Lubricating system capable of actively lubricating

Abstract

The invention relates to a lubricating system capable of actively lubricating. The lubricating system comprises a first shell, a second shell, a coarse filter, an oil pump, a fine filter, a cooler, a temperature sensor, an input shaft assembly, an intermediate shaft assembly, a differential mechanism assembly, an oil baffle cover assembly and an oil seal, wherein an oil guide pipe is embedded into a shaft of the input shaft assembly in an interference mode, the first shell and the second shell are each provided with a flow dividing oil way, the middle shaft assembly is higher than the input shaft assembly and the differential mechanism assembly and used for avoiding oil stirring when a gear rotates, and lubrication is conducted through the flow dividing oil ways through an oil pump. According to the invention, active lubrication is taken as a main part and splash lubrication is taken as an auxiliary part, through the arrangement of the shunting oil duct and the oil guide pipe, precise lubrication of bearings and a motor of the first shell and the second shell is realized, use of an external oil guide groove is avoided, and active lubricating oil is sprayed to the bearings needing to be lubricated, a stator, a rotor and shaft teeth with less splash at fixed points; and the dragging loss can be reduced while the lubricating effect is met.

Description

Technical Field

[0001] The invention relates to the technical field of motor lubrication, and in particular to a lubrication system capable of active lubrication. Background Art

[0002] As the electrification of automobiles advances, new energy vehicles are developing rapidly. Pure electric vehicles are increasingly occupying a larger market share with their advantages in energy saving, environmental protection, and power response speed. However, at the same time, they have put forward higher demands on the power and economy of the electric drive system. The power source of pure electric vehicles depends entirely on batteries and electric drive systems. Therefore, in order to meet consumers' demands for dynamic indicators such as vehicle acceleration performance, maximum speed, and climbing ability, the electric drive system must be continuously optimized and improved. High-efficiency motor technology: Use more efficient motor technology, such as permanent magnet synchronous motors or switched reluctance motors, to improve the energy conversion efficiency and power density of the motor.

[0003] Advanced control system: By introducing advanced control algorithms and strategies, precise control of motor speed, torque and other parameters can be achieved, thereby improving the vehicle's power performance. Lightweight design: Lightweight materials and optimized design methods are used to reduce the weight of the electric drive system and further improve its power output and efficiency.

[0004] The economy of pure electric vehicles is mainly reflected in the range, charging efficiency and battery life. In order to meet consumers' demand for economy, the electric drive system needs to achieve higher energy efficiency and lower cost while ensuring power. High energy density battery: Use high energy density battery technology, such as lithium-ion batteries or solid-state batteries, to increase the vehicle's range and reduce battery costs. Intelligent charging technology: By introducing intelligent charging algorithms and strategies, the charging process is optimized to improve charging efficiency and battery life. Modular design: A modular design approach is used to achieve rapid assembly and maintenance of the electric drive system, reducing production and maintenance costs.

[0005] With the continuous advancement of new energy vehicle technology and the increasing maturity of the market, the development of electric drive systems will show the following trends: Integration: Integrate components such as motors, controllers and reducers to form a highly integrated electric drive system to improve its overall performance and reliability. Intelligence: Introduce artificial intelligence and machine learning technologies to achieve intelligent control and optimization of the electric drive system, and further improve its energy efficiency and power performance. Sustainability: Use environmentally friendly materials and recyclable designs to reduce the environmental impact of the production and use of the electric drive system and achieve sustainable development. With the rapid development of the new energy vehicle market, the electric drive system is facing higher power and economic requirements. By adopting advanced technologies and design methods, continuously optimizing and improving the performance of the electric drive system will provide strong support for the sustainable development of new energy vehicles.

[0006] In traditional technology, for electric drive systems, high speed and high torque in the dynamic indicators do bring a series of challenges, especially the overheating of bearings and shaft systems. 1. The impact of high speed and high torque on electric drive systems, bearing and shaft speed increase: When the electric drive system needs to output higher speed and high torque, the speed of the bearing and shaft system will increase accordingly. This causes the bearing and shaft system to bear greater mechanical stress and friction, thereby generating more heat. Heat generation and overheating risk: Bearings and shaft systems will generate a lot of friction heat when running at high speed. If this heat cannot be dissipated in time, it will cause the bearings and shaft systems to overheat. 2. The harm of overheating to electric drive systems, bearing ablation: Overheating will cause the grease inside the bearing to fail, thereby increasing the friction inside the bearing. Long-term high friction will cause the wear of the bearing surface to increase, and even ablation may occur. Abnormal wear of the shaft system: Overheating will also affect the material properties of the shaft system, resulting in reduced surface hardness and wear resistance of the shaft system. This will cause abnormal wear of the shaft system during operation, seriously affecting its service life. Reduced life and efficiency of the electric drive system: Abnormal wear of bearings and shafting will lead to a decline in the overall performance of the electric drive system. This will not only reduce the efficiency of the electric drive system, but also shorten its service life. Reducer damage and vehicle failure: In extreme cases, overheating may even cause damage to key components such as gears and bearings inside the reducer. This will directly affect the performance and safety of the vehicle, and may even cause the vehicle to fail.

[0007] However, the current lubrication system increases the oil height to keep the bearings and shafts immersed in the oil as much as possible, which will undoubtedly increase weight, cost and increase efficiency loss caused by gear oil stirring. In order to meet the high efficiency requirements of the electric drive system, it is necessary to reduce the amount of lubricating oil as much as possible, accurately lubricate and cool to ensure less oil stirring and drag loss, which poses a higher challenge to the structure of the reducer housing and the layout of the lubrication system. Summary of the invention

[0008] Based on this, it is necessary to provide a lubrication system that can actively lubricate in response to the problems of the existing lubrication system, with active lubrication as the main method and splash lubrication as the auxiliary method. The stirring of the first and second gears is avoided through the arrangement of the shaft system and the structure and arrangement of the oil shield. At the same time, the oil is fully returned to the oil storage chamber of the lubrication system to enter the lubrication system for recycling and reuse, thereby preventing the phenomenon of oil being sucked out. Through the arrangement of the diverter oil channel and the oil guide pipe, precise lubrication of the first and second housing bearings and the motor is achieved, and the use of external oil guide grooves is avoided, which can save space and assembly costs. The active lubricating oil is sprayed at fixed points to the bearings, stators and rotors that need to be lubricated, and the shaft teeth with less splashing, which can reduce drag losses while meeting the lubrication effect.

[0009] The present invention provides a lubrication system capable of active lubrication, the lubrication system comprising:

[0010] A first housing, a second housing, a coarse filter, an oil pump, a fine filter, a cooler, a temperature sensor, an input shaft assembly, an intermediate shaft assembly, a differential assembly, an oil shield assembly and an oil seal;

[0011] Among them, the input shaft assembly is embedded with the oil guide pipe through interference fit, and the first housing and the second housing are both provided with bypass oil channels. The height of the intermediate shaft assembly is higher than that of the input shaft assembly and the differential assembly, which is used to avoid oil stirring when the gears rotate, and lubrication is performed through the bypass oil channel by an oil pump.

[0012] In one embodiment, the input shaft assembly, the intermediate shaft assembly, and the differential assembly are installed with input shaft bearings, intermediate shaft bearings, and differential bearings at both ends through interference pressure, and then installed in the first input shaft bearing chamber, the first intermediate shaft bearing chamber, and the first differential bearing chamber of the first housing, and the second input shaft bearing chamber, the second intermediate shaft bearing chamber, and the second differential bearing chamber of the second housing through bearings.

[0013] In one embodiment, the coarse filter, oil pump, fine filter and cooler are sealed with the first shell and the second shell through O-ring interference fit, the oil pump is connected to the first shell through the cooler by bolts, and the temperature sensor is connected to the first shell by bolts.

[0014] In one embodiment, an oil return hole is provided at the lower end of the oil shield, which is fixed to the first shell through a self-molding mounting point, and a magnet is integrated into the oil shield with a small gap, and the other end of the magnet is fixed through the first shell.

[0015] In one embodiment, the oil shield is integrally injection molded.

[0016] In one embodiment, the diverter oil passage includes a first diverter oil passage, a second diverter oil passage, a third diverter oil passage, a fourth diverter oil passage, a fifth diverter oil passage, a sixth diverter oil passage, a seventh diverter oil passage, an eighth diverter oil passage, a ninth diverter oil passage, a tenth diverter oil passage, an eleventh diverter oil passage, a twelfth diverter oil passage, and a thirteenth diverter oil passage.

[0017] In one embodiment, the bottom space of the first shell and the second shell is an oil storage chamber.

[0018] In one embodiment, oil drain grooves are cast at the bearing chambers of the first housing and the second housing.

[0019] In one embodiment, the oil shield wraps the large gear of the differential assembly to prevent gear oil churning and causing losses.

[0020] The present invention also provides a lubrication method for a lubrication system, using the above lubrication system, comprising the following steps:

[0021] When the oil pump is working, the oil in the oil storage chamber is initially filtered through a coarse filter and then flows to the oil pump inlet through the oil channel and is pumped out by the oil pump to the oil pump outlet for the first diversion. The first part of the first diversion flows to the top through the first diversion oil channel for the second diversion. The first part of the second diversion flows to the intermediate shaft bearing chamber through the second diversion oil channel, the second part flows to the differential bearing chamber through the third diversion oil channel, and the third part flows to the inside of the differential through the fourth diversion oil channel at the top to lubricate the internal gears and planetary gear shafts.

[0022] The second part of the first diversion is sucked through the fine filter and pumped into the cooler for cooling. The cooled oil is tested by the oil temperature sensor and then diverted for the third time. The first part flows to the motor stator through the fifth diversion oil channel, and the second part flows to the joint surface of the first housing and the second housing through the sixth diversion oil channel for the fourth diversion. The first part flows to the first input shaft bearing chamber of the first housing through the seventh diversion oil channel, and the second part flows directly to the first-stage gear pair with higher speed for lubrication through the eighth diversion oil channel. The third part flows to the second housing through the ninth diversion oil channel for the fifth diversion. The first part and the second part flow to the second intermediate shaft bearing chamber and the second differential bearing chamber of the second housing through the tenth diversion oil channel and the eleventh diversion oil channel respectively. The third part flows to the second input shaft bearing chamber of the second housing through the twelfth diversion oil channel for cooling and lubrication. The fourth part flows to the motor rotor shaft through the thirteenth diversion oil channel along the internal oil guide pipe of the input shaft assembly for lubrication.

[0023] The above-mentioned lubrication system is suitable for oil-cooled electric drives with large torque, high speed and high efficiency. Its lubrication system is mainly based on active lubrication and supplemented by splash lubrication. The stirring of the first and second gears is avoided through the arrangement of the shaft system and the structure and arrangement of the oil shield. At the same time, the oil is fully returned to the oil storage chamber of the lubrication system to enter the lubrication system for recycling and reuse, thereby preventing the phenomenon of oil absorption. Through the arrangement of the diverter oil channel and the oil guide pipe, precise lubrication of the first and second housing bearings and the motor is achieved, avoiding the use of external oil guide grooves, saving space and assembly costs, and spraying the active lubricating oil at fixed points to the bearings, stators and rotors that need to be lubricated and the shaft teeth with less splashing, which can reduce drag losses while meeting the lubrication effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Fig. 1 is a parts arrangement diagram of the present invention;

[0025] FIG2 is a first housing lubrication arrangement diagram of the present invention;

[0026] Figure 3 This is a lubrication arrangement diagram of the second housing of the present invention;

[0027] Figure 4 It is a layout diagram of the local lubricating oil circuit of the first housing of the present invention;

[0028] Figure 5 It is a schematic diagram of the overall lubrication solution of the present invention.

[0029] Among them, 1. first housing; 2. second housing; 3. coarse filter; 4. oil pump; 5. fine filter; 6. cooler; 7. temperature sensor; 8. input shaft assembly; 9. intermediate shaft assembly; 10. differential assembly; 11. oil shield assembly; 12. oil seal; 13. cooling oil outlet;

[0030] 4-1, oil pump inlet; 4-2, oil pump outlet;

[0031] 8-1, input shaft bearing; 8-2, intermediate shaft bearing; 8-3, differential bearing; 8-4, oil guide pipe;

[0032] 11-1, oil return hole; 11-2, magnet;

[0033] 1-A-1, first input shaft bearing chamber; 1-B-1, first intermediate shaft bearing chamber; 1-C-1, first differential bearing chamber;

[0034] 1-A-2, second input shaft bearing chamber; 1-B-2, second intermediate shaft bearing chamber; 1-C-2, second differential bearing chamber;

[0035] 1-C, bearing chamber; 1-D, oil storage chamber; 1-E, oil channel; 1-F, oil drain tank;

[0036] 1-1, the first diversion oil channel; 1-1-1, the second diversion oil channel; 1-1-2, the third diversion oil channel, 1-1-3, the fourth diversion oil channel; 1-2-1, the fifth diversion oil channel; 1-2-2, the sixth diversion oil channel; 1-2-2-1, the seventh diversion oil channel; 1-2-2-2, the eighth diversion oil channel; 1-2-2-3, the ninth diversion oil channel; 1-2-2-3-1, the tenth diversion oil channel; 1-2-2-3-2, the eleventh diversion oil channel; 1-2-2-3-3, the twelfth diversion oil channel; 1-2-2-3-4, the thirteenth diversion oil channel. DETAILED DESCRIPTION

[0037] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific embodiments of the present invention are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present invention. However, the present invention can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present invention, so the present invention is not limited by the specific embodiments disclosed below.

[0038] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0039] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0040] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like 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 mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0041] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0042] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be a central element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used herein are for illustrative purposes only and are not intended to be the only implementation method.

[0043] As shown in FIG1 , the present invention discloses a lubrication system capable of active lubrication, which is suitable for high-speed, high-torque, and high-efficiency oil-cooled electric drives. The lubrication system includes a first housing 1, a second housing 2, a coarse filter 3, an oil pump 4, a fine filter 5, a cooler 6, a temperature sensor 7, an input shaft assembly 8, an intermediate shaft assembly 9, a differential assembly 10, an oil shield assembly 11, and an oil seal 12.

[0044] The coarse filter 3, the oil pump 4, the fine filter 5 and the cooler 6 are sealed with the first housing 1 and the second housing 2 through O-ring interference connection. The oil pump 4 is connected to the first housing 1 through the cooler 6 by bolts. The temperature sensor 7 is connected to the first housing 1 by bolts. The input shaft assembly 8, the intermediate shaft assembly 9 and the differential assembly 10 are interference-pressed with the input shaft bearing 8-1, the intermediate shaft bearing 8-2 and the differential bearing 8-3 at both ends. They are installed in the first input shaft bearing chamber 1-A-1, the first intermediate shaft bearing chamber 1-B-1 and the first differential bearing chamber 1-C-1 of the first housing 1, and the second input shaft bearing chamber 1-A-2, the second intermediate shaft bearing chamber 1-B-2 and the second differential bearing chamber 1-C-2 of the second housing 2 through bearings. The rotation of the rotating shaft system can be realized through the bearings.

[0045] The input shaft assembly 8 is internally embedded in the oil guide pipe 8-4 through interference fit.

[0046] The oil shield 11 is integrally injection molded, and an oil return hole 11-1 is provided at the lower end of the oil shield 11, which is fixed to the first shell 1 through a self-molding mounting point, and a magnet 11-2 is integrated into the oil shield 11 with a small gap, and the other end of the magnet 11-2 is fixed through the first shell 1.

[0047] The first housing 1 and the second housing 2 are provided with flow diversion passages, which include a first flow diversion passage 1-1, a second flow diversion passage 1-1-1, a third flow diversion passage 1-1-2, a fourth flow diversion passage 1-1-3, a fifth flow diversion passage 1-2-1, a sixth flow diversion passage 1-2-2, a seventh flow diversion passage 1-2-2-1, an eighth flow diversion passage 1-2-2-2, a ninth flow diversion passage 1-2-2-3, a tenth flow diversion passage 1-2-2-3-1, an eleventh flow diversion passage 1-2-2-3-2, a twelfth flow diversion passage 1-2-2-3-3, and a thirteenth flow diversion passage 1-2-2-3-1. -3-4, the lubrication flow is distributed through the first branch oil channel 1-1, the second branch oil channel 1-1-1, the third branch oil channel 1-1-2, the fourth branch oil channel 1-1-3, the fifth branch oil channel 1-2-1, the sixth branch oil channel 1-2-2, the seventh branch oil channel 1-2-2-1, the eighth branch oil channel 1-2-2-2, the ninth branch oil channel 1-2-2-3, the tenth branch oil channel 1-2-2-3-1, the eleventh branch oil channel 1-2-2-3-2, the twelfth branch oil channel 1-2-2-3-3, the thirteenth branch oil channel 1-2-2-3-4 and the oil pipe aperture.

[0048] The bottom space between the first shell 1 and the second shell 2 is an oil storage chamber 1-D.

[0049] Oil drain grooves 1 -F are cast at the bearing chambers 1 -C of the first housing 1 and the second housing 2 .

[0050] When arranging the transmission system of the present invention, the intermediate shaft assembly 9 is arranged at the top, that is, the height of the intermediate shaft assembly 9 is higher than the heights of the input shaft assembly 8 and the differential assembly 10, which can avoid oil stirring when the gears rotate as much as possible, and actively lubricate the bearings by active lubrication.

[0051] During operation, as the oil pump 4 provides power, the oil in the oil storage chamber 1-D is initially filtered by the coarse filter 3 and then flows to the oil pump inlet 4-1 through the oil channel 1-E and is pumped out by the oil pump 4 to the oil pump outlet 4-2 for the first diversion. The first part of the first diversion flows to the top through the first diversion oil channel 1-1 for the second diversion. The first part of the second diversion flows to the intermediate shaft bearing chamber 1-B-1 through the second diversion oil channel 1-1-1, the second part flows to the differential bearing chamber 1-C-1 through the third diversion oil channel 1-1-2, and the third part flows to the inside of the differential through the fourth diversion oil channel 1-1-3 at the top to lubricate the internal gears and planetary gear shafts. Because the motor and input shaft bearings have higher speeds, cooled lubricating oil is used to cool and lubricate them. The second part of the first diversion is filtered by the fine filter 5 and then pumped into the cooler 6 for cooling. The cooled oil is tested by the oil temperature sensor 7 and then diverted for the third time. The first part flows to the motor stator through the fifth diversion oil passage 1-2-1, and the second part flows to the joint surface of the first housing 1 and the second housing 2 through the sixth diversion oil passage 1-2-2 for the fourth diversion. The first part flows to the first input shaft bearing chamber 1-A-1 of the first housing 1 through the seventh diversion oil passage 1-2-2-1, the second part flows directly to the first-stage gear pair with higher speed for lubrication through the eighth diversion oil passage 1-2-2-2, and the third part flows to the ninth diversion oil passage 1-2-2-2 for lubrication. The bypass oil channel 1-2-2-3 flows to the second housing 2 for the fifth diversion. The first part and the second part flow to the second intermediate shaft bearing chamber 1-B-2 and the second differential bearing chamber 1-C-2 of the second housing 2 through the tenth bypass oil channel 1-2-2-3-1 and the eleventh bypass oil channel 1-2-2-3-2 respectively. The third part flows to the second input shaft bearing chamber 1-A-2 of the second housing 2 through the twelfth bypass oil channel 1-2-2-3-3 for cooling and lubrication. The fourth part, the thirteenth bypass oil channel 1-2-2-3-4, flows along the internal oil guide pipe 8-4 of the input shaft assembly 8 to the motor rotor shaft for lubrication.

[0052] The oil shield 11 wraps the large gear of the differential assembly 10 to prevent gears from stirring the oil and causing losses. The oil shield 11 has an oil return hole 11-1 at the bottom to quickly return the oil inside the differential to the oil storage chamber 1-D to prevent the oil from being sucked out. At the same time, a magnet 11-2 is integrally injection-molded and installed on the oil shield 11. The magnet 11-2 is located inside the oil storage chamber 1-D and close to the coarse filter 3. It can quickly absorb the iron filings generated by the operation of the gears and the iron core inside the oil pan, ensure the cleanliness of the cavity, and increase the service life of the electric drive system.

[0053] The lubricating oil flowing to the stator side of the motor returns to the oil storage chamber 1-D through the oil return structure 1-F of the housing 1.

[0054] The first input shaft bearing chamber 1-C-1 and the second input shaft bearing chamber 1-C-2 are provided with an oil drain groove 1-F, which can quickly discharge the oil in the closed space formed by the differential bearing and the bearing chamber to prevent the oil from accumulating here and causing oil leakage of the oil seal 12.

[0055] The present invention is suitable for oil-cooled electric drives with large torque, high speed and high efficiency. Its lubrication system mainly uses active lubrication and is supplemented by splash lubrication. The oil stirring of the first and second gears is avoided through the shaft system arrangement and the structure and arrangement of the oil shield. At the same time, the oil is fully returned to the oil storage chamber of the lubrication system to enter the lubrication system for recycling and reuse, thereby preventing the oil from being sucked out. Through the first branch oil channel 1-1, the second branch oil channel 1-1-1, the third branch oil channel 1-1-2, the fourth branch oil channel 1-1-3, the fifth branch oil channel 1-2-1, the sixth branch oil channel 1-2-2, the seventh branch oil channel 1-2-2-1, The eighth branch oil channel 1-2-2-2, the ninth branch oil channel 1-2-2-3, the tenth branch oil channel 1-2-2-3-1, the eleventh branch oil channel 1-2-2-3-2, the twelfth branch oil channel 1-2-2-3-3, the thirteenth branch oil channel 1-2-2-3-4 and the oil guide pipe 8-4 are arranged to achieve precise lubrication of the bearings of the first housing 1 and the second housing 2 and the motor, avoid the use of external oil guide grooves, save space and assembly costs, and spray the active lubricating oil at fixed points to the bearings, stators and rotors that need lubrication, and shaft teeth with less splashing, which can reduce drag losses while meeting the lubrication effect.

[0056] In one embodiment, the present invention discloses a lubrication method for a lubrication system, comprising the following steps:

[0057] As the oil pump 4 works to provide power, the oil in the oil storage chamber 1-D is initially filtered by the coarse filter 3 and then flows to the oil pump inlet 4-1 through the oil passage 1-E, and is pumped out by the oil pump 4 to the oil pump outlet 4-2, and then undergoes the first diversion. The first part of the first diversion flows to the top through the first diversion oil passage 1-1 for the second diversion.

[0058] The first part of the second diversion flows to the intermediate shaft bearing chamber 1-B-1 through the second diversion oil passage 1-1-1, the second part flows to the differential bearing chamber 1-C-1 through the third diversion oil passage 1-1-2, and the third part flows to the inside of the differential through the fourth diversion oil passage 1-1-3 at the top to lubricate the internal gears and planetary gear shafts;

[0059] The second part of the first diversion is filtered by the fine filter 5 and then pumped into the cooler 6 for cooling. After the cooled oil is tested by the oil temperature sensor 7, it is diverted for the third time. The first part flows to the motor stator through the fifth diversion oil passage 1-2-1, and the second part flows to the joint surface of the first housing 1 and the second housing 2 through the sixth diversion oil passage 1-2-2 for the fourth diversion.

[0060] The first part flows to the first input shaft bearing chamber 1-A-1 of the first housing 1 through the seventh branch oil passage 1-2-2-1, the second part flows directly to the first gear pair with a higher speed for lubrication through the eighth branch oil passage 1-2-2-2, and the third part flows to the second housing 2 through the ninth branch oil passage 1-2-2-3 for the fifth branch;

[0061] The first part and the second part flow to the second intermediate shaft bearing chamber 1-B-2 and the second differential bearing chamber 1-C-2 of the second housing 2 through the tenth branch oil passage 1-2-2-3-1 and the eleventh branch oil passage 1-2-2-3-2 respectively, and the third part flows to the second input shaft bearing chamber 1-A-2 of the second housing 2 through the twelfth branch oil passage 1-2-2-3-3 for cooling and lubrication;

[0062] The second part, the fourth part and the thirteenth oil channel 1-2-2-3-4 flow along the internal oil guide pipe 8-4 of the input shaft assembly 8 to the motor rotor shaft for lubrication.

[0063] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0064] The above-mentioned embodiments only express several implementation methods of the present invention, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the invention patent. It should be pointed out that, for ordinary technicians in this field, several variations and improvements can be made without departing from the concept of the present invention, and these all belong to the protection scope of the present invention. Therefore, the protection scope of the patent of the present invention shall be subject to the attached claims.

Claims

1. A lubrication system capable of active lubrication, characterized in that: The lubrication system comprises: A first housing (1), a second housing (2), a coarse filter (3), an oil pump (4), a fine filter (5), a cooler (6), a temperature sensor (7), an input shaft assembly (8), an intermediate shaft assembly (9), a differential assembly (10), an oil shield assembly (11), and an oil seal (12); The input shaft assembly (8) is internally embedded in the oil guide pipe (8-4) by interference fit, and the first housing (1) and the second housing (2) are both provided with a bypass oil passage. The height of the intermediate shaft assembly (9) is higher than that of the input shaft assembly (8) and the differential assembly (10), so as to prevent oil from being stirred when the gears rotate, and lubrication is performed through the bypass oil passage by the oil pump (4).

2. The lubrication system according to claim 1, characterized in that: The input shaft assembly (8), the intermediate shaft assembly (9), and the differential assembly (10) are installed with input shaft bearings (8-1), intermediate shaft bearings (8-2), and differential bearings (8-3) at both ends by interference fit, and then installed in the first input shaft bearing chamber (1-A-1), the first intermediate shaft bearing chamber (1-B-1), and the first differential bearing chamber (1-C-1) of the first housing (1), and in the second input shaft bearing chamber (1-A-2), the second intermediate shaft bearing chamber (1-B-2), and the second differential bearing chamber (1-C-2) of the second housing (2) through bearings.

3. The lubrication system according to claim 2, characterized in that: The coarse filter (3), the oil pump (4), the fine filter (5) and the cooler (6) are sealed with the first housing (1) and the second housing (2) through an O-ring interference fit; the oil pump (4) is connected to the first housing (1) through the cooler (6) by bolts; and the temperature sensor (7) is connected to the first housing (1) by bolts.

4. The lubrication system according to claim 1, characterized in that: The oil shield (11) is provided with an oil return hole (11-1) at the lower end thereof, which is fixed to the first housing (1) via a self-molded mounting point, and a magnet (11-2) is integrated with a small gap on the oil shield (11), and the other end of the magnet (11-2) is fixed via the first housing (1).

5. The lubrication system according to claim 4, characterized in that: The oil shield (11) is integrally injection molded.

6. The lubrication system according to claim 1, characterized in that: The diverter oil passages include a first diverter oil passage (1-1), a second diverter oil passage (1-1-1), a third diverter oil passage (1-1-2), a fourth diverter oil passage (1-1-3), a fifth diverter oil passage (1-2-1), a sixth diverter oil passage (1-2-2), a seventh diverter oil passage (1-2-2-1), an eighth diverter oil passage (1-2-2-2), a ninth diverter oil passage (1-2-2-3), a tenth diverter oil passage (1-2-2-3-1), an eleventh diverter oil passage (1-2-2-3-2), a twelfth diverter oil passage (1-2-2-3-3), and a thirteenth diverter oil passage (1-2-2-3-4).

7. The lubrication system according to claim 1, characterized in that: The bottom space of the first shell (1) and the second shell (2) is an oil storage chamber (1-D).

8. The lubrication system according to claim 7, characterized in that: Oil drain grooves (1-F) are cast at the bearing chambers (1-C) of the first housing (1) and the second housing (2).

9. The lubrication system according to claim 8, characterized in that: The oil shield (11) wraps the large gear of the differential assembly (10) to prevent gear oil churning and causing losses.

10. A lubrication method for a lubrication system, using the lubrication system according to any one of claims 1 to 9, characterized in that: The steps include: When the oil pump (4) is working, the oil in the oil storage chamber (1-D) is initially filtered by the coarse filter (3) and then flows to the oil pump inlet (4-1) through the oil passage (1-E) to be pumped out by the oil pump (4) to the oil pump outlet (4-2) for the first diversion. The first part of the first diversion flows to the top through the first diversion oil passage (1-1) for the second diversion. The first part of the second diversion flows to the intermediate shaft bearing chamber (1-B-1) through the second diversion oil passage (1-1-1), the second part flows to the differential bearing chamber (1-C-1) through the third diversion oil passage (1-1-2), and the third part flows to the inside of the differential through the fourth diversion oil passage (1-1-3) at the top to lubricate the internal gears and planetary gear shafts. The second part of the first diversion is filtered by the fine filter (5) and then pumped into the cooler (6) for cooling. After the cooled oil is tested by the oil temperature sensor (7), it is diverted for the third time. The first part flows to the motor stator through the fifth diversion oil passage (1-2-1). The second part flows to the joint surface of the first housing (1) and the second housing (2) through the sixth diversion oil passage (1-2-2). The fourth diversion is performed. The first part flows to the first input shaft bearing chamber (1-A-1) of the first housing (1) through the seventh diversion oil passage (1-2-2-1). The second part flows directly to the first gear pair with a higher speed through the eighth diversion oil passage (1-2-2-2) for lubrication. The third part flows to the first gear pair with a higher speed through the ninth diversion oil passage (1-2-2-2). The oil passage (1-2-2-3) flows to the second housing (2) for the fifth diversion, the first part and the second part flow to the second intermediate shaft bearing chamber (1-B-2) and the second differential bearing chamber (1-C-2) of the second housing (2) through the tenth diversion oil passage (1-2-2-3-1) and the eleventh diversion oil passage (1-2-2-3-2) respectively, the third part flows to the second input shaft bearing chamber (1-A-2) of the second housing (2) through the twelfth diversion oil passage (1-2-2-3-3) for cooling and lubrication, and the fourth part flows to the motor rotor shaft through the thirteenth diversion oil passage (1-2-2-3-4) along the internal oil guide pipe (8-4) of the input shaft assembly (8) for lubrication.

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