolant experiences at each internal flow channel 10 inlet. Therefore, by setting the orifice diameter of each motor flow channel inlet 111 to be larger than the orifice diameter of each generator flow channel inlet 121, the coolant output by the oil pump 20 can be more easily transferred to each motor flow channel inlet 111 while maintaining a constant speed. This allows the oil pump 20 to distribute more coolant to the motor side through the motor flow channel 11 while maintaining a constant speed, thus providing cooling and lubrication for the motor side with higher heat dissipation and lubrication requirements.

[0121] That is, by simultaneously adjusting the flow rate of one or more motor flow channel outlets 112 and one or more generator flow channel outlets 122 through a valve 30, and by differentiating the orifice diameter of each motor flow channel inlet 111 and each generator flow channel inlet 121, it is possible to achieve a reasonable and targeted distribution of the coolant output from the outlet of an oil pump 20 according to the different heat dissipation and lubrication requirements of each motor in the powertrain 100, thereby further improving the utilization rate of coolant, reducing coolant loss and the overall power consumption of the powertrain 100.

[0122] In one embodiment, while keeping the rotational speed of an oil pump 20 constant, a valve 30 adjusts the opening degree of another valve 30.

[0123] For example, increasing the opening degree of a valve 30 simultaneously increases the flow rate at one or more motor flow channel outlets 112 and decreases the flow rate at one or more generator flow channel outlets 122.

[0124] For example, reducing the opening degree of a valve 30 simultaneously reduces the flow rate at one or more motor flow channel outlets 112 and increases the flow rate at one or more generator flow channel outlets 122.

[0125] Understandably, since a valve 30 can connect one or more motor flow channel inlets 111 and one or more motor flow channel outlets 112, the valve 30 effectively acts as a series connection to a motor flow channel 11. Therefore, when the opening degree of a valve 30 is adjusted, the valve 30 can adjust and control the flow rate of one or more motor flow channel outlets 112 of a motor flow channel 11, thereby achieving the effect of simultaneously adjusting the flow rate of one or more motor flow channel outlets 112.

[0126] Furthermore, since one or more motor flow channel inlets 111 and one or more generator flow channel inlets 121 are connected in parallel, when a valve 30 adjusts the flow rate of one or more motor flow channel outlets 112, under the premise that the speed of an oil pump 20 remains constant, the valve 30 will simultaneously adjust the flow rate of one or more generator flow channel outlets 122. When a valve 30 synchronously adjusts the flow rate of one or more motor flow channel outlets 112 and one or more generator flow channel outlets 122, the coolant output from each of the motor flow channel 11 and the generator flow channel 12 can be adjusted according to different operating conditions of the powertrain 100.

[0127] That is, the coolant output from one motor flow channel 11 and one generator flow channel 12 is more targeted and adaptable when cooling or lubricating the functional structural components within the powertrain 100, so as to further improve the utilization rate of the coolant and reduce coolant loss and the overall power consumption of the powertrain 100.

[0128] In one embodiment, with the rotational speed of an oil pump 20 remaining constant, the flow rate at the outlet 112 of each motor flow channel changes differently depending on the opening degree of a valve 30.

[0129] Since each motor outlet 112 outputs coolant to different functional components on the motor side for lubrication or heat dissipation, and these different functional components have different heat dissipation or lubrication requirements, the coolant demand of each functional component on the motor side varies. Therefore, by adjusting the opening degree of a valve 30 while keeping the speed of an oil pump 20 constant, the flow rate of coolant output from each motor outlet 112 can vary, ensuring that the coolant output from each motor outlet 112 meets the coolant requirements of each functional component on the motor side. This further improves the precision and rationality of the coolant distribution effect of a single valve 30 in adjusting the coolant output from one or more motor outlets 112.

[0130] In this embodiment, assuming the rotational speed of one oil pump 20 remains constant, the variation in the flow outlet 112 of each motor is exemplarily described by adjusting the opening degree of one valve 30. However, this embodiment is not limited to adjusting the variation in the flow outlet 112 of each motor by adjusting the opening degree of one valve 30, all assuming the rotational speed of one oil pump 20 remains constant. In other embodiments of this application, the rotational speed of one oil pump 20 can also be adjusted in conjunction with the operating conditions of at least one of one motor 103 and one generator 102. This means that the rotational speeds of one valve 30 and one oil pump 20 are coordinated, which can further improve the utilization rate of coolant, reduce coolant loss, and reduce the overall power consumption of the powertrain 100 while simultaneously ensuring the working performance and lifespan of both the motor side and the generator side of the powertrain 100.

[0131] Please combine Figure 5 See also Figure 7 , Figure 7 This is a schematic diagram illustrating the working principle of a valve 30 in the powertrain 100 provided in an embodiment of this application. Figure 5 and Figure 7 As shown, a valve 30 is used to adjust the opening degree of a valve 30 according to the operating conditions of at least one of an electric motor 103 or a generator 102.

[0132] In one embodiment, a valve 30 may, but is not limited to, adjusting the opening degree of a valve 30 according to the operating conditions of a motor 103.

[0133] Specifically, when at least one of the speed or torque of an electric motor 103 increases from a first preset value to a second preset value, the opening degree of a valve 30 is adjusted from a first opening degree to a second opening degree, wherein the first opening degree is less than the second opening degree. The preset value may, but is not limited to, being understood as at least one of a preset speed value or a preset torque value.

[0134] Understandably, when the speed or torque of an electric motor 103 increases, the heat generated by the electric motor 103 increases, thus increasing the demand for heat dissipation and lubrication on the motor side of the powertrain 100. Simultaneously, since a valve 30 is connected in series with an electric motor flow channel 11, and an electric motor flow channel inlet 111 is used to simultaneously supply coolant to one or more first electric motor flow channel outlets 112a and one or more second electric motor flow channel outlets 112b, when the opening degree of the valve 30 increases, the flow rates of one or more first electric motor flow channel outlets 112a and one or more second electric motor flow channel outlets 112b simultaneously increase. This is sufficient to meet the heat dissipation requirements of the stator or rotor of the electric motor 103, as well as the lubrication requirements of a gear or bearing within the reducer 101.

[0135] In other words, when the output speed or output torque of an electric motor 103 is different, the heat dissipation requirements of the stator and rotor of the electric motor 103, as well as the lubrication requirements of a gear and a bearing in the reducer 101 on the electric side, are all different. Therefore, a valve 30 adjusts its opening degree based on the change in at least one of the output speed or output torque of the electric motor 103, so that the coolant output from one or more motor flow channel outlets 112 meets the coolant requirements of the electric motor 103 under different operating conditions. While ensuring that the coolant output from one motor flow channel 11 meets the basic heat dissipation or lubrication requirements of different functional structural components on the motor side, the valve 30 further improves the precision and rational distribution effect of adjusting the coolant output from one or more motor flow channel outlets 112.

[0136] Meanwhile, since the motor inlet 111 of the motor flow channel 11 and the generator inlet 121 of the generator flow channel 12 are connected in parallel, when a valve 30 increases or decreases the flow rate of coolant distributed to the motor inlet 111 based on the speed or torque of the motor 103, it can, but is not limited to, synchronously coordinate with the speed of an oil pump 20. For example, but not limited to, a valve 30 increasing the flow rate of coolant in the motor flow channel 11 and simultaneously increasing the speed of an oil pump 20, thereby ensuring the cooling and lubrication requirements of the coolant on the motor side of the powertrain 100, while simultaneously ensuring the cooling and lubrication requirements of the coolant on the generator side of the powertrain 100 by increasing the speed of an oil pump 20. That is, by adjusting the opening degree of a valve 30 and synchronously adjusting the speed of an oil pump 20, the utilization rate of coolant can be further improved, coolant loss can be reduced, and the overall loss of the powertrain 100 can be reduced simultaneously.

[0137] For example, when the speed of a motor 103 is less than or equal to 8000rpm-120000rpm and the torque of a motor 103 is less than or equal to 150N.m-200N.m, the opening degree of a valve 30 is adjusted to be between 0-100%.

[0138] Understandably, when an electric motor 103 operates in a low-load mode, the heat generated by the stator and rotor within the motor 103 is relatively small. Therefore, the demand for heat dissipation and lubrication on the motor side of the powertrain 100 is relatively low. At this time, adjusting the opening degree of a valve 30 between 0-100% can appropriately reduce the flow rate of coolant output from one or more motor flow channel outlets 112 based on the heat dissipation and lubrication requirements of the motor side of the powertrain 100. This avoids excessive coolant output and waste when the demand for heat dissipation and lubrication on the motor side of the powertrain 100 is low, thereby reducing coolant loss and improving coolant utilization.

[0139] For example, when the speed of a motor 103 is greater than 8000rpm-120000rpm and the torque of a motor 103 is greater than 150N.m-200N.m, the opening degree of a valve 30 is adjusted to 100%.

[0140] Understandably, when an electric motor 103 operates under high load, the heat generated by the stator and rotor within the motor 103 is relatively large. Therefore, the motor side of the powertrain 100 has relatively high demands for heat dissipation and lubrication. At this time, adjusting the opening degree of a valve 30 to 100% ensures that the flow rate of coolant output from one or more motor flow channel outlets 112 can meet the heat dissipation and lubrication requirements of the motor side of the powertrain 100. This fully guarantees the heat dissipation effect of at least one of the stator or rotor of the electric motor 103, as well as the lubrication effect of at least one of the gears or bearings in the reducer 101, further improving the working performance and lifespan of the powertrain 100.

[0141] In one embodiment, when at least one of the rotational speed or torque of an electric motor 103 is less than or equal to a fifth preset value, the opening degree of a valve 30 is maintained at a fifth opening degree, the fifth preset value is less than a first preset value, and the fifth opening degree is less than the first opening degree.

[0142] Understandably, when at least one of the speed or torque of an electric motor 103 decreases, meaning the load on the electric motor 103 is further reduced compared to the low-load mode, the demand for heat dissipation and lubrication on the motor side of the powertrain 100 will be further reduced. At this time, by adjusting the fifth opening degree of a valve 30 to be less than the first opening degree, i.e., further reducing the opening degree of a valve 30, the flow rate of coolant output from one or more motor flow channel outlets 112 can be further reduced based on the heat dissipation and lubrication demand of the electric motor side of the powertrain 100 in this operating mode. This allows the flow rate of coolant output from one or more motor flow channel outlets 112 to better match the operating conditions of the electric motor 103 in the powertrain 100, further reducing coolant loss.

[0143] In one embodiment, a valve 30 may, but is not limited to, adjusting the opening degree of a valve 30 according to the operating conditions of a generator 102.

[0144] Specifically, when at least one of the speed or torque of a generator 102 decreases from a third preset value to a fourth preset value, the opening degree of a valve 30 is adjusted from a third opening degree to a fourth opening degree, where the third opening degree is less than the fourth opening degree.

[0145] Understandably, when the speed or torque of a generator 102 decreases, the heat generated by the generator 102 decreases, and therefore the demand for heat dissipation and lubrication on the generator side of the powertrain 100 also decreases. At this time, when the opening degree of a valve 30 is adjusted from the third opening degree to the fourth opening degree, that is, the opening degree of a valve 30 increases, the valve 30 adjusts the flow rate of one or more generator flow channel outlets 122 of a generator flow channel 12 to decrease, so that the flow rate of coolant output from one or more first generator flow channel outlets 122a and one or more second generator flow channel outlets 122b of a generator flow channel 12 decreases simultaneously, so as to meet the heat dissipation requirements of the stator or rotor of a generator 102, as well as the lubrication requirements of a gear or a bearing in the transmission mechanism 104 on the generator side.

[0146] In one embodiment, a valve 30 may, but is not limited to, adjusting the opening degree of a valve 30 according to the operating conditions of a generator 102 and an electric motor 103.

[0147] For example, when the speed of an electric motor 103 is 0 and the speed of a generator 102 is greater than 0, that is, when an electric motor 103 is stationary and a generator 102 is operating in a mode that charges the power battery, a valve 30 adjusts the opening degree of a valve 30 to 0.

[0148] One or more motor flow channel outlets 112 of a motor flow channel 11 output coolant for cooling or lubrication of the motor side, and one or more generator flow channel outlets 122 of a generator flow channel 12 output coolant for cooling or lubrication of the generator side. A valve 30 is connected in series with a motor flow channel 11. Since one motor 103 is not working and one generator 102 is charging the power battery, the motor side of the powertrain 100 does not need to input coolant for cooling or lubrication, while the cooling and lubrication requirements of the generator side increase. Therefore, by adjusting the opening degree of a valve 30 to 0, it is possible to distribute all the coolant in one motor flow channel 11 to one generator flow channel 12 while keeping the speed of an oil pump 20 constant, so that all the coolant output from the outlet of an oil pump 20 is delivered to the generator side of the powertrain 100 for cooling or lubrication.

[0149] One embodiment, please refer to Figure 5 See also Figure 8 , Figure 8 This is a schematic diagram illustrating the working principle of a valve 30 in the powertrain 100 provided in an embodiment of this application. Figure 5 and Figure 8 As shown, when the temperature of an electric motor 103 is greater than the preset temperature value, the opening degree of a valve 30 remains at the sixth opening degree, which is less than or equal to the second opening degree.

[0150] Specifically, the powertrain 100 also includes a temperature sensor 108, which may, but is not limited to, monitoring the temperature at the stator winding ends of the stator of an electric motor 103. A valve 30 adjusts the opening degree of a valve 30 based on the stator winding ends of the stator.

[0151] For example, a temperature sensor 108 and a valve 30 can be electrically connected to a controller 1004. The temperature sensor 108 is used to transmit a temperature signal from the stator winding end to the controller 1004 in real time, and the valve 30 is used to receive the signal from the controller 1004 and adjust the opening degree of the valve 30. When the temperature sensor 108 monitors the temperature at the stator winding end to be greater than or equal to 130°C-140°C, the valve 30 adjusts its opening degree to 100%.

[0152] Understandably, operating an electric motor 103 at a suitable temperature ensures its performance and lifespan. Therefore, by adjusting the flow rate of one or more motor outlets 112 using at least one of the output speed or output torque of the electric motor 103 as a reference, and further adjusting the flow rate of one or more motor outlets 112 using the operating temperature of the electric motor 103 as a reference, valve 30 can further improve the precision and rational distribution of coolant output from one or more motor outlets 112. This allows the coolant output from one or more motor outlets 112 to adapt to different operating states of the powertrain 100, ensuring the performance and lifespan of the powertrain 100 while further reducing the overall power consumption of the powertrain 100.

[0153] Please refer to the following: Figure 9 and Figure 10 , Figure 9 This is a schematic plan view of the powertrain 100 provided in this embodiment, showing the flow of coolant through a motor flow channel 11 and a generator flow channel 12, with some parts of the structure hidden. Figure 10 This is a schematic plan view of the powertrain 100 provided in this embodiment, showing the flow of coolant through a motor flow channel 11 and a generator flow channel 12. To clearly illustrate the connection relationships between a valve 30, the motor flow channel 11, and the generator flow channel 12 within the powertrain 100, etc., [the following is a partial translation of the remaining text]. Figure 9 and Figure 10 In the illustrated embodiment, some functional structures within the powertrain 100, such as an oil pump 20 and a heat exchanger 106, are omitted.

[0154] exist Figure 9 and Figure 10 In the illustrated embodiment, one or more motor flow channel outlets 112 are used to output coolant to lubricate at least one bearing of a motor 103 or a reducer 101.

[0155] Specifically, one motor flow channel inlet 111 is used to connect to one or more motor flow channel outlets 112, and another motor flow channel inlet 111 is used to connect to another or more other motor flow channel outlets 112. For example... Figure 9 and Figure 10 As shown, one or more motor flow channel outlets 112 are used to output coolant to dissipate heat from at least one of the stator or rotor of a motor 103 on the motor side of the powertrain 100, and another or more motor flow channel outlets 112 are used to output coolant to lubricate at least one gear and at least one bearing in the bearing of a motor 103 or in a reducer 101.

[0156] One of the motor flow channel inlets 111 is in Figure 9 and Figure 10 The diagram shows the first motor flow channel inlet 111a, and the other motor flow channel inlet 111 is located in... Figure 9 and Figure 10 The diagram shows the second motor flow channel inlet 111b, and one or more motor flow channel outlets 112. Figure 9 and Figure 10 The diagram shows the first motor flow channel outlet 112a, and another one or more motor flow channel outlets 112 in... Figure 9 and Figure 10 The diagram shows the outlet 112b of the second motor flow channel.

[0157] That is, a first motor flow channel inlet 111a is connected to one or more first motor flow channel outlets 112a, and the first motor flow channel inlet 111a is used to provide coolant to the one or more first motor flow channel outlets 112a for heat dissipation. A second motor flow channel inlet 111b is connected to one or more second motor flow channel outlets 112b, and the second motor flow channel inlet 111b is used to provide coolant to the one or more second motor flow channel outlets 112b for lubrication.

[0158] Understandably, at least one portion of the motor flow channel outlet 112 is used to output coolant to dissipate heat from at least one of the stator or rotor of a motor 103, and another portion of the motor flow channel outlet 112 is used to output coolant to lubricate at least one of the gears or bearings of the reducer 101 on the motor side, so that the coolant input from the outlet of an oil pump 20 through one or more motor flow channel inlets 111 can simultaneously dissipate heat from at least one of the stator or rotor of a motor 103 and lubricate at least one of the gears or bearings of the reducer 101.

[0159] The coolant can be transferred to different functional structures within the powertrain 100 through an electric motor flow channel 11 for lubrication or heat dissipation, which can further improve the protection effect on different functional structures within the electric motor side of the powertrain 100, thereby further improving the overall working performance and lifespan of the powertrain 100.

[0160] Simultaneously, at least one portion of the motor flow channel outlet 112 used for cooling the stator or rotor of a motor 103 is supplied with coolant by a motor flow channel inlet 111, while another portion of the motor flow channel outlet used for lubricating a gear or bearing of the reducer 101 is supplied with coolant by another motor flow channel inlet 111. That is, the coolant used for cooling and lubrication on the motor side is supplied by different motor flow channel inlets 111, achieving the effect of multiple motor flow channel inlets 111 connected in parallel within a single motor flow channel 11. Therefore, when a valve 30 simultaneously adjusts the flow rate of one or more motor flow channel outlets 112, by setting multiple motor flow channel inlets 111 in parallel, the effect of a single valve 30 in rationally distributing the flow rate of one or more motor flow channel outlets 112 under the premise that the oil pump 20 speed remains constant can be improved, further increasing the utilization rate of coolant and reducing coolant loss and power consumption of the powertrain 100.

[0161] In one embodiment, along the direction of coolant flow from an oil pump 20, the flow distance from the outlet of an oil pump 20 to an inlet 111 of a motor flow channel is greater than the flow distance from the outlet of an oil pump 20 to the inlet 111 of another motor flow channel.

[0162] exist Figure 9 and Figure 10 In the illustrated embodiment, along the flow direction of the coolant output from an oil pump 20, the coolant first flows into a second motor flow channel inlet 111b and is distributed to one or more second motor flow channel outlets 112b. It then flows to a first motor flow channel inlet 111a and is distributed to one or more first motor flow channel outlets 112a.

[0163] Along the direction of coolant flow from an oil pump 20, the coolant output from the outlet of an oil pump 20 first flows into another motor flow channel inlet 111 used for outputting coolant to lubricate the reducer 101, and then is transmitted to another motor flow channel inlet 111 used for outputting coolant to dissipate heat from the stator or rotor of a motor 103. This allows the coolant output from the outlet of an oil pump 20 to be delivered to the reducer 101 for lubrication more quickly, ensuring the lubrication effect of the coolant on the reducer 101. In this way, while improving the utilization rate of coolant, it can also further improve the overall working performance and lifespan of the powertrain 100.

[0164] In one embodiment, when a motor 103 operates in follow-up mode, the opening degree of a valve 30 is adjusted to 0. Here, a motor 103 operating in follow-up mode can be understood as the motor 103 having a rotational speed greater than 0 and an output torque equal to 0.

[0165] Specifically, when the speed of a motor 103 is greater than 0 and the output torque is equal to 0, the heat dissipation requirement of a motor 103 is relatively small and the lubrication requirement is relatively large. Therefore, by adjusting the opening degree of a valve 30 to 0, more coolant can be distributed to the inlet 111b of the second motor flow channel and delivered to the reducer 101 from one or more outlets 112b of the second motor flow channel for lubrication.

[0166] Please combine Figure 10 See also Figure 11 , Figure 11 This is a partial planar structural diagram of the internal flow channel 10 of the powertrain 100 provided in an embodiment of this application. Figure 10 and Figure 11 In the illustrated embodiment, the aperture of one or more motor flow channel outlets 112 is larger than the aperture of another or more motor flow channel outlets 112.

[0167] like Figure 10 and Figure 11 As shown, there are multiple outlets 112a of the first motor flow channel, and each outlet 112a has the same diameter. There are also multiple outlets 112b of the second motor flow channel, and each outlet 112b has the same diameter. Figure 10 and Figure 11 In the diagram, the aperture of each outlet 112a of the first motor flow channel is schematically designated as the third aperture D3, and the aperture of each outlet 112b of the second motor flow channel is schematically designated as the fourth aperture D4. The third aperture D3 is greater than or equal to the fourth aperture D4.

[0168] The larger the orifice diameter of each internal flow channel 10 outlet, the smaller the flow resistance experienced by the coolant in each internal flow channel 10. Therefore, if the orifice diameter of one or more motor flow channel outlets 112 is larger than the orifice diameter of another or more motor flow channel outlets 112, it is possible to more easily distribute the coolant to one or more motor flow channel outlets 112 while keeping the speed of the oil pump 20 constant.

[0169] By increasing the flow rate of coolant output from one or more motor flow channel outlets 112, the heat dissipation effect on at least one of the stator or rotor of a motor 103 can be further improved. That is, based on the simultaneous adjustment of the flow rates of one or more motor flow channel outlets 112 and another or more motor flow channel outlets 112 by a valve 30, by differentially setting the orifice diameters of one or more motor flow channel outlets 112 and another or more motor flow channel outlets 112, the coolant output flow rate can be further rationally allocated according to the heat dissipation requirements of the stator and rotor on the motor side, as well as the lubrication requirements of the reducer 101, thereby further improving the coolant utilization rate, reducing coolant loss, and decreasing the overall power consumption of the powertrain 100.

[0170] It should be noted that, in Figure 11 In the illustrated embodiments, the apertures of one or more first motor flow channel outlets 112a and one or more second motor flow channel outlets 112b are used as examples for illustrative purposes only. However, it is not limited to the apertures of each first motor flow channel outlet 112a being equal, or the apertures of each second motor flow channel outlet 112b being equal. In other embodiments of this application, the apertures of each first motor flow channel outlet 112a and each second motor flow channel outlet 112b can be adjusted according to actual design requirements. That is, the apertures of each first motor flow channel outlet 112a can be equal or unequal, and the apertures of each second motor flow channel outlet 112b can be equal or unequal.

[0171] In one embodiment, a valve 30 may be, but is not limited to, a proportional solenoid valve or an on / off solenoid valve.

[0172] Please see Figure 12 , Figure 12 This is a partial planar structural diagram of a generator flow channel 12 supplying coolant within the powertrain 100 provided in this embodiment of the application, with some structural details omitted. To clearly illustrate the layout of at least one generator flow channel inlet 121 and at least one generator flow channel outlet 122 of the generator flow channel 12, in... Figure 12 The illustrated embodiment omits functional structures within the powertrain 100, such as an oil pump 20, a heat exchanger 106, and an electric motor flow channel 11. Figure 12 As shown, at least one generator flow channel outlet 122, one or more other generator flow channel outlets 122 are used to output coolant to lubricate the bearings of a generator 102.

[0173] Specifically, one generator flow channel inlet 121 is used to connect to one or more generator flow channel outlets 122, and another generator flow channel inlet 121 is used to connect to another or more generator flow channel outlets 122.

[0174] Among them, Figure 12 In the illustrated embodiment, one or more generator flow channel inlets 121 for providing coolant to at least one of the stator or rotor of a generator 102 for heat dissipation are schematically designated as first generator flow channel inlet 121a, and one or more generator flow channel outlets 122 communicating with a first generator flow channel inlet 121a are schematically designated as first generator flow channel outlet 122a. One or more generator flow channel inlets 121 for providing coolant to lubricate a gear or a bearing in the transmission mechanism 104 on the generator side are schematically designated as second generator flow channel inlet 121b, and one or more generator flow channel outlets 122 communicating with a second generator flow channel inlet 121b are schematically designated as second generator flow channel outlet 122b.

[0175] A first generator flow channel inlet 121a and a second generator flow channel inlet 121b are both connected to the outlet of an oil pump 20.

[0176] For example, coolant output from the outlet of an oil pump 20 is delivered from a first generator flow channel inlet 121 to one or more first generator flow channel outlets 122a, and the coolant is output through one or more first generator flow channel outlets 122a to dissipate heat from at least one of the stator and rotor of a generator 102.

[0177] For example, coolant output from the outlet of an oil pump 20 is delivered from a second generator flow channel inlet 121b to one or more second generator flow channel outlets 122b, and the coolant is output through one or more second generator flow channel outlets 122b to lubricate a gear or a bearing in the transmission mechanism 104 on the generator side.

[0178] Understandably, the coolant output from one or more generator outlets 122 lubricates a gear or a bearing in a transmission mechanism connected to a generator 102, thereby improving the performance and lifespan of the transmission mechanism 104 on the generator side, and further enhancing the performance and lifespan of the powertrain 100.

[0179] Meanwhile, a portion of the generator flow channel outlet used for cooling the stator or rotor of a generator 102 is supplied with coolant by a generator flow channel inlet 121, and another portion of the generator flow channel outlet used for lubricating a gear or bearing in the transmission mechanism connected to a generator 102 is supplied with coolant by another generator flow channel inlet 121. That is, the coolant used for cooling and lubrication on the generator side is supplied by different generator flow channel inlets, so as to achieve the effect of multiple generator flow channel inlets in parallel within a generator flow channel 12.

[0180] Therefore, when a valve 30 adjusts the flow rate of one or more generator flow channel outlets 122 at the same time, by setting multiple generator flow channel inlets in parallel, the effect of a valve 30 in rationally distributing the flow rate of one or more generator flow channel outlets 122 under the premise that the speed of an oil pump 20 remains constant can be improved, further improving the utilization rate of coolant and reducing coolant loss and power consumption of the powertrain 100.

[0181] In one embodiment, the orifice diameter of one or more generator flow channel outlets 122 is larger than the orifice diameter of another or more generator flow channel outlets 122. Figure 12 In the illustrated embodiment, there are multiple first generator flow channel outlets 122a, each with the same aperture. There are also multiple second generator flow channel outlets 122b, each with the same aperture.

[0182] The aperture of each first generator flow channel outlet 122a is larger than the aperture of any second generator flow channel outlet 122b.

[0183] Understandably, based on the influence of the orifice diameter of the internal flow channel 10 outlet on the coolant flow resistance, by setting different orifice diameters for multiple generator flow channel outlets 122 and one or more other generator flow channel outlets 122, the flow rate of coolant used for heat dissipation and the flow rate of coolant used for lubrication can be specifically allocated based on the different characteristics of the generator side heat dissipation and lubrication requirements, thereby further improving the rational distribution effect of coolant output flow.

[0184] In one embodiment, along the direction of coolant flow from the outlet of an oil pump 20 to the inlet 121 of a generator flow channel is greater than the distance from the outlet of an oil pump 20 to the inlet 121 of another generator flow channel.

[0185] Along the direction of coolant flow from one oil pump 20, the coolant output from the outlet of one oil pump 20 first flows into another generator flow channel inlet 121 used for outputting coolant to lubricate the transmission mechanism 104 on the generator side, and then is transmitted to another generator flow channel inlet 121 used for outputting coolant to dissipate heat from the stator or rotor of one generator 102. This allows the coolant output from the outlet of one oil pump 20 to be delivered to the transmission mechanism 104 on the generator side for lubrication first, ensuring the effectiveness of the coolant in lubricating the transmission mechanism 104 on the generator side. In this way, while improving the utilization rate of coolant, it can also further improve the overall working performance and lifespan of the powertrain 100.

[0186] Please refer to the following: Figure 13 and Figure 14 , Figure 13This is a schematic plan view of the powertrain 100 provided in this embodiment, showing the flow of coolant through a motor flow channel 11 and a generator flow channel 12, with some parts of the structure hidden. Figure 14 This is a schematic plan view of the powertrain 100 provided in this embodiment, showing the flow of coolant through a motor flow channel 11 and a generator flow channel 12. To clearly illustrate the connection relationships between a valve 30, the motor flow channel 11, and the generator flow channel 12 within the powertrain 100, etc., [the following is a partial translation of the remaining text]. Figure 13 and Figure 14 In the illustrated embodiment, some functional structures within the powertrain 100, such as an oil pump 20 and a heat exchanger 106, are omitted.

[0187] like Figure 13 and Figure 14 As shown, a motor flow channel 11 includes a motor flow channel inlet 111 and one or more motor flow channel outlets 112, and a generator flow channel 12 includes a generator flow channel inlet 121 and one or more generator flow channels 122. The motor flow channel inlet 111 and the generator flow channel inlet 121 are connected in parallel. The one or more motor flow channel outlets 112 are used to output coolant for cooling at least one of the stator and rotor of a motor 103, and another or more motor flow channel outlets 112 are used to output coolant for lubricating a gear or a bearing of a reducer 101.

[0188] In an exemplary embodiment, a valve 30 is disposed on a motor flow channel 11, and along the direction of coolant flow within the motor flow channel 11. The valve 30 is located at the rear end of a motor flow channel inlet 111 and at the front end of one or more motor flow channel outlets 112 and another one or more motor flow channel outlets 112. The valve 30 is used to adjust the coolant flow distribution between a motor flow channel 11 and a generator flow channel 12. Wherein, Figure 13 and Figure 14 In the illustrated embodiment, a valve 30 is schematically referred to as the first valve 30a.

[0189] For example, along the direction of coolant flow within one motor flow channel 11, another valve 30 is located at the rear end of one or more motor flow channel outlets 112 and at the front end of another or more motor flow channel outlets 112. The other valve 30 is used to simultaneously adjust the coolant flow rate within one or more motor flow channel outlets 112 and to adjust the distribution of coolant flow rate between one or more motor flow channel outlets 112 and another or more motor flow channel outlets 112. Wherein, in Figure 13 and Figure 14In the illustrated embodiment, the other valve 30 is schematically referred to as the second valve 30b.

[0190] Understandably, the first valve 30a can adjust the relative flow rate of coolant supplied to the motor side and generator side of the powertrain, and the second valve 30b can adjust the relative flow rates of coolant used for lubrication and coolant used for heat dissipation on the motor side of the powertrain. This can further improve the accuracy and efficiency of coolant distribution, thereby increasing coolant utilization and reducing coolant loss and power consumption of the powertrain 100.

[0191] In one embodiment, the housing 105 of the powertrain 100 integrates two stator receiving slots (not shown), two internal flow channels 10, and multiple bearing cavities (not shown). One stator receiving slot is used to secure the stator of an electric motor 103, and the other stator receiving slot is used to secure the stator of a generator 102. One bearing cavity is used to secure the bearing of the electric motor 103, and another bearing cavity is used to secure the bearing of the generator 102.

[0192] Specifically, the wall of each stator receiving tank includes a connected tank wall flow channel and a liquid outlet, and the inner peripheral wall of each bearing cavity includes a liquid outlet.

[0193] One outlet hole of one stator housing serves as an outlet 112 for a motor flow channel, and one outlet hole of another stator housing serves as an outlet 122 for a generator flow channel. One outlet of one bearing cavity is used to connect to one internal flow channel 10, and one outlet of another bearing cavity is used to connect to another internal flow channel 10.

[0194] One end of each internal flow channel 10 is used to connect to an outlet hole through a tank wall flow channel, the other end of one internal flow channel 10 serves as an electric motor flow channel inlet 111, the other end of another internal flow channel 10 serves as a generator flow channel inlet 121, and one internal flow channel 10 is used to accommodate a valve 30.

[0195] Understandably, the maximum outer diameter of a motor can usually be referenced to the outer diameter of its internal stator. Therefore, each stator receiving slot can accommodate a stator and a rotor, motor shaft, and other possible functional structural components of the motor, which are coaxially located inside the stator. That is, each stator receiving slot is used to accommodate and fix one motor. The housing 105 of the powertrain 100 integrates two stator receiving slots, which are used to accommodate a motor 103 and a generator 102, respectively.

[0196] Meanwhile, each stator receiving tank has a coolant outlet hole on its wall, and each outlet hole is connected to one end of an internal flow channel 10, allowing one end of the internal flow channel 10 to supply coolant to the stator or rotor in each stator receiving tank for heat dissipation through the outlet hole. Additionally, each internal flow channel 10 is also connected to an outlet port, allowing coolant to be supplied to each bearing cavity for lubrication of the bearing housed within each cavity, thereby improving the performance and lifespan of each bearing.

[0197] While delivering coolant to the stator and rotor in each stator housing slot through two internal flow channels 10 for heat dissipation and delivering coolant to the bearings in each bearing cavity for lubrication, thereby improving the working efficiency and lifespan of the powertrain 100, the two stator housing slots, two internal flow channels 10, and multiple bearing cavities are simultaneously integrated into the housing 105 of the powertrain 100. This allows the housing 105 to simultaneously perform the functions of housing and fixing one or more motors, delivering coolant, and housing and fixing bearings, thereby simplifying the internal structural design of the powertrain 100 and improving the overall manufacturing efficiency of the powertrain 100.

[0198] Of course, the above-described embodiments can be applied individually or in combination. The above description is the preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications are also considered to be within the scope of protection of this application.

Claims

1. A powertrain containing parallel flow channels, characterized in that, The powertrain includes a generator, an electric motor, and an oil pump. The powertrain also includes an electric motor flow path and a generator flow path, wherein: The motor flow channel includes at least one motor flow channel inlet, at least one motor flow channel outlet, and a valve. One or more of the at least one motor flow channel outlets are used to output coolant to dissipate heat from at least one of the rotor or stator of the motor. The valve is used to connect one or more of the motor flow channel inlets and one or more of the motor flow channel outlets. The generator flow channel includes at least one generator flow channel inlet and at least one generator flow channel outlet, and one or more of the at least one generator flow channel outlets are used to output coolant to dissipate heat from at least one of the rotor or stator of the generator. The outlet of the oil pump is used to connect the at least one motor flow channel inlet and the at least one generator flow channel inlet. The outlet of the oil pump is used to deliver coolant to the at least one motor flow channel inlet and the at least one generator flow channel inlet, respectively. The motor flow channel and the generator flow channel are connected in parallel. The outlets of the one or more motor flow channels are connected in parallel with the outlets of the one or more generator flow channels. The valve is used to adjust the flow rate of the one or more generator flow channel outlets by adjusting the flow rate of the one or more motor flow channel outlets.

2. The powertrain according to claim 1, characterized in that, Each of the motor flow channel inlets is used to deliver coolant to one or more of the motor flow channel outlets, and each of the generator flow channel inlets is used to deliver coolant to one or more of the generator flow channel outlets, wherein: Along the direction of coolant flow from the outlet of the oil pump to the inlet of each generator flow channel, the flow distance is greater than the flow distance from the outlet of the oil pump to the inlet of each motor flow channel.

3. The powertrain according to claim 1, characterized in that, The diameter of each motor flow channel inlet is larger than the diameter of each generator flow channel inlet.

4. The powertrain according to claim 1, characterized in that, One or more of the at least one motor flow channel outlets are used to output coolant for lubrication of at least one bearing or reducer of the motor, wherein: One of the motor flow channel inlets is used to connect to one or more of the motor flow channel outlets, and another motor flow channel inlet is used to connect to another or more of the motor flow channel outlets; Along the direction of coolant flow from the outlet of the oil pump to the inlet of the motor flow channel, the flow distance is greater than the flow distance from the outlet of the oil pump to the inlet of the other motor flow channel.

5. The powertrain according to claim 4, characterized in that, The orifice diameter of one or more motor flow channel outlets is larger than the orifice diameter of the other or more motor flow channel outlets.

6. The powertrain according to any one of claims 1-5, characterized in that, One or more of the at least one generator flow channel outlets are used to output coolant to lubricate the bearings of the generator, wherein: One of the generator flow channel inlets is used to connect to the one or more generator flow channel outlets, and another generator flow channel inlet is used to connect to the other or more generator flow channel outlets; The orifice diameter of one or more generator flow channel outlets is larger than the orifice diameter of the other or more generator flow channel outlets.

7. The powertrain according to claim 6, characterized in that, Along the direction of coolant flow from the outlet of the oil pump to the inlet of the generator flow channel, the flow distance is greater than the flow distance from the outlet of the oil pump to the inlet of the other generator flow channel.

8. The powertrain according to claim 6, characterized in that, While keeping the rotational speed of the oil pump constant, the opening degree of the valve is adjusted, wherein: The opening degree of the valve increases, thereby increasing the flow rate at the outlet of the one or more motor flow channels and decreasing the flow rate at the outlet of the one or more generator flow channels; The opening degree of the valve is reduced, which simultaneously reduces the flow rate at the outlet of the one or more motor flow channels and increases the flow rate at the outlet of the one or more generator flow channels.

9. The powertrain according to claim 6, characterized in that, Assuming the rotational speed of the oil pump remains constant, the change in flow rate at the outlet of each motor channel varies depending on the adjustment of the opening degree of the valve.

10. The powertrain according to claim 6, characterized in that, The valve is used to adjust the opening degree of the valve according to the operating conditions of at least one of the electric motor or the generator, wherein: When at least one of the speed or torque of the electric motor increases from a first preset value to a second preset value, the opening degree of the valve is adjusted from the first opening degree to the second opening degree, wherein the first opening degree is less than the second opening degree; When at least one of the speed or torque of the generator decreases from a third preset value to a fourth preset value, the opening degree of the valve is adjusted from a third opening degree to a fourth opening degree, wherein the third opening degree is less than the fourth opening degree.

11. The powertrain according to claim 10, characterized in that, When at least one of the speed or torque of the electric motor is less than or equal to a fifth preset value, the opening degree of the valve remains at a fifth opening degree, wherein the fifth preset value is less than the first preset value and the fifth opening degree is less than the first opening degree; When the temperature of the motor is greater than the preset temperature value, the valve maintains a sixth degree of opening, which is less than or equal to the second degree of opening.

12. The powertrain according to claim 6, characterized in that, The powertrain also includes a heat exchanger and at least one filter, wherein: Before flowing into the one or more motor flow channel inlets and the one or more generator flow channel inlets, the coolant also flows through the heat exchanger and the filter.

13. The powertrain according to claim 12, characterized in that, The at least one filter comprises two filters, wherein the pore size of the filter screen in one filter is smaller than the pore size of the filter screen in the other filter, wherein: Coolant flowing into each of the motor flow channel inlets and each of the generator flow channel inlets flows through the filter, and coolant flowing out of each of the motor flow channel outlets and each of the generator flow channel outlets flows through the other filter before flowing into the inlet of the oil pump.

14. The powertrain according to claim 6, characterized in that, The powertrain housing integrates two stator housing slots, two internal flow channels, and multiple bearing cavities, wherein: Each of the stator receiving slots includes a communicating channel and an outlet hole. One stator receiving slot is used to fix the stator of the motor, and the other stator receiving slot is used to fix the stator of the generator. One outlet hole of the one stator receiving slot serves as a motor channel outlet, and one outlet hole of the other stator receiving slot serves as a generator channel outlet. One end of each of the internal flow channels is used to connect to a liquid outlet through a tank wall flow channel, the other end of one internal flow channel serves as an inlet for a motor flow channel, the other end of another internal flow channel serves as an inlet for a generator flow channel, and the internal flow channel is used to accommodate the valve. Each bearing cavity has an outlet on its inner peripheral wall. One bearing cavity is used to fix the bearing of the electric motor, and the other bearing cavity is used to fix the bearing of the generator. One outlet of the one bearing cavity is used to connect to the one internal flow channel, and one outlet of the other bearing cavity is used to connect to the other internal flow channel.

15. An electric vehicle, characterized in that, The electric vehicle includes wheels and a powertrain as described in any one of claims 1-14, the powertrain being used to drive the wheels.

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