Power assembly for vehicle

Abstract

The invention relates to the technical field of vehicles, in particular to a power assembly for a vehicle. The bullet train assembly comprises a motor, a speed reducer and a motor controller, and a speed reducer shell is connected to one end of a motor shell; the electric control shell is arranged at the other end of the motor shell, a containing cavity is defined by the electric control shell, and a heat dissipation groove is formed in the side face, facing the containing cavity, of the electric control shell; in the thickness direction of the electric control shell, the driving control board and the heat dissipation groove are oppositely arranged; a heat dissipation part is arranged in the motor shell and the speed reducer shell, the heat dissipation groove is communicated with the heat dissipation part, the heat dissipation groove comprises a bottom wall and a peripheral wall surrounding the periphery of the bottom wall, the bottom wall comprises a body part, a first part and a second part, the first part and the second part are located on the two sides of the body part in the first direction respectively, and the first part and the second part are located in the direction perpendicular to the bottom wall and facing the containing cavity. The body part protrudes out of the first part and the second part, a liquid inlet is formed in the first part, and a liquid outlet is formed in the second part. The heat dissipation structure of the power assembly is simplified, and the heat dissipation efficiency is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a powertrain for a vehicle. Background Art

[0002] The electric drive assembly of new energy vehicles generally includes electronic control, motor and reducer. One side of the motor is connected to the electronic control. The power battery supplies power to the motor through the electronic control to make the motor rotate. The output shaft of the motor is connected to the reducer. The output shaft of the motor drives the gears in the reducer to rotate. The output end of the reducer is connected to the half shaft, which in turn drives the wheels to rotate.

[0003] During the operation of the car, the electric drive assembly will generate a large amount of heat. If the heat generated in the electric drive assembly cannot be dissipated in time, it may cause the electric drive assembly to malfunction. Summary of the invention

[0004] The present application provides a powertrain for a vehicle, which solves the technical problem of powertrain heat dissipation, simplifies the heat dissipation structure of the powertrain, and improves the heat dissipation efficiency.

[0005] In order to achieve the above objectives, the main technical solutions adopted in this application include:

[0006] The embodiment of the present application provides a powertrain for a vehicle, including a motor, a reducer and a motor controller, wherein the motor includes a motor housing; the reducer includes a reducer housing, and the reducer housing is connected to one end of the motor housing; the motor controller includes an electric control housing and a drive control board, the electric control housing is arranged at the other end of the motor housing, the electric control housing defines a receiving cavity, and a heat dissipation groove is arranged on the side of the electric control housing facing the receiving cavity; the drive control board is arranged in the receiving cavity, and the drive control board is arranged opposite to the heat dissipation groove along the thickness direction of the electric control housing; wherein a heat dissipation part is arranged in the motor housing and the reducer housing, the heat dissipation groove is communicated with the heat dissipation part, the heat dissipation groove includes a bottom wall and a peripheral wall arranged around the outer periphery of the bottom wall, the bottom wall includes a main body, a first part and a second part, along a first direction, the first part and the second part are respectively located on both sides of the main body, along a direction perpendicular to the bottom wall and facing the receiving cavity, the main body protrudes from the first part and the second part, a liquid inlet is arranged on the first part, and a liquid outlet is arranged on the second part, and the first direction is perpendicular to the thickness direction of the bottom wall.

[0007] The powertrain proposed in the embodiment of the present application, the electronic control housing defines a accommodating cavity, the heat dissipation groove extends from the bottom surface of the accommodating cavity toward the inside away from the accommodating cavity, and the drive control board is arranged in the accommodating cavity and arranged opposite to the heat dissipation groove. Along the first direction, the first part and the second part are respectively located on both sides of the main body, and along the direction perpendicular to the bottom wall and toward the accommodating cavity, the main body protrudes from the first part and the second part, the first part is provided with a liquid inlet, and the second part is provided with a liquid outlet. The coolant enters the heat dissipation groove corresponding to the first part of the heat dissipation groove from the liquid inlet, and then the coolant enters the heat dissipation groove corresponding to the main body to cool the drive control board, and then the coolant enters the heat dissipation groove corresponding to the second part, and then is discharged from the liquid outlet. The coolant discharged from the liquid outlet enters the heat dissipation part to cool the motor and the reducer. The heat dissipation structure of the powertrain is simply arranged, and can dissipate heat for the motor controller, the motor and the reducer at the same time, thereby improving the heat dissipation efficiency.

[0008] Optionally, the heat dissipation slot is a square slot, and the liquid inlet and the liquid outlet are arranged diagonally. Along the first direction, the liquid inlet is respectively located on both sides of the heat dissipation slot, and the liquid inlet and the liquid outlet are arranged diagonally, which helps to extend the flow path of the coolant in the heat dissipation slot, increase the flow resistance of the coolant, and reduce the flow rate of the coolant, thereby improving the heat dissipation effect of the coolant on the drive control board.

[0009] Optionally, the cross-sectional area of ​​the liquid inlet is larger than the cross-sectional area of ​​the liquid outlet. The cross-sectional area of ​​the coolant liquid inlet is larger than the cross-sectional area of ​​the liquid outlet, which helps to prolong the residence time of the coolant in the heat dissipation tank and further improve the heat dissipation effect of the coolant on the drive control board.

[0010] Optionally, a heat-conducting column group is provided on one side of the drive control board facing the heat sink, and the heat-conducting column group includes at least one heat-conducting column, and the heat-conducting column extends into the heat sink. The heat generated in the drive control board can be conducted to the heat sink by the heat-conducting column, and the coolant in the heat sink cools the heat-conducting column, thereby cooling the drive control board. The above heat dissipation method helps to improve the heat dissipation capacity of the drive control board, thereby ensuring the working performance of the drive control board, and further helps to improve the reliability, stability and service life of the motor controller.

[0011] Optionally, there are multiple heat-conducting column groups, each of which includes multiple heat-conducting columns, multiple heat-conducting column groups are arranged at intervals along the first direction, and multiple heat-conducting columns in each heat-conducting column group are arranged at intervals along the second direction, and the first direction, the second direction and the thickness direction of the bottom wall are perpendicular to each other; wherein, multiple heat-conducting column groups include adjacent first heat-conducting column groups and second heat-conducting column groups, and multiple heat-conducting columns in the first heat-conducting column group and multiple heat-conducting columns in the second heat-conducting column group are arranged alternately. Multiple heat-conducting column groups are arranged at intervals along the first direction, and two adjacent heat-conducting column groups are arranged alternately, which helps to improve the uniformity of the coolant flowing in the heat dissipation groove, thereby improving the cooling effect of the coolant on the drive control board.

[0012] Optionally, a sealing member is provided on a side of the peripheral wall away from the bottom wall, the sealing member surrounds the opening of the heat dissipation slot and connects the peripheral wall and the drive control board. A sealing member is provided around the opening of the heat dissipation cavity, the drive control board is installed at the opening of the heat dissipation cavity and presses the sealing ring, so that the drive control board can block the opening of the heat dissipation cavity, thereby reducing the probability of coolant leaking into the motor controller and improving the safety of the motor controller.

[0013] Optionally, along the axial direction of the rotating shaft of the motor, the motor housing includes a first motor housing and a second motor housing connected in sequence; the first motor housing is connected to the electric control housing, the second motor housing is connected to the reducer housing, and the heat dissipation part is distributed in the first motor housing, the second motor housing and the reducer housing. Along the axial direction of the rotating shaft of the motor, the electric control housing, the motor housing and the reducer housing are integrated into one, so that the electric drive assembly forms a compact integrated structure, reducing the size occupied by the electric drive assembly. The heat dissipation part is distributed in the first motor housing, the second motor housing and the reducer housing, and is connected to the liquid outlet of the heat dissipation slot in the electric control housing, which simplifies the structural setting of the power assembly and improves the heat dissipation efficiency.

[0014] Optionally, the heat dissipation part includes a plurality of first cooling channels, a plurality of first connecting channels and a plurality of second connecting channels, the plurality of first cooling channels are arranged in the second motor housing, the plurality of first cooling channels are spaced apart along the circumference of the rotating shaft, and each of the first cooling channels extends along the axial direction of the rotating shaft; a plurality of first connecting channels are arranged in the first motor housing, each of the first connecting channels connects one end on the same side of two adjacent first cooling channels; a plurality of second connecting channels are arranged in the reducer housing, each of the second connecting channels connects the other end on the same side of two adjacent first cooling channels; wherein, the plurality of first connecting channels and the plurality of second connecting channels are staggered along the circumference of the rotating shaft, and the heat dissipation groove is connected to one of the plurality of first connecting channels.

[0015] Optionally, one of the multiple first connecting channels is connected to the liquid outlet through a connecting cavity, and one of the multiple second connecting channels is provided with a first drain port; wherein, the multiple first connecting channels include a total connecting channel connected to the connecting cavity, and the multiple first cooling channels include a first channel, a second channel, a plurality of third channels and a plurality of fourth channels, the first channel and the second channel are respectively connected to the two sides of the first connecting channel connected to the total connecting channel, along the circumference of the rotating shaft, a plurality of the third channels are connected between the first channel and the first drain port, and a plurality of the fourth channels are connected between the second channel and the first drain port; the cooling liquid in the heat dissipation groove passes through the connecting cavity and the total connecting channel, and a part of the cooling liquid passes through the first channel and the plurality of the third channels and is discharged through the first drain port; another part of the cooling liquid passes through the second channel and the plurality of the fourth channels and is discharged through the first drain port.

[0016] Optionally, along the circumference of the rotating shaft, the plurality of first cooling channels include a first sub-cooling channel and a second sub-cooling channel, the first sub-cooling channel is closer to the main connecting channel than the second sub-cooling channel, and the cross-sectional area of ​​the first sub-cooling channel is larger than the cross-sectional area of ​​the second sub-cooling channel.

[0017] Optionally, a first bearing is provided on the main shaft of the reducer housing of the motor, and the first bearing includes an inner ring, an outer ring and a ball arranged between the inner ring and the outer ring; a first step is provided on the reducer housing, and a first pressure plate is also fixed to the reducer housing along the axial direction of the shaft, and the first pressure plate is spaced apart from the first step, one end of the outer ring abuts against the first step, and the other end of the outer ring abuts against the first pressure plate.

[0018] Optionally, a second step and a first slot are provided on the rotating shaft, and along the axial direction of the rotating shaft, one end of the inner ring abuts against the second step, and the other end of the inner ring abuts against the retaining spring in the first slot.

[0019] Optionally, the reducer housing includes a reducer housing body and an end cover connected in sequence, and the reducer housing body is connected to the motor housing; an oil guide structure is sandwiched between the reducer housing body and the end cover, and the oil guide structure includes a first mounting portion and a second mounting portion arranged opposite to each other, the first mounting portion is connected to the reducer housing body, and the second mounting portion is connected to the end cover. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the specific implementation methods of the present application or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0021] Figure 1 A cross-sectional view of the powertrain of this application;

[0022] Figure 2 This is a front view of the powertrain of this application;

[0023] Figure 3 It is a structural schematic diagram of the motor controller housing;

[0024] Figure 4 A cross-sectional view of the motor controller for application;

[0025] Figure 5 This is a schematic diagram of the structure of the heat dissipation system of this application;

[0026] Figure 6 This is a schematic diagram of the partial structure of the reducer of this application;

[0027] Figure 7 A schematic diagram of the partial structure of the powertrain of this application;

[0028] Figure 8 This is a schematic diagram of the structure of the second motor housing of the present application;

[0029] Fig. 9 A side view of the powertrain of this application;

[0030] Fig.10 This is a schematic diagram of the structure of the oil guide structure installed in the reducer of this application;

[0031] Fig.11 A schematic diagram of the structure of a reducer housing provided in an embodiment of the present application;

[0032] Fig.12 A schematic diagram of the three-dimensional structure of the oil guide structure provided in an embodiment of the present application.

[0033] [Description of Reference Numerals]

[0034] 1: reducer; 10: reducer housing; 11: reducer housing body; 110: threaded hole; 111: first mounting hole; 112: first boss; 113: third bearing position; 114: fourth bearing position; 115: oil distribution groove; 1151: first flow distribution part; 1152: second flow distribution part; 116: first step; 117: second raised part; 118: third raised part; 119: bearing seat; 1191: main body; 1192: reinforcement part; 1193: weight reduction hole; 1194: bearing cover; 12: end cover; 121: first Second mounting hole; 122: second boss; 13: oil guide structure; 131: outlet; 132: receiving portion; 133: guide portion; 134: first mounting portion; 1341: first mounting pin; 1342: limiting base; 135: second mounting portion; 1351: second mounting pin; 1352: limiting end face; 14: primary driving gear; 15: primary driven gear; 16: secondary driving gear; 17: secondary driven gear; 18: differential; 2: motor; 20: motor housing; 21: first motor housing; 22: second motor housing; 221: first protrusion; 2210: first through hole; 222: noise reduction structure; 23: rotating shaft; 231: second step; 232: first slot; 24: first bearing; 241: inner ring; 242: outer ring; 25: second bearing; 3: motor controller; 30: electric control housing; 31: drive control board; 311: heat conduction column; 32: heat dissipation groove; 321: bottom wall; 3211: main body; 3212: first part; 32120: liquid inlet; 32121: first diverter groove; 3213: second part; 32130: liquid outlet; 32131: second shunt groove; 33: seal; 34: reinforcement rib; 4: heat dissipation part; 41: first cooling channel; 411: first sub-cooling channel; 412: second sub-cooling channel; 413: first channel; 414: second channel; 415: third channel; 416: fourth channel; 42: first connecting channel; 43: second connecting channel; 44: connecting cavity; 45: main connecting channel; 46: first drain port; 47: first liquid inlet; 5: retaining spring; 6: first pressure plate; 7: fastener; A: first direction; B second direction. DETAILED DESCRIPTION

[0035] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0036] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as those commonly understood by technicians in the technical field of this application; the terms used in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" in the specification and claims of this application and the above-mentioned drawings and any variations thereof are intended to cover non-exclusive inclusions. The terms "first", "second", etc. in the specification and claims of this application or the above-mentioned drawings are used to distinguish different objects, rather than to describe a specific order or a primary and secondary relationship.

[0037] Reference to "embodiments" in this application means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described in this application may be combined with other embodiments.

[0038] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", and "attached" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication of two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0039] The term "and / or" in this application is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this application generally indicates that the associated objects before and after are in an "or" relationship.

[0040] The term "multiple" as used in this application refers to more than two (including two). Similarly, "multiple groups" refers to more than two groups (including two groups), and "multiple sheets" refers to more than two sheets (including two sheets).

[0041] The electric drive structure of new energy vehicles includes electronic control, motor and reducer. The input end of the electronic control is connected to the power battery, and the output end of the motor controller is connected to the motor to convert the electric energy stored in the power battery into the electric energy required by the motor. Among them, the motor controller is usually equipped with a capacitor module, a filter, a drive board and a control board. The drive board can control the input current size and direction of the motor to drive the motor to rotate and realize the control of the motor rotation direction and speed. At the same time, the drive board can also automatically adjust the current and phase sequence according to the control signal to ensure the stable rotation of the motor. The control board is used to accurately control the motor motion parameters, and can monitor and adjust the current, speed, position, etc. during the motor movement in real time.

[0042] Among them, the driving board is provided with driving elements, which generally include an inverter part (i.e., a combination of an intelligent power module (Intelligent Power Module—IMP) or an insulated-gate bipolar transistor (IGBT) and a diode), a power conversion part (including a rectifier part, a power protection part, a discharge part, etc.), a current sampling part (digital sampling chip or resistance sampling, etc.), a communication part, etc. The control board is provided with control elements, which generally include a main control chip, an output circuit, a filter circuit, an encryption chip, etc. However, the degree of integration between the various components in the motor controller is low, and the space utilization rate of the motor controller is poor, which is not conducive to the miniaturization and lightness of the motor controller.

[0043] The output shaft of the motor is connected to the reducer, which drives the gears in the reducer to rotate. The output end of the reducer is connected to the half shaft, which drives the wheels to rotate. During the operation of the car, the powertrain will generate a lot of heat. If the heat generated in the powertrain cannot be dissipated in time, it will cause failures in the motor, electronic control and reducer, thereby affecting the performance of the vehicle. Therefore, it is necessary to develop a new type of powertrain for vehicles to improve the heat dissipation efficiency of the powertrain and simplify the heat dissipation structure of the powertrain.

[0044] The present application embodiment provides a powertrain for a vehicle, referring to Figures 1 to 4The power assembly includes a motor 2, a reducer 1 and a motor controller 3. The motor 2 includes a motor housing 20; the reducer 1 includes a reducer housing 10, and the reducer housing 10 is connected to one end of the motor housing 20; the motor controller 3 includes an electric control housing 30 and a drive control board 31, the electric control housing 30 is arranged at the other end of the motor housing 20, the electric control housing 30 defines a receiving cavity, and a heat dissipation groove 32 is arranged on the side of the electric control housing 30 facing the receiving cavity; the drive control board 31 is arranged in the receiving cavity, and along the thickness direction of the electric control housing 30, the drive control board 31 is arranged opposite to the heat dissipation groove 32; wherein, the motor housing 20 and the reducer housing 10 are provided with a heat dissipation part 4, the heat dissipation groove 32 is communicated with the heat dissipation part 4, the heat dissipation groove 32 includes a bottom wall 321 and a peripheral wall arranged around the outer periphery of the bottom wall 321, the bottom wall 321 includes a main body 3211, a first part 3212 and a second part 3213, along the first direction, the first part 3212 and the second part 3213 are respectively located on both sides of the main body 3211, along the direction perpendicular to the bottom wall 321 and toward the accommodating cavity, the main body 3211 protrudes from the first part 3212 and the second part 3213, the first part 3212 is provided with a liquid inlet 32120, the second part 3213 is provided with a liquid outlet 32130, and the first direction is perpendicular to the thickness direction of the bottom wall 321.

[0045] In the powertrain proposed in the embodiment of the present application, the electric control housing 30 is defined with a receiving cavity, the heat dissipation slot 32 extends from the bottom surface of the receiving cavity toward the inside of the receiving cavity, and the drive control board 31 is arranged in the receiving cavity and is arranged opposite to the heat dissipation slot 32. Along the first direction, the first part 3212 and the second part 3213 are respectively located on both sides of the main body 3211, and along the direction perpendicular to the bottom wall 321 and toward the receiving cavity, the main body 3211 protrudes from the first part 3212 and the second part 3213, the first part 3212 is provided with a liquid inlet 32120, and the second part 3213 is provided with a liquid outlet 32130. The coolant enters the heat dissipation slot 32 corresponding to the first part 3212 of the heat dissipation slot 32 from the liquid inlet 32120, and then the coolant enters the heat dissipation slot 32 corresponding to the main body 3211 to cool the drive control board 31, and then the coolant enters the heat dissipation slot 32 corresponding to the second part 3213, and then is discharged from the liquid outlet 32130. The coolant discharged from the liquid outlet 32130 enters the heat dissipation part 4 to cool the motor 2 and the reducer 1. The heat dissipation structure of the power assembly is simple, and can dissipate heat for the motor controller 3, the motor 2 and the reducer 1 at the same time, thereby improving the heat dissipation efficiency.

[0046] Specifically, refer to Figure 3, the heat dissipation groove 32 extends from the bottom surface of the accommodating cavity toward the inside of the accommodating cavity, and the peripheral wall of the heat dissipation groove 32 is arranged around the bottom wall 321 and connected to the bottom surface of the accommodating cavity. In other words, the peripheral wall of the heat dissipation groove 32 is connected between the bottom wall 321 and the bottom surface of the accommodating cavity. The drive control board 31 is arranged in the accommodating cavity and is arranged opposite to the heat dissipation groove 32. The heat dissipation groove 32 and the drive control board 31 are configured to form a closed cavity for accommodating coolant. Along the first direction A, the first part 3212 and the second part 3213 are located on both sides of the main body 3211, and along the direction perpendicular to the bottom wall 321 and toward the accommodating cavity, the main body 3211 protrudes from the first part 3212 and the second part 3213. That is to say, along the direction perpendicular to the bottom wall 321 and toward the accommodating cavity, the first part 3212 and the main body 3211 are connected with a first wall, and the second part 3213 and the main body 3211 are connected with a second wall, wherein the extension direction of the first wall and the second wall is perpendicular to the bottom wall. The peripheral wall, the first portion 3212 and the first wall form a first shunt groove 32121, the peripheral wall, the second portion 3213 and the second wall form a second shunt groove 32131, the main body 3211 and the peripheral wall form a cooling groove, and the first shunt groove 32121, the cooling groove and the second shunt groove 32131 are connected. The coolant enters the first shunt groove 32121 from the liquid inlet 32120, and then flows into the cooling groove from the first shunt groove 32121 to cool the drive control plate 31, and then is discharged from the second shunt groove 32131 through the liquid outlet 32130. The coolant flows into the cooling groove through the first diverter groove 32121. Since the first part 3212 is lower than the main body 3211 in the direction perpendicular to the bottom wall 321 and toward the accommodating cavity, the first diverter groove 32121 is a groove. After the coolant enters the first diverter groove 32121 from the liquid inlet 32120, it first fills the first diverter groove 32121. After the first diverter groove 32121 is filled, it overflows to the cooling groove corresponding to the main body 3211. At this time, the coolant is evenly distributed in the entire width direction of the main body 3211. The coolant in various places in the cooling groove is evenly distributed, so that the process of the coolant flowing out of the cooling groove is more uniform; the second part is lower than the main body 3211, so the second diverter groove 32131 is a groove. The coolant flows out of the cooling groove to the second diverter groove 32131. After it is filled, it enters the liquid outlet 32130 for discharge, so that the process of the coolant flowing out of the cooling groove is also more uniform, thereby improving the uniformity of heat dissipation of the drive control board 31.

[0047] If the coolant flows directly from the liquid inlet 32120 to the cooling groove, some cooling grooves corresponding to the main body 3211 may have no coolant or less coolant, and some drive control boards 31 may not be exposed to the coolant or be exposed to less coolant, resulting in uneven heat dissipation of the drive control board 31.

[0048] The drive control board 31 disclosed in the embodiment of the present application may include a drive element, or include a control element, or may include a control element and a drive element at the same time, wherein the control element and the drive element are integrated into one, wherein the drive element is used to provide power to the motor 2, and the control element is used to control the working state of the motor 2. In the present application, the traditional control board and the drive board are integrated into the drive control board 31, which is conducive to reducing the number of printed circuit boards (PCBs) for mounting drive elements and control elements provided in the motor controller 3, thereby helping to reduce the occupied space of the drive unit and the control unit in the motor controller 3, improving the degree of integration in the motor controller 3, helping to reduce the volume, and thereby making the motor controller 3 miniaturized and lightweight.

[0049] In some embodiments, the control elements on the traditional control board are integrated in the gap between the drive elements in the drive board, so that the drive board with the control elements and the drive elements is formed into the drive control board 31 of the present application, thereby facilitating production and manufacturing. At the same time, the drive elements and the control elements can be arranged on both sides of the PCB circuit board along the thickness direction, saving the arrangement space, thereby helping to reduce the volume of the PCB circuit board, and helping to further improve the degree of integration in the motor controller 3.

[0050] refer to Figure 5 In the present application, the heat dissipation slot 32 in the electronic control housing 30 is integrated with the heat dissipation part 4 provided in the motor housing 20 and the reducer housing 10 into an integrated structure to form a heat dissipation system, which simplifies the heat dissipation structure of the powertrain and improves the heat dissipation efficiency of the powertrain.

[0051] Optionally, the heat dissipation slot 32 is a square slot, and the liquid inlet 32120 and the liquid outlet 32130 are arranged diagonally. Along the first direction A, the liquid inlet 32120 is respectively located on both sides of the heat dissipation slot 32, and the liquid inlet 32120 and the liquid outlet 32130 are arranged diagonally, and the first diverter slot 32121 and the second diverter slot 32131 are arranged diagonally. The coolant enters the first diverter slot 32121 from the liquid inlet 32120, and then flows into the cooling slot from the first diverter slot 32121 to cool the drive control board 31, and then flows from the second diverter slot 32131 to the liquid outlet 32130 for discharge. The diagonal arrangement of the liquid inlet 32120 and the liquid outlet 32130 helps to extend the flow path of the coolant in the heat dissipation slot 32, increase the flow resistance of the coolant, and reduce the flow rate of the coolant, thereby improving the heat dissipation effect of the coolant on the drive control board 31.

[0052] Optionally, the cross-sectional area of ​​the liquid inlet 32120 is larger than the cross-sectional area of ​​the liquid outlet 32130. The cross-sectional area of ​​the coolant inlet 32120 is larger than the cross-sectional area of ​​the liquid outlet 32130, which prolongs the residence time of the coolant in the heat dissipation groove 32 and further improves the heat dissipation effect of the coolant on the drive control board 31.

[0053] Optionally, refer to Figure 1 and 4 A heat-conducting column group is provided on the side of the drive control board 31 facing the heat dissipation slot 32, and the heat-conducting column group includes at least one heat-conducting column 311, and the heat-conducting column 311 extends into the heat dissipation slot 32. The drive control board 31 is arranged opposite to the heat dissipation slot 32, and the drive control board 31 and the heat dissipation slot 32 are configured to form a closed cavity, and the drive control board 31 has a heat-conducting column group facing the heat dissipation slot 32 and extending into the heat dissipation slot 32. The heat generated in the drive control board 31 can be conducted to the heat dissipation slot 32 by the heat-conducting column 311, and the coolant in the heat dissipation slot 32 cools the heat-conducting column 311, and then cools the drive control board 31. The above heat dissipation method helps to improve the heat dissipation capacity of the drive control board 31, thereby ensuring the working performance of the drive control board 31, and then helps to improve the reliability, stability and service life of the motor controller 3.

[0054] Since the first portion 3212 is lower than the main body 3211 in a direction perpendicular to the bottom wall 321 and toward the accommodating cavity, the first diverter groove 32121 is a groove. After the coolant enters the first diverter groove 32121 from the liquid inlet 32120, it first fills the first diverter groove 32121. After the first diverter groove 32121 is filled, it overflows to the cooling groove corresponding to the main body 3211. At this time, the coolant is evenly distributed in the entire width direction of the main body 3211. The coolant in various places in the cooling groove is evenly distributed, and all the heat-conducting columns 311 can contact the coolant for heat dissipation; since the second portion is lower than the main body 3211, the second diverter groove 32131 is a groove. The coolant flows out of the cooling groove to the second diverter groove 32131. After the second diverter groove 32131 is filled, the coolant enters the liquid outlet 32130 for discharge, so that the process of the coolant flowing out of the cooling groove is also more uniform, thereby improving the uniformity of heat dissipation of the drive control board 31.

[0055] If the coolant flows directly from the liquid inlet 32120 to the cooling tank, part of the main body 3211 may have no coolant or less coolant, and part of the heat-conducting columns 311 may not be in contact with the coolant or be in contact with less coolant, resulting in uneven heat dissipation of the control board 31.

[0056] Optionally, there are multiple heat-conducting column groups, each heat-conducting column group includes multiple heat-conducting columns 311, multiple heat-conducting column groups are arranged at intervals along the first direction, and multiple heat-conducting columns in each heat-conducting column group are arranged at intervals along the second direction B, and the first direction A, the second direction B and the thickness direction of the bottom wall 321 are perpendicular to each other; wherein, the multiple heat-conducting column groups include adjacent first heat-conducting column groups and second heat-conducting column groups, and the multiple heat-conducting columns 311 in the first heat-conducting column group are arranged alternately with the multiple heat-conducting columns 311 in the second heat-conducting column group. Multiple heat-conducting column groups are arranged at intervals along the first direction A, and multiple heat-conducting columns 311 in each heat-conducting column group are arranged at intervals along the second direction B, and the heat-conducting columns 311 in two adjacent heat-conducting column groups are arranged alternately, which helps to improve the uniformity of the coolant flowing in the heat dissipation groove 32, thereby improving the cooling effect of the coolant on the drive control board 31.

[0057] Optionally, a sealing member 33 is provided on one side of the peripheral wall away from the bottom wall 321, and the sealing member 33 surrounds the opening of the heat dissipation slot 32 and connects the peripheral wall and the drive control board 31. The heat dissipation slot 32 has an opening, and the drive control board 31 is arranged opposite to the heat dissipation slot 32 and covers the opening of the heat dissipation slot 32. The sealing member 33 is arranged around the opening of the heat dissipation slot 32, and the drive control board 31 is installed at the opening of the heat dissipation slot 32 and presses the sealing ring, so that the drive control board 31 can block the opening of the heat dissipation slot 32, thereby reducing the probability of coolant leaking into the motor controller 3, and improving the safety of the motor controller 3.

[0058] Optionally, refer to Figure 1 and Figure 2 , along the axial direction of the rotating shaft 23 of the motor 2, the motor housing 20 includes a first motor housing 21 and a second motor housing 22 connected in sequence; the first motor housing 21 is connected to the electric control housing 30, the second motor housing 22 is connected to the reducer housing 10, and the heat dissipation part 4 is distributed in the first motor housing 21, the second motor housing 22 and the reducer housing 10. Along the axial direction of the rotating shaft 23 of the motor 2, the reducer 1, the motor 2 and the motor controller 3 are arranged in sequence, the reducer housing 10 is connected to the second motor housing 22, and the electric control housing 30 is connected to the first motor housing 21. Along the axial direction of the rotating shaft 23 of the motor 2, the electric control housing 30, the motor housing 20 and the reducer housing 10 are integrated into one, so that the electric drive assembly forms a compact integrated structure, reducing the size occupied by the electric drive assembly. The heat dissipation part 4 is distributed in the first motor housing 21, the second motor housing 22 and the reducer housing 10, and is connected to the liquid outlet 32130 of the heat dissipation slot 32 in the electronic control housing 30, which simplifies the structural setting of the power assembly and improves the heat dissipation efficiency.

[0059] In a specific embodiment, reference Figure 1Along the axial direction of the rotating shaft 23 of the motor 2, the fastener 7 passes through the electronic control housing 30, the first motor housing 21, the second motor housing 22 and the reducer housing 10 in sequence to connect the reducer 1, the motor 2 and the motor controller 3 into a whole, so that the electric drive assembly forms a compact integrated structure, reducing the size occupied by the electric drive assembly, thereby increasing the actual use space of the vehicle.

[0060] The embodiment of the present application uses the same fastener 7 to simultaneously connect the motor 2, the motor controller 3 and the reducer 1, instead of separately setting fasteners between the motor 2 and the motor controller 3, and between the motor 2 and the reducer 1, thereby reducing the number of parts and improving the assembly efficiency of the electric drive assembly. In addition, since the two ends of the fastener 7 are respectively connected to the motor controller 3 and the reducer 1, the motor 2 does not directly interact with the fastener 7, and the motor 2 is clamped by the electric control and the reducer 1, so that the overall force of the motor 2 is more uniform, thereby extending the service life of the motor 2.

[0061] The motor controller 3, the motor 2 and the reducer 1 are arranged in sequence along the axial direction, and the fastener 7 extends in the axial direction and connects the electric control housing 30, the motor housing 20 and the reducer housing 10 to each other, so that the motor controller 3, the motor 2 and the reducer 1 form a whole on the outside. The fastener 7 can be a stud, a screw or a bolt, etc., and the number of fasteners 7 is multiple, and each fastener 7 is arranged in sequence along the circumference of the rotating shaft 23 to ensure that the motor controller 3, the motor 2 and the reducer 1 form a stable and reliable connection.

[0062] In one embodiment, reference Figure 1 , Figure 6 and Figure 8 The fastener 7 is a bolt. The motor 2 is provided with a plurality of first through holes 2210 spaced apart along the circumference of the rotating shaft 23. The electric control housing 30 is provided with a plurality of second through holes spaced apart along the axial direction of the rotating shaft 23. The reducer 1 is provided with a plurality of threaded holes 110 spaced apart along the axial direction of the rotating shaft 23. The bolts pass through the second through holes and the first through holes 2210 in sequence and are connected to the threaded holes 110. The side of the electric control housing 30 away from the motor 2 has a simple structure and a large installation space. The bolts are inserted through the second through holes on the electric control housing 30, making the assembly operation of the electric drive assembly more convenient.

[0063] Furthermore, the motor 2 includes a first motor housing 21 and a second motor housing 22 that are connected, the electronic control housing 30 is connected to the first motor housing 21 by a sealing means such as a sealing ring, and the second motor housing 22 is connected to the reducer 1 by a sealing means such as a sealing ring. That is to say, the first motor housing 21 is the back cover of the motor 2, and the reducer housing 10 can directly serve as the front cover of the motor 2, thereby further reducing the axial dimension of the motor 2, and thus reducing the axial dimension of the electric drive assembly, making the electric drive assembly more compact.

[0064] In an optional embodiment, a sealant is provided at the joint between the electric control housing 30 and the first motor housing 21, and a sealant is provided at the joint between the reducer 1 and the second motor housing 22. After the electric control housing 30, the first motor housing 21, the second motor housing 22 and the reducer 1 are locked by the fastener 7, the sealant is squeezed from both ends of the second motor housing 22 and the reducer 1, and the first motor housing 21 and the electric control housing 30, respectively, which can not only improve the sealing of the joint and reduce the possibility of water entering the electric drive assembly, but also play a role in buffering and filling, dispersing and absorbing vibration or impact, so that the electric drive assembly can run more smoothly and extend the service life of the electric drive assembly.

[0065] Further, refer to Figure 8 The outer periphery of the second motor housing 22 is provided with a first protrusion 221, the first protrusion 221 extends along the axial direction of the second motor housing 22, the first protrusion 221 is a hollow columnar structure, and the fastener 7 is penetrated by the first protrusion 221. For example, the first protrusion 221 is provided with a first through hole 2210 extending along the axial direction of the rotating shaft 23, and the fastener 7 is penetrated by the first through hole 2210. By providing the first protrusion 221, the local thickness of the second motor housing 22 is increased to meet the installation requirements of the fastener 7, so that the overall wall thickness of the second motor housing 22 can be kept small, and the overall weight of the motor 2 can be reduced; on the other hand, by providing the first protrusion 221, the overall strength of the second motor housing 22 is increased, and the second motor housing 22 is prevented from being deformed or damaged, which affects the reliability of the connection of the fastener 7 and causes the fastener 7 to loosen or fall off. It can be understood that in other embodiments, the wall thickness of the second motor housing 22 can also be increased as a whole.

[0066] Among them, the stator and the rotor are installed inside the second motor housing 2. During the operation of the motor 2, noise will be generated at the stator and the rotor. The noise will pass through the second motor housing 22 and be transmitted to the outside, thereby affecting the NVH and other performances of the vehicle.

[0067] Further, refer to Figure 8The outer periphery of the second motor housing 22 is provided with a noise reduction structure 222, and the noise reduction structure 222 includes ribs or grooves to change the flatness of the surface of the second motor housing 22, thereby improving the transmission path of the noise, reducing the possibility of resonance of the second motor housing 22, and thus reducing the noise volume transmitted by the motor 2. The density and width of the ribs or grooves can be reasonably set according to the space on the surface of the second motor housing 22. The greater the density of the ribs or grooves on the surface of the second motor housing 22, the lower the flatness of the surface of the second motor housing 22, and thus the better the noise reduction effect. The ribs or grooves can extend along the axial direction of the rotating shaft 23, or along the circumferential direction of the rotating shaft 23, as long as the flatness of the surface of the second motor housing 22 can be changed; the second motor housing 22 can be processed by casting, and the ribs or grooves are integrally formed with the housing in the motor 2. In order to facilitate the demoulding of the second motor housing 22, it is preferred that the ribs or grooves extend along the axial direction of the rotating shaft 23.

[0068] refer to Fig. 9 The outer wall of the electric control housing 30 is also provided with a raised reinforcing rib 34, which is beneficial to improving the strength of the surface of the electric control housing 30 and can further change the mode of the electric control housing 30, thereby improving the NVH performance of the automobile. It should be understood that the reinforcing rib 34 can be at least one of horizontal, longitudinal or inclined, and the shape of the reinforcing rib 34 can also be at least one of arc or straight. As long as the mode of the surface of the electric control housing 30 can be changed, the path of sound propagation can be changed, the probability of resonance can be reduced, and the NVH performance of the automobile can be improved.

[0069] refer to Figure 1 The reducer housing 10 includes a reducer housing body 11 and an end cover 12. Both ends of the reducer housing body 11 are open. One end of the reducer housing body 11 is connected to the second motor housing 22, and the other end of the reducer housing body 11 is connected to the end cover 12. The end cover 12 is detachably connected to the reducer housing body 11. For example, the end cover 12 can be installed on the reducer housing body 11 by screws or the like, so as to facilitate the maintenance or replacement of various components in the reducer 1 during later use, thereby reducing the maintenance cost of the powertrain. It can be understood that in other embodiments, the end cover 12 and the reducer housing body 11 can also be connected to each other by means of integral molding or the like.

[0070] Further, refer to Figure 2 and Figure 6The outer periphery of the reducer housing body 11 is provided with a plurality of second protrusions 117, the second protrusions 117 extend along the axial direction of the reducer housing body 11, the second protrusions 117 are provided at one end of the reducer housing body 11 away from the second motor housing 22, and the second protrusions 117 are used to connect the end cover 12. The local thickness of the reducer housing body 11 is increased by providing the second protrusions 117, and the installation requirements of the screws are met, so that the wall thickness of the reducer housing body 11 as a whole can be kept smaller, and the overall weight of the reducer 1 can be reduced.

[0071] Furthermore, a third protrusion 118 is provided between adjacent second protrusions 117, and the third protrusion 118 extends along the circumference of the reducer housing body 11 and connects the second protrusions 117. That is, two adjacent second protrusions 117 are connected to each other as a whole through the third protrusion 118, thereby increasing the local stiffness of the reducer housing body 11 and reducing the possibility of deformation of the reducer housing body 11 or the end cover 12.

[0072] Among them, reference Figure 6 and Fig. 9 The power output end of the reducer 1 is connected to the half shaft, which can drive the half shaft to rotate, thereby driving the wheels of the vehicle to rotate. A bearing seat 119 is formed on one side of the reducer housing body 11 (the side where the power output end is located). The end of the bearing seat 119 away from the reducer housing body 11 is used to connect the bearing cover 1194. The bearing seat 119 and the bearing cover 1194 together form a closed circular hole for installing the bearing. The bearing supports the power output end of the reducer 1 to maintain the stable operation of the reducer 1.

[0073] Further, refer to Figure 2 and Figure 6 The bearing seat 119 includes an integrally formed main body 1191 and a reinforcement portion 1192. The main body 1191 is used to connect the bearing cover 1194, and the reinforcement portion 1192 is arranged on two opposite sides of the main body 1191. Along the direction close to the reducer housing body 11, the cross-section of at least one section of the reinforcement portion 1192 gradually increases to increase the structural strength of the bearing seat 119 and reduce the possibility of deformation or damage of the bearing seat 119.

[0074] Furthermore, a weight-reducing hole 1193 is provided at one end of the reinforcement portion 1192 away from the reducer housing body 11 to reduce the weight of the second housing, thereby reducing the overall weight of the electric drive assembly. Since the weight-reducing hole 1193 is provided at the reinforcement portion 1192, the structural strength of the main body 1191 is not affected, and the supporting strength of the bearing seat 119 can be effectively guaranteed.

[0075] Optionally, refer to Figure 5The heat dissipation portion 4 includes a plurality of first cooling channels 41, a plurality of first connecting channels 42 and a plurality of second connecting channels 43. The plurality of first cooling channels 41 are arranged in the second motor housing 22. The plurality of first cooling channels 41 are spaced apart along the circumference of the rotating shaft 23, and each first cooling channel 41 extends along the axial direction of the rotating shaft 23. The plurality of first connecting channels 42 are arranged in the first motor housing 21, and each first connecting channel 42 connects one end on the same side of two adjacent first cooling channels 41. The plurality of second connecting channels 43 are arranged in the reducer housing 10, and each second connecting channel 43 connects the other end on the same side of two adjacent first cooling channels 41. The plurality of first connecting channels 42 and the plurality of second connecting channels 43 are staggered along the circumference of the rotating shaft 23, and the heat dissipation groove 32 is connected to one of the plurality of first connecting channels 42.

[0076] The first connecting channel 42 is arranged in the first motor housing 21, and the two ends of the first connecting channel 42 are respectively connected to the two adjacent first cooling channels 41; the second connecting channel 43 is arranged in the reducer housing 10, and the two ends of the second connecting channel 43 are respectively connected to the two adjacent first cooling channels 41. Along the circumference of the rotating shaft 23, a plurality of first connecting channels 42 and a plurality of second connecting channels 43 are alternately arranged, that is, the two ends of any first cooling channel 41 along the axial direction of the rotating shaft 23 are respectively connected to the first connecting channel 42 and the second connecting channel 43. In other words, the first cooling channel 41, the first connecting channel 42 and the second connecting channel 43 are configured into a "Z"-shaped structure, and the plurality of first connecting channels 42 and the second connecting channel 43 are staggered along the circumference of the rotating shaft 23 to connect the plurality of first cooling channels 41 respectively. The coolant flowing out of the heat dissipation groove 32 flows into a first connecting channel 42 and then enters the first cooling channel 41. The coolant flows through multiple first cooling channels 41 in sequence. The coolant absorbs the heat generated when the motor 2 is running. At the same time, when the coolant flows through the second connecting channel 43, it can absorb the heat generated when the reducer 1 is running, thereby reducing the probability of overheating of the motor 2 and the reducer 1 affecting the performance and service life.

[0077] Optionally, one of the plurality of first connecting flow channels 42 is connected to the liquid outlet 32130 through the connecting cavity 44, and one of the plurality of second connecting flow channels 43 is provided with a first drain port 46; wherein the plurality of first connecting flow channels 42 include a total connecting flow channel 45 connected to the connecting cavity 44, and the plurality of first cooling flow channels 41 include a first flow channel 413, a second flow channel 414, a plurality of third flow channels 415 and a plurality of fourth flow channels 416, and the first flow channel 413 and the second flow channel 414 are respectively connected to the first connecting flow channel connected to the total connecting flow channel 45. On both sides of the heat dissipation groove 32, along the circumference of the rotating shaft 23, a plurality of third flow channels 415 are connected between the first flow channel 413 and the first drain port 46, and the fourth flow channel 416 is connected between the second flow channel 414 and the first drain port 46; the coolant in the heat dissipation groove 32 passes through the connecting cavity 44 and the main connecting flow channel 45, and a part of the coolant passes through the first flow channel 413 and the plurality of third flow channels 415 and is discharged through the first drain port 46; the other part of the coolant passes through the second flow channel 414 and the plurality of fourth flow channels 416 and is discharged through the first drain port 46.

[0078] Specifically, one of the plurality of first connecting channels 42 is connected to the main connecting channel 45, and the main connecting channel 45 is connected to the connecting cavity 44. The coolant flows out from the liquid outlet 32130, flows into the main connecting channel 45 through the connecting cavity 44, and the coolant enters the first channel 413 and the second channel 414 from the main connecting channel 45. That is to say, the coolant enters the first connecting channel 42 connected to the main connecting channel 45 from the main connecting channel 45 and is divided into two paths. A part of the coolant passes through the first channel 413 and multiple third channels 415 and is discharged through the first drain port 46; the other part of the coolant passes through the second channel 414 and multiple fourth channels 416 and is discharged through the first drain port 46. The coolant flows in the first cooling channel 41 and can absorb the heat generated by the motor 2. Dividing the coolant into two paths can shorten the distance of the coolant in the first cooling channel 41, reduce the time the coolant stays in the first cooling channel 41, and increase the speed of coolant renewal in the first cooling channel 41, thereby improving the heat dissipation efficiency of the motor 2.

[0079] Optionally, along the circumference of the rotating shaft 23, the multiple first cooling channels 41 include a first sub-cooling channel 411 and a second sub-cooling channel 412, the first sub-cooling channel 411 is closer to the main connecting channel 45 than the second sub-cooling channel 412, and the cross-sectional area of ​​the first sub-cooling channel 411 is larger than the cross-sectional area of ​​the second sub-cooling channel 412.

[0080] The coolant flows into the main connecting channel 45 and is divided into two paths along the first cooling channel 41 to the first drain port 46. From the main connecting channel 45 to the first drain port 46, the cross-sectional area of ​​the first cooling channel 41 close to the main connecting channel 45 in the two cooling channels is greater than the area of ​​the first cooling channel 41 close to the first drain port 46. In other words, from the main connecting channel 45 to the first drain port 46, the cross-sectional area of ​​the first cooling channel 41 gradually decreases. The cross-sectional area of ​​the first cooling channel 41 gradually decreases, and the flow rate of the coolant gradually increases. As the coolant flows through multiple first cooling channels 41 in sequence, the coolant continuously absorbs the heat generated by the motor 2, causing the temperature of the coolant to gradually increase and the heat dissipation effect to decrease. The present application increases the flow rate of the coolant by reducing the cross-sectional area of ​​the first cooling channel 41 from the main connecting channel 45 to the first drain port 46, thereby improving the heat dissipation effect. At the same time, it can balance the heat dissipation effect of the corresponding positions of each first cooling channel 41 in the two cooling water circuits.

[0081] A heat dissipation groove 32 is provided in the electric control housing 30 for absorbing the heat generated in the electric control. A first liquid inlet 47 connected with the liquid inlet 32120 is provided on the electric control housing 30. The first liquid inlet 47 protrudes from the electric control housing 30. The cooling liquid can enter the heat dissipation groove 32 through the first liquid inlet 47. The liquid outlet 32130 of the heat dissipation groove 32 is connected with the connecting cavity 44. One end of the connecting cavity 44 is connected with the heat dissipation cavity, and the other end is connected with the main connecting flow channel 45. The cooling liquid flows in from the first liquid inlet 47, enters the first diverter groove 32121 from the liquid inlet 32120, and after filling the heat dissipation groove 32, the heat conductive column 311 in the heat dissipation groove 32 is cooled to achieve the purpose of cooling the drive control board 31. Then the coolant is discharged through the second diverter groove 32131 and the liquid outlet 32130, and flows into the connecting cavity 44. The connecting cavity 44 is connected with the main connecting channel 45. The coolant flows from the main connecting channel 45 into the first connecting channel 42. The first connecting channel 42 divides the coolant into two paths and flows into the first cooling channel 41 to dissipate heat for the motor 2 and the reducer 1. Then the two paths of coolant are discharged from the first drain port 46 to achieve heat dissipation for the motor controller 3, the motor 2 and the reducer 1.

[0082] In a specific embodiment, the first drain port 46 is provided in the reducer housing 10, and the first drain port 46 is connected to the second connecting flow channel 43, and the coolant in the second connecting flow channel 43 can flow out through the first drain port 46. After the power assembly is installed on the vehicle frame, along the vertical direction, the position where the first connecting flow channel 42 is connected to the connecting cavity 44 is located at the lower side, and the first drain port 46 is located at the upper side, so that the coolant can fill all the flow channels and the heat dissipation grooves 32, thereby improving the heat dissipation effect.

[0083] In the present application, the motor controller 3, the motor 2 and the reducer 1 are integrated into an integral structure, and the rotating shaft 23 of the motor 2 extends into the reducer 1 to form a power input end of the reducer 1. For example, the first-stage driving gear 14 of the reducer 1 is directly mounted on or integrally formed with the rotating shaft 23 of the motor 2, so that the motor 2 and the reducer 1 are internally interconnected to form a whole. There is no need to set a power transmission structure such as a transmission shaft between the motor 2 and the reducer 1, which shortens the power transmission path and reduces energy loss.

[0084] The rotating shaft 23 of the motor 2 may form a cantilever structure inside the reducer 1 to reduce the overall weight; or, the rotating shaft 23 of the motor 2 may be supported at one end of the reducer 1 away from the motor 2 to increase the stability of the support of the rotating shaft 23 of the motor 2 and prevent the rotating shaft 23 of the motor 2 from being deformed or broken. At least two bearings may be provided along the arrangement direction of the rotating shaft 23 of the motor 2 to maintain or ensure the stable operation of the rotating shaft 23 of the motor 2. An oil seal may be provided between the rotating shaft 23 of the motor 2 and the reducer 1 to prevent the lubricating oil in the reducer 1 from entering the motor 2 and causing the motor 2 to malfunction.

[0085] In a specific embodiment, reference Figure 1 After the motor 2 is integrated with the reducer 1, the rotating shaft 23 of the motor 2 can extend into the reducer 1, as the primary driving gear 14 in the reducer 1, and mesh with the primary driven gear 15 in the reducer 1. The primary driven gear 15 is provided with an internal spline, and the secondary driving gear 16 is provided with an external spline. The internal spline and the external spline are interference fit, and the primary driven gear 15 and the secondary driving gear 16 are pressed against the shoulders, so that the secondary driving gear 16 rotates with the primary driven gear 15. The secondary driving gear 16 meshes with the secondary driven gear 17. The secondary driven gear 17 is provided with a light hole and has an interference fit with the mounting journal of the secondary driven gear 17. It is pressed against the differential 18 through the fastener 7, driving the differential 18 to move. The differential 18 is provided with a differential spline, and the half shaft is connected to the differential 18 through the differential spline, so that the differential 18 can transmit power to the half shaft, driving the half shaft to rotate. Compared with the structure in the prior art in which the rotating shaft 23 of the motor 2 and the reducer 1 are connected by a transmission shaft, the rotating shaft 23 of the motor 2 in this solution directly engages with the driven wheel in the reducer 1, shortening the power transmission path, thereby reducing energy loss and reducing the size of the power assembly.

[0086] Optionally, refer to Figure 1 and Figure 7, a first bearing 24 is provided on the rotating shaft 23 of the motor 2, and the first bearing 24 includes an inner ring 241, an outer ring 242, and a ball disposed between the inner ring 241 and the outer ring 242; a first step 116 is provided on the reducer housing 10, and a first pressing plate 6 is also fixed to the reducer housing 10 along the axial direction of the rotating shaft 23, and the first pressing plate 6 is arranged at intervals from the first step 116, and one end of the outer ring 242 abuts against the first step 116, and the other end of the outer ring 242 abuts against the first pressing plate 6. The first pressing plate 6 abuts against the outer ring 242 and is fixedly connected to the reducer housing 10. Along the axial direction of the rotating shaft 23, the two ends of the outer ring 242 of the first bearing 24 abut against the first step 116 and the first pressing plate 6, respectively, so that the first bearing 24 is more stable, thereby improving the stability of the power transmission of the rotating shaft 23 of the motor 2.

[0087] Optionally, the rotating shaft 23 is provided with a second step 231 and a first clamping groove 232. Along the axial direction of the rotating shaft 23, one end of the inner ring 241 abuts against the second step 231, and the other end of the inner ring 241 abuts against the retaining spring 5 in the first clamping groove 232. The rotating shaft 23 is provided with a spaced second step 231 and a first clamping groove 232, and a retaining spring 5 is provided in the first clamping groove 232. Along the axial direction of the rotating shaft 23, the two ends of the inner ring 241 of the first bearing 24 abut against the second step 231 and the retaining spring 5 respectively, and the first bearing 24 is further fixed, thereby further improving the stability of the power transmission of the rotating shaft 23 of the motor 2.

[0088] A first bearing 24 and a second bearing 25 are respectively arranged on both sides of the rotating shaft 23 of the motor 2. The first bearing 24 and the second bearing 25 are respectively interference fit with the first bearing position and the second bearing position, wherein the first bearing position is arranged on the reducer housing 10, and the second bearing position is arranged on the first motor housing 21. The inner rings of the first bearing 24 and the second bearing 25 are fixed by setting steps and retaining springs 5 ​​on the rotating shaft 23, thereby reducing the probability of the first bearing 24 rotating relative to the first bearing position and the second bearing 25 rotating relative to the second bearing position. An oil seal is also arranged on the side of the first bearing 24 close to the motor housing 20 to prevent the lubricating oil in the reducer 1 from entering the motor 2 and causing the motor 2 to malfunction. The first bearing 24 close to the reducer housing 10, along the axial direction of the rotating shaft 23, one side of the outer ring 242 of the first bearing 24 is stopped by the first step 116, and the other side is pressed by the first pressing plate 6; one side of the inner ring 241 of the first bearing 24 is stopped by the step surface of the second step 231 on the rotating shaft 23, and the other side is stopped by the retaining spring 5. By fixing the first bearing 24 and the second bearing 25 , the stability of the power output of the rotating shaft 23 of the motor 2 is improved.

[0089] One end of the rotating shaft 23 of the motor 2 extending out of the first bearing 24 is a cantilever structure, meshing with the driven gear, which can shorten the axial dimension of the powertrain and has a very high degree of integration. Compared with the prior art in which the rotating shaft 23 of the motor 2 and the primary driving gear of the reducer 1 are connected by splines, this solution is easier to process, avoiding the process complexity and instability of the prior art in which the primary driving gear 14 and the rotating shaft 23 are matched by splines or hot pressing, and at the same time avoiding the efficiency loss caused by the spline matching of the rotating shaft 23 of the motor 2 and the input shaft of the reducer 1 in the prior art. At the same time, it also reduces the bearings used to fix the transmission shaft, saves the number of bearings, effectively reduces the cost, reduces the weight of the powertrain, and improves the system efficiency. A third bearing and a fourth bearing are also provided in the reducer 1. The third bearing position 113 is located on the side of the primary driven gear 15 away from the secondary driving gear 16. The inner ring of the third bearing has an interference fit with the primary driven gear 15 and is used to fix the primary driven gear 15. The fourth bearing position 114 is located on the side of the secondary driving gear 16 away from the primary driven gear 15. The inner ring of the fourth bearing has an interference fit with the secondary driving gear 16 and is used to fix the secondary driving gear 16.

[0090] In a possible embodiment, a fifth bearing (not shown) is provided at one end of the rotating shaft 23 of the motor 2 that meshes with the primary driven gear 15, and one end of the rotating shaft 23 of the motor 2 that extends out of the second gear is fixed to the inner ring 241 of the fifth bearing, and the outer ring 242 of the fifth bearing is interference fit with the reducer housing 10, so that the rotation of the rotating shaft 23 of the motor 2 is more stable, further improving the stability of the rotating shaft 23 during power transmission.

[0091] Optionally, refer to Figures 10 to 12 The reducer housing 10 includes a reducer housing body 11 and an end cover 12 which are connected in sequence, and the reducer housing body 11 is connected to the motor housing 20; an oil guide structure 13 is sandwiched between the reducer housing body 11 and the end cover 12, and the oil guide structure 13 includes a first mounting portion 134 and a second mounting portion 135 which are arranged opposite to each other, the first mounting portion 134 is connected to the reducer housing body 11, and the second mounting portion 135 is connected to the end cover 12.

[0092] The end cover 12 is detachably connected to the reducer housing body 11 to close the opening of the reducer housing body 11, thereby forming a closed cavity for accommodating gears and other components; the oil guide structure 13 is an overall groove-shaped structure with an opening upward, and the oil guide structure 13 is arranged in the closed cavity. The lubricating oil thrown out is guided into the part that needs lubrication through the oil guide structure 13, thereby improving the lubrication effect.

[0093] Specifically, the reducer 1 includes a primary driving gear 14, a primary driven gear 15, a secondary driving gear 16 and a secondary driven gear 17. The primary driving gear 14 is used to transmit the power of the motor 2 to the reducer 1, the primary driven gear 15 is meshed with the primary driving gear 14 and can rotate with the primary driving gear 14; the secondary driving gear 16 is coaxially arranged with the primary driven gear 15 and connected to each other, so that the secondary driving gear 16 and the primary driven gear 15 rotate synchronously; the secondary driven gear 17 is meshed with the secondary driving gear 16 and can rotate with the secondary driving gear 16, and the differential 18 is connected to the secondary driven gear 17.

[0094] Lubricating oil is provided in the reducer 1. When the reducer 1 is not working, the lubricating oil gathers at the bottom of the reducer 1 under the action of gravity. In the vertical direction, the secondary driven gear 17 is located at a lower position, and the lubricating oil can immerse the lower end of the secondary driven gear 17. When the reducer 1 is working, the gears in the reducer 1 rotate, and the secondary driven gear 17 can throw the lubricating oil upward to the oil guide structure 13.

[0095] Furthermore, the first-stage driving gear 14 is installed in the reducer 1 through the third bearing, and the second-stage driving gear 16 is installed in the reducer 1 through the fourth bearing. A third bearing position 113 and a fourth bearing position 114 are provided in the reducer housing body 11, and the third bearing position 113 is used to install the third bearing, and the fourth bearing position 114 is used to install the fourth bearing. The oil guide structure 13 is provided between the third bearing position 113 and the fourth bearing position 114, and the oil guide structure 13 is located on one side of the rotation direction of the second-stage driven wheel. The lubricating oil of the belt is introduced into the third bearing and the fourth bearing for lubrication through the oil guide structure 13, which can reduce the friction and wear of the bearing, disperse the heat in the bearing, keep the bearing temperature moderate, and improve the life of the bearing. It also prevents moisture in the air from eroding the bearing surface, reduces the corrosion and oxidation of the bearing, and extends the service life of the bearing.

[0096] Further, refer to Figures 10 to 12 The oil guide structure 13 is sandwiched between the reducer housing body 11 and the end cover 12. The oil guide structure 13 includes a first mounting portion 134 and a second mounting portion 135 that are arranged opposite to each other. The first mounting portion 134 is connected to the reducer housing body 11, and the second mounting portion 135 is connected to the end cover 12. That is to say, the reducer housing body 11 and the end cover 12 respectively play a supporting or fixing role at both ends of the oil guide structure 13, increase the stability of the installation and fixation of the oil guide structure 13, prevent the oil guide structure 13 from shaking or swinging, and ensure that the oil guide structure 13 can accurately guide the lubricating oil to the part that needs lubrication.

[0097] Furthermore, a first mounting hole 111 is provided in the reducer housing body 11, and the first mounting portion 134 includes a first mounting pin 1341, and the first mounting pin 1341 is plugged into the first mounting hole 111, that is, the oil guide structure 13 is installed in the reducer housing body 11 in a plug-in manner, with a simple structure and convenient installation and disassembly operations, thereby saving time for assembly and subsequent maintenance of the reducer 1 and improving the assembly efficiency and maintenance efficiency of the reducer 1.

[0098] Specifically, the first mounting pins 1341 are arranged in one-to-one correspondence with the first mounting holes 111. The reducer housing body 11 may be provided with only one first mounting hole 111, or at least two mutually parallel first mounting holes 111 may be provided; similarly, the oil guide structure 13 may be provided with only one first mounting pin 1341, or at least two mutually parallel first mounting pins 1341 may be provided.

[0099] Furthermore, a first boss 112 is provided in the reducer housing body 11, and a first mounting hole 111 is provided on the first boss 112; the first mounting portion 134 includes a limiting base 1342, a first mounting pin 1341 is convexly provided on the limiting base 1342, and the limiting base 1342 abuts against the first boss 112. The limiting base 1342 and the first boss 112 abut against each other, so that the axial positioning of the oil guide structure 13 is achieved, and the installation accuracy of the oil guide structure 13 is increased.

[0100] Specifically, an outlet 131 is provided at one end of the oil guide structure 13 close to the reducer housing body 11, and the limiting base 1342 is spaced apart from the outlet 131 of the oil guide structure 13 to avoid blockage caused by contact between the outlet 131 of the oil guide structure 13 and the housing, thereby ensuring that the lubricating oil in the oil guide structure 13 can flow out smoothly.

[0101] Furthermore, a reinforcing structure, such as reinforcing ribs, is provided on the side of the limiting base 1342 away from the first mounting pin 1341 to increase the structural strength of the limiting base 1342 and prevent the limiting base 1342 from deformation, breakage or other damage, thereby ensuring the installation accuracy of the oil guide structure 13.

[0102] Furthermore, the end cover 12 is provided with a second mounting hole 121, and the second mounting portion 135 includes a second mounting pin 1351, and the second mounting pin 1351 is plugged into the second mounting hole 121, that is, the oil guide structure 13 is installed on the end cover 12 in a plug-in manner, and the connection and fixation of the oil guide structure 13 and the end cover 12 can be achieved by only covering the end cover 12 with the opening of the shell. The structure is simple and the installation and disassembly operations are convenient, thereby saving the time of assembly and subsequent maintenance of the reducer 11 and improving the assembly efficiency and maintenance efficiency of the reducer 1.

[0103] Furthermore, the surface of the end cover 12 is provided with a second boss 122, and the second mounting hole 121 is provided on the second boss 122. The local thickness of the end cover 12 is increased by providing the second boss 122, thereby increasing the connection depth between the oil guide structure 13 and the end cover 12, and increasing the support strength of the end cover 12 for the oil guide structure 13. The second mounting portion 135 includes a limiting end surface 1352, and a second mounting pin 1351 is convexly provided on the limiting end surface 1352. The limiting end surface 1352 abuts against the second boss 122. The end surface of the oil guide structure 13 itself and the second boss 122 abut against each other to limit the position, and there is no need to provide a special limiting structure, thereby simplifying the structure of the oil guide structure 13.

[0104] Furthermore, an oil distribution groove 115 is provided in the reducer housing body 11, and the outlet 131 of the oil guide structure 13 cooperates with the oil distribution groove 115. The lubricating oil flowing out of the oil guide structure 13 can enter the oil distribution groove 115 of the reducer housing body 11 and be redistributed in the oil distribution groove 115, so that at least two parts that need lubrication in the reducer 1 can be effectively lubricated, thereby improving the effective utilization rate of the lubricating oil.

[0105] Furthermore, the oil distribution groove 115 is arranged above the third bearing position 113 and the fourth bearing position 114, the third bearing position 113 and the oil distribution groove 115 are interconnected through the first diverter 1151, and the fourth bearing position 114 and the oil distribution groove 115 are interconnected through the second diverter 1152, so that the lubricating oil in the oil distribution groove 115 enters the third bearing position 113 and the fourth bearing position 114 according to a predetermined ratio to complete lubrication. In addition, since the first diverter 1151 and the second diverter 1152 are located below the oil distribution groove 115, the lubricating oil in the oil distribution groove 115 can be distributed into the first diverter 1151 and the second diverter 1152 as completely as possible under the action of gravity, so as to avoid excessive lubricating oil remaining in the oil distribution groove 115, resulting in a reduction in the actual utilization rate of the lubricating oil.

[0106] Furthermore, the oil guide structure 13 includes a receiving portion 132 and a flow guide portion 133 which are interconnected. The flow guide portion 133 cooperates with the oil distribution groove 115, and the lubricating oil of the flow guide portion 133 flows into the oil distribution groove 115 along the outlet 131 for redistribution. The receiving portion 132 is located at a section of the flow guide portion 133 close to the end cover 12, and the receiving portion 132 is convexly arranged on at least one side of the flow guide portion 133 along its own width, so that a section of the oil guide structure 13 close to the end cover 12 has a larger opening area, so that more lubricating oil can be thrown into the oil guide structure 13.

[0107] Furthermore, the oil guide structure 13 is a convex structure on the side where the lubricating oil is thrown in, and is a flat structure on the side away from the lubricating oil. For example, the guide portion 133 is provided with the receiving portion 132 only on the side where the lubricating oil is thrown in, and the guide portion 133 is not provided with the receiving portion 132 on the side away from the lubricating oil. The lubricating oil thrown in can be effectively received, and the overall volume of the oil guide structure 13 can be reasonably controlled.

[0108] Furthermore, the flow guide 133 gradually tilts downward in a direction away from the receiving portion 132 to increase the liquid flow rate of the flow guide 133, so that the lubricating oil can quickly flow into the reducer housing body 11 to play a lubricating role. In a direction close to the flow guide 133, the receiving portion 132 gradually tilts downward, so that the lubricating oil received by the flow guide device can be quickly gathered to the flow guide 133, avoiding excessive lubricating oil remaining in the flow guide device.

[0109] It should also be noted that the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, commodity or device. In the absence of more restrictions, the elements defined by the sentence "comprises a ..." do not exclude the existence of other identical elements in the process, method, commodity or device including the elements.

[0110] The various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referenced to each other, and each embodiment focuses on the differences from other embodiments.

[0111] The above is only an embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.

[0112] Although the embodiments of the present application have been described in conjunction with the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present application, and such modifications and variations are all within the scope defined by the appended claims.

Claims

1. A powertrain for a vehicle, characterized in that: include: A motor, including a motor housing; A reducer, comprising a reducer housing, wherein the reducer housing is connected to one end of the motor housing; A motor controller, the motor controller comprising: An electric control housing is arranged at the other end of the motor housing, the electric control housing defines an accommodation cavity, and a heat dissipation groove is arranged on the side of the electric control housing facing the accommodation cavity; A drive control board is arranged in the accommodating cavity, and along the thickness direction of the electric control housing, the drive control board is arranged opposite to the heat dissipation slot; In which, a heat dissipation part is arranged in the motor housing and the reducer housing, the heat dissipation groove is communicated with the heat dissipation part, the heat dissipation groove includes a bottom wall and a peripheral wall arranged around the outer periphery of the bottom wall, the bottom wall includes a main body part, a first part and a second part, along a first direction, the first part and the second part are respectively located on both sides of the main body part, along a direction perpendicular to the bottom wall and toward the accommodating cavity, the main body part protrudes from the first part and the second part, the first part is provided with a liquid inlet, the second part is provided with a liquid outlet, and the first direction is perpendicular to the thickness direction of the bottom wall.

2. The powertrain according to claim 1, characterized in that: The heat dissipation slot is a square slot, and the liquid inlet and the liquid outlet are arranged diagonally.

3. The powertrain according to claim 1, characterized in that: The cross-sectional area of ​​the liquid inlet is greater than the cross-sectional area of ​​the liquid outlet.

4. The powertrain according to claim 1, characterized in that: A heat-conducting column group is provided on one side of the drive control plate facing the heat dissipation slot. The heat-conducting column group includes at least one heat-conducting column, and the heat-conducting column extends into the heat dissipation slot.

5. The powertrain according to claim 4, characterized in that: There are a plurality of heat-conducting column groups, each of which includes a plurality of heat-conducting columns, the plurality of heat-conducting column groups are arranged at intervals along the first direction, and the plurality of heat-conducting columns in each heat-conducting column group are arranged at intervals along the second direction, and the first direction, the second direction and the thickness direction of the bottom wall are perpendicular to each other; The plurality of thermally conductive column groups include a first thermally conductive column group and a second thermally conductive column group that are adjacent to each other, and the plurality of thermally conductive columns in the first thermally conductive column group and the plurality of thermally conductive columns in the second thermally conductive column group are arranged alternately.

6. The powertrain according to claim 1, characterized in that: A sealing member is provided on one side of the peripheral wall away from the bottom wall. The sealing member surrounds the opening of the heat dissipation slot and connects the peripheral wall and the drive control plate.

7. The powertrain according to claim 1, characterized in that: Along the axial direction of the rotating shaft of the motor, the motor housing includes a first motor housing and a second motor housing connected in sequence; The first motor housing is connected to the electric control housing, the second motor housing is connected to the reducer housing, and the heat dissipation part is distributed in the first motor housing, the second motor housing and the reducer housing.

8. The powertrain according to claim 7, characterized in that: The heat dissipation unit comprises: A plurality of first cooling channels are provided in the second motor housing, the plurality of first cooling channels are spaced apart along the circumferential direction of the rotating shaft, and each of the first cooling channels extends along the axial direction of the rotating shaft; A plurality of first connecting flow channels are provided in the first motor housing, each of the first connecting flow channels connecting ends of two adjacent first cooling flow channels on the same side; A plurality of second connecting flow channels are arranged in the reducer housing, each of the second connecting flow channels connects the other ends of two adjacent first cooling flow channels on the same side; Wherein, a plurality of the first connecting flow channels and a plurality of the second connecting flow channels are staggeredly arranged along the circumferential direction of the rotating shaft, and the heat dissipation groove is connected to one of the plurality of the first connecting flow channels.

9. The powertrain according to claim 8, characterized in that: One of the plurality of first connecting flow channels is connected to the liquid outlet through a connecting cavity, and one of the plurality of second connecting flow channels is provided with a first liquid discharge port; The plurality of first connecting channels include a main connecting channel connected to the connecting cavity. The plurality of first cooling channels include a first channel, a second channel, a plurality of third channels, and a plurality of fourth channels, the first channel and the second channel are respectively connected to both sides of the first connecting channel connected to the total connecting channel, along the circumferential direction of the rotating shaft, the plurality of third channels are connected between the first channel and the first liquid discharge port, and the plurality of fourth channels are connected between the second channel and the first liquid discharge port; The coolant in the heat dissipation groove passes through the connecting cavity and the main connecting flow channel. A part of the coolant passes through the first flow channel and the plurality of the third flow channels and is discharged through the first drain port; another part of the coolant passes through the second flow channel and the plurality of the fourth flow channels and is discharged through the first drain port.

10. The powertrain according to claim 9, characterized in that: Along the circumference of the rotating shaft, the multiple first cooling channels include a first sub-cooling channel and a second sub-cooling channel. The first sub-cooling channel is closer to the main connecting channel than the second sub-cooling channel, and the cross-sectional area of ​​the first sub-cooling channel is larger than the cross-sectional area of ​​the second sub-cooling channel.

11. The powertrain according to claim 1, characterized in that: The rotating shaft of the motor is provided with a first bearing, the first bearing comprising an inner ring, an outer ring and a ball disposed between the inner ring and the outer ring; A first step is arranged on the reducer housing, and a first pressure plate is also fixed to the reducer housing along the axial direction of the rotating shaft. The first pressure plate is spaced apart from the first step, one end of the outer ring abuts against the first step, and the other end of the outer ring abuts against the first pressure plate.

12. The powertrain according to claim 11, characterized in that: The rotating shaft is provided with a second step and a first clamping groove. Along the axial direction of the rotating shaft, one end of the inner ring abuts against the second step, and the other end of the inner ring abuts against the clamping spring in the first clamping groove.

13. The powertrain according to claim 1, characterized in that: The reducer housing includes a reducer housing body and an end cover connected in sequence, and the reducer housing body is connected to the motor housing; an oil guide structure is sandwiched between the reducer housing body and the end cover, and the oil guide structure includes a first mounting portion and a second mounting portion arranged opposite to each other, the first mounting portion is connected to the reducer housing body, and the second mounting portion is connected to the end cover.

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