Extended-range power assembly and electric vehicle

Abstract

The invention provides an extended-range power assembly and an electric vehicle. The power assembly comprises a motor, an engine and a liquid cooling system, the liquid cooling system comprises a motor cooling liquid loop, an engine cooling liquid loop and a heat exchange plate, and the motor cooling liquid loop is used for exchanging heat with lubricating oil in the motor through a heat exchanger. The engine cooling liquid loop is used for conveying cooling liquid to the engine. The heat exchange plate comprises two internal flow channels which are independent of each other. One internal flow channel is used for receiving cooling liquid flowing out of a radiator of a motor cooling liquid loop and conveying the cooling liquid to a heat exchanger. The other internal flow channel is used for receiving cooling liquid flowing out of the engine through a valve and conveying the cooling liquid to a radiator of an engine cooling liquid loop. According to the extended-range power assembly, waste heat of the engine can be used for heating lubricating oil of the motor in the low-temperature environment, and therefore the working efficiency of the power assembly is improved.

Description

Technical Field

[0001] The present application relates to the technical field of electric vehicles, and in particular to an extended-range powertrain and an electric vehicle. Background Art

[0002] The lubricating oil in the powertrain can be used to dissipate heat for the motor and lubricate the transmission mechanism. When the ambient temperature is low, the viscosity of the lubricating oil is high, which may affect the heat dissipation and lubrication effects, increase the drag torque of the motor, and reduce the working efficiency of the powertrain. Summary of the invention

[0003] The present application provides an extended-range powertrain and an electric vehicle. The extended-range powertrain can use the waste heat of the engine to heat the lubricating oil of the motor in a low-temperature environment, thereby improving the working efficiency of the powertrain. The present application specifically includes the following technical solutions:

[0004] In a first aspect, the present application provides an extended-range powertrain. The powertrain includes an electric motor, an engine, and a liquid cooling system. The liquid cooling system includes an electric motor coolant circuit, an engine coolant circuit, and a heat exchange plate. The electric motor coolant circuit is used to exchange heat with the lubricating oil inside the electric motor through a heat exchanger. The engine coolant circuit is used to transport coolant to the engine. The heat exchange plate includes two independent internal flow channels. One internal flow channel of the heat exchange plate is used to receive coolant flowing out of the radiator of the electric motor coolant circuit and to transport coolant to the heat exchanger. The other internal flow channel of the heat exchange plate is used to receive coolant flowing out of the engine through a valve and to transport coolant to the radiator of the engine coolant circuit.

[0005] The extended-range powertrain provided in the present application outputs power through an electric motor and supplies power to the electric motor or the power battery of the electric vehicle through an engine, wherein the operating temperature of the engine is relatively high, and the coolant temperature in the engine coolant circuit is relatively high.

[0006] The extended-range powertrain provided in the present application is also connected to the motor coolant circuit and the engine coolant circuit respectively through a heat exchange plate. Therefore, when the ambient temperature is relatively low, the coolant with a higher temperature flowing out of the engine can form a heat exchange with the coolant in the motor coolant circuit flowing to the heat exchanger in the heat exchange plate. After the coolant temperature in the motor coolant circuit increases, the lubricating oil in the motor can be heated by the heat exchanger, thereby increasing the temperature of the lubricating oil to reduce the viscosity of the lubricating oil. The drag torque of the motor is reduced, and the working efficiency of the powertrain is increased accordingly.

[0007] In one implementation, the engine coolant circuit includes a parallel flow passage, and the parallel flow passage is used to be connected in parallel with another internal flow passage.

[0008] In this implementation, the parallel flow channel is used to allow the coolant flowing out of the engine in the engine coolant circuit to be directly delivered to the radiator of the engine coolant circuit, thereby avoiding the phenomenon of affecting the heat dissipation of the engine due to insufficient flow in another internal flow channel of the heat exchange plate.

[0009] In one implementation, the cross-sectional area of ​​the parallel flow channel is greater than the cross-sectional area of ​​another internal flow channel.

[0010] In this implementation, the coolant flow in the engine coolant circuit is relatively large, and the coolant flow in the motor coolant circuit is relatively small. After a small portion of the coolant in the engine coolant circuit forms heat exchange with the coolant in the motor coolant circuit, the lubricating oil temperature inside the motor can be increased to ensure the working efficiency of the powertrain.

[0011] In one implementation, the valve includes a first opening, a second opening, and a third opening, the first opening is used to connect to a coolant outlet of the engine, and the second opening and the third opening are used to connect to another internal flow channel and the parallel flow channel, respectively.

[0012] In this implementation, the valve may be a three-way valve. The coolant flowing out of the engine is diverted to another internal flow channel and a parallel flow channel through the three-way valve, thereby simplifying the pipeline structure of the engine coolant circuit.

[0013] In one implementation, the valve and another internal flow passage are used together to be connected in parallel with the parallel flow passage.

[0014] In this implementation, the valve is connected in series between the coolant outlet of the engine and another internal flow channel of the heat exchange plate. The structure of the valve is relatively simple and easy to control.

[0015] In one implementation, a valve is used to open or close an opening communicating with another internal flow passage based on the temperature of coolant flowing out of the engine.

[0016] In this implementation, the valve is an electronically controlled valve. The powertrain can control the opening and closing of the valve by detecting the temperature of the coolant flowing out of the engine, ensuring that the coolant temperature in the engine coolant circuit is adapted to the engine's operating conditions, and preventing the coolant in the engine coolant circuit from affecting the engine's operating efficiency due to the temperature drop after flowing through the heat exchange plate.

[0017] In one implementation, the valve is used to open an opening communicating with another internal flow passage based on the temperature of the coolant flowing out of the engine being higher than a first preset temperature value.

[0018] In one implementation, the first preset temperature value ranges from 50°C to 70°C.

[0019] In one implementation, a valve is used to adjust the opening of an opening communicating with another internal flow passage based on a change in the temperature of lubricating oil in the motor.

[0020] In this implementation, the powertrain can adjust the valve opening by detecting the temperature of the lubricating oil in the motor, thereby controlling the temperature rise of the coolant in the motor coolant circuit after flowing through the heat exchange plate, thereby preventing the lubricating oil temperature in the motor from being too high and reducing the motor's working efficiency.

[0021] In one implementation, the valve is used to control the opening degree of the opening communicating with another internal flow channel to be 100% based on the lubricating oil temperature in the motor being lower than a second preset temperature value.

[0022] In one implementation, the second preset temperature value ranges from 20°C to 30°C.

[0023] In one implementation, the valve is used to control the opening degree of the opening communicating with another internal flow passage to be lower than 100% based on the temperature of the lubricating oil in the motor being higher than a third preset temperature value.

[0024] In one implementation, the third preset temperature value ranges from 50°C to 70°C.

[0025] In one implementation, the valve is used to reduce the opening of a port communicating with another internal flow passage based on an increase in the temperature of lubricating oil in the motor.

[0026] In this implementation, when the lubricating oil temperature in the motor is high, the flow rate of coolant in the engine coolant circuit entering the heat exchange plate is reduced by a valve, thereby controlling the temperature rise of the coolant in the motor coolant circuit after flowing through the heat exchange plate.

[0027] In one implementation, the valve is used to close an opening communicating with another internal flow passage based on the temperature of the motor or the temperature of the coolant in one internal flow passage.

[0028] In this implementation, when the temperature of the motor is high, or the temperature of the coolant flowing to the heat exchanger in the motor coolant circuit is high, the overall temperature of the motor is relatively high, which may cause the motor to fail due to overheating. At this time, stopping the heat exchange between the coolant in the engine coolant circuit and the coolant in the motor coolant circuit is conducive to reducing the overall temperature of the motor.

[0029] In one implementation, the valve is used to close the opening communicating with another internal flow passage based on the temperature of the motor being higher than a fourth preset threshold value.

[0030] In one implementation, the fourth preset temperature value ranges from 130°C to 140°C.

[0031] In one implementation, the valve is used to close an opening communicating with another internal flow passage based on a coolant temperature in the one internal flow passage being higher than a fifth preset threshold.

[0032] In one implementation, the fifth preset temperature value ranges from 50°C to 60°C.

[0033] In one implementation, the powertrain includes a controller and a plurality of sensors, and the controller is used to receive detection signals from the plurality of sensors to control an opening of the valve in communication with another internal flow channel.

[0034] In this implementation, the powertrain receives detection signals from various sensors through a controller, thereby controlling the valve to adjust the heat exchange between the coolant in the engine coolant circuit and the coolant in the motor coolant circuit.

[0035] In one implementation, the multiple sensors include a first sensor, and the first sensor is used to detect the temperature of the coolant flowing out of the engine.

[0036] In one implementation, the multiple sensors include a second sensor, and the second sensor is used to detect the temperature of lubricating oil in the motor.

[0037] In one implementation, the multiple sensors include a fourth sensor, and the fourth sensor is used to detect the temperature of the motor.

[0038] In one implementation, the plurality of sensors include a fifth sensor, and the fifth sensor is used to detect the temperature of the coolant in an internal flow channel.

[0039] In one implementation, the controller is a motor controller of an electric motor.

[0040] In one implementation, the controller is a vehicle controller of an electric vehicle.

[0041] In one implementation, the liquid cooling system includes a motor lubricating oil circuit, which is used to receive lubricating oil flowing out of a heat exchanger and to deliver lubricating oil to a stator of the motor.

[0042] In this implementation, the stator of the motor includes a stator core and a winding. The heat generated by the stator is relatively large during the operation of the motor. The motor lubricating oil circuit conveys lubricating oil to the stator to dissipate the heat of the stator, thereby ensuring reliable operation of the motor.

[0043] In one implementation, the powertrain includes a reducer, which is used to receive the drive of the electric motor and output power to the outside, and the motor lubricating oil circuit is also used to deliver lubricating oil to the gear set of the reducer.

[0044] In this implementation, the motor lubricating oil circuit reduces friction loss and lowers the drag torque of the powertrain by delivering lubricating oil to the gear set of the reducer.

[0045] In one implementation, the powertrain includes a generator, which is used to receive the drive of the engine and to supply power to the power battery or the electric motor, and the motor lubricating oil circuit is also used to deliver lubricating oil to the generator.

[0046] In this implementation, the engine is used to drive the generator to work, and the generator supplies power to the power battery or the motor. The motor lubricating oil circuit is also used to deliver lubricating oil to the generator to ensure the reliable operation of the generator, and to reduce the drag torque of the powertrain by lubricating the transmission mechanism of the generator.

[0047] In one implementation, the valve is used to adjust the opening of a port communicating with another internal flow passage based on a change in the temperature of lubricating oil in the generator.

[0048] In this implementation, the lubricating oil in the motor lubricating oil circuit is respectively delivered to the motor and the generator. The powertrain controls the opening of the valve to control the oil temperature of the lubricating oil in the motor lubricating oil circuit, thereby ensuring the reliable operation of the motor while also protecting the reliable operation of the generator, thereby improving the power generation efficiency of the extended-range powertrain of this application.

[0049] In a second aspect, the present application further provides an electric vehicle, which includes wheels, a power battery, and a powertrain provided by any of the above implementations. The motor of the powertrain is used to drive the wheels to rotate, and the engine of the powertrain is used to power the power battery or the motor.

[0050] The powertrain of the electric vehicle provided in the present application can utilize the waste heat of the engine to heat the lubricating oil of the electric motor in a low-temperature environment, thereby improving the endurance of the electric vehicle in a low-temperature environment and reducing energy consumption. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] In order to more clearly illustrate the technical solution of the present application, the drawings required for use in the implementation manner will be briefly introduced below. Obviously, the drawings described below are only some implementation manners of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0052] Figure 1 A schematic diagram of the structure of an electric vehicle 200 provided in one embodiment of the present application;

[0053] Figure 2 A schematic diagram of components of an extended-range powertrain 100 provided in one embodiment of the present application;

[0054] Figure 3 A schematic diagram of a liquid cooling system 105 in an extended-range powertrain 100 provided in an embodiment of the present application;

[0055] Figure 4 A partial schematic diagram of a liquid cooling system 105 in a powertrain 100 provided in an embodiment of the present application;

[0056] Figure 5 A partial schematic diagram of a liquid cooling system 105 in an extended-range powertrain 100 provided in an embodiment of the present application;

[0057] Figure 6 A partial schematic diagram of a liquid cooling system 105 in a powertrain 100 provided in an embodiment of the present application;

[0058] Figure 7 A partial schematic diagram of a liquid cooling system 105 in an extended-range powertrain 100 provided in an embodiment of the present application;

[0059] Figure 8 A partial schematic diagram of a liquid cooling system 105 in an extended-range powertrain 100 provided in an embodiment of the present application;

[0060] Fig. 9 A partial schematic diagram of a liquid cooling system 105 in an extended-range powertrain 100 provided in an embodiment of the present application;

[0061] Fig.10 A logic diagram of the control of the valve 60 in the extended-range powertrain 100 provided in one embodiment of the present application;

[0062] Fig.11 A schematic diagram of a liquid cooling system 105 in an extended-range powertrain 100 provided in accordance with an embodiment of the present application. DETAILED DESCRIPTION

[0063] The technical solutions in the embodiments of the present application will be described below in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work belong to the scope of protection claimed in the present application.

[0064] See also Figure 1 The schematic diagram of the structure of an electric vehicle 200 provided by an embodiment of the present application is shown, and Figure 2 A schematic diagram of components of an extended-range powertrain 100 provided in accordance with an embodiment of the present application is shown.

[0065] The electric vehicle 200 provided in the present application includes wheels 201, power batteries 202, and the extended-range powertrain 100 provided in the present application. The power batteries 202 and the extended-range powertrain 100 are respectively fixed to the vehicle frame. The powertrain 100 is used to drive the wheels 201 to rotate, and is also used to supply power to the power batteries 202. Among them, the powertrain 100 is used to receive power from the power batteries 202 or to generate electricity through fuel to drive the wheels 201 to rotate. The powertrain 100 is also used to supply power to the power batteries 202 through fuel power generation.

[0066] like Figure 2 As shown, the extended-range powertrain 100 provided in the present application includes an electric motor 101 and an engine 102. The electric motor 101 is used to drive the wheels 201 to rotate, and the engine 102 is used to power the power battery 202 and the electric motor 101 through fuel. In one embodiment, the powertrain 100 includes a generator 103. The generator 103 is used to be transmission-connected to the engine 102, and the generator 103 is electrically connected to the power battery 202 and the electric motor 101, respectively. The generator 103 is used to receive the drive of the engine 102 and convert kinetic energy into electrical energy, thereby powering the power battery 202 and the electric motor 101.

[0067] In one embodiment, the powertrain 100 includes a reducer 104. The reducer 104 is used for transmission connection with the motor 101. The reducer 104 is used to receive the drive of the motor 101 and output power to the outside. In one embodiment, the reducer 104 is also used for transmission connection with the engine 102 and the generator 103 to adjust the speed and torque output by the engine 102 and improve the power generation efficiency of the generator 103.

[0068] The extended-range powertrain 100 provided in the present application further includes a liquid cooling system 105. The liquid cooling system 105 is used to lubricate various components in the powertrain 100 and provide heat dissipation to improve the working efficiency of the powertrain 100.

[0069] See also Figure 3 A schematic diagram of a liquid cooling system 105 in an extended-range powertrain 100 provided in an embodiment of the present application is shown, and Figure 4 A partial schematic diagram of a liquid cooling system 105 in a powertrain 100 provided in one embodiment of the present application is shown.

[0070] The liquid cooling system 105 includes a motor coolant loop 10, an engine coolant loop 20, a heat exchange plate 30 and a heat exchanger 40. The motor coolant loop 10 is used to exchange heat with the lubricating oil inside the motor 101 through the heat exchanger 40. The engine coolant loop 20 is used to transport coolant to the engine 102. The heat exchange plate 30 is used to achieve heat exchange between the motor coolant loop 10 and the engine coolant loop 20.

[0071] For ease of description, in the embodiment of the present application, the coolant in the motor coolant circuit 10 is defined as the first coolant, and the coolant in the engine coolant circuit 20 is defined as the second coolant. The first coolant and the second coolant may be different liquids. In one embodiment, the first coolant and the second coolant may be the same liquid, and the difference is only in the flow paths of the two coolants.

[0072] Specifically, the lubricating oil inside the motor 101 is used to lubricate the motor shaft or bearing of the motor 101, or to dissipate heat from the stator or rotor of the motor 101. Exemplarily, the stator of the motor 101 includes a stator core and a winding. During the operation of the motor 101, periodic alternating current is applied to the winding to drive the rotor to rotate and output power. The temperature of the winding rises under the action of the alternating current, which drives the temperature of the stator core to rise as well. That is, the heat generated by the stator during the operation of the motor 101 is relatively large. By delivering lubricating oil to the stator of the motor 101 to dissipate heat, the motor 101 can be guaranteed to work reliably.

[0073] In some embodiments, the motor 101 and the gear set of the reducer 104 are contained in the same cavity of the powertrain 100, and the lubricating oil inside the motor 101 is also used to lubricate the gear set of the reducer 104. An oil pool 52 is formed at the bottom of the cavity of the powertrain 100. After completing the heat dissipation or lubrication function, the lubricating oil inside the motor 101 flows into the oil pool 52 and is sent to the heat exchanger 40 through an oil pump 51, thereby forming a heat exchange with the coolant in the motor coolant circuit 10. The lubricating oil flowing out of the heat exchanger 40 is then sent to the stator, rotor, motor shaft, bearing of the motor 101 or the gear set of the reducer 104 to achieve the effect of circulating heat dissipation and lubrication.

[0074] In one embodiment, the circulation path of the lubricating oil in the motor 101 is defined as the motor lubricating oil circuit 50, that is, the liquid cooling system 105 includes the motor lubricating oil circuit 50. The motor lubricating oil circuit 50 is used to receive the lubricating oil flowing out of the heat exchanger 40 and to deliver the lubricating oil to at least one of the stator, rotor, motor shaft, bearing of the motor 101 or the gear set of the reducer 104.

[0075] Corresponding to the embodiment in which the powertrain 100 includes a reducer 104, the motor lubricating oil circuit 50 is also used to deliver lubricating oil to the gear set of the reducer 104. The motor lubricating oil circuit 50 reduces friction loss and reduces the drag torque of the powertrain 100 by delivering lubricating oil to the gear set of the reducer 104.

[0076] Corresponding to the embodiment in which the powertrain 100 includes a generator 103, the motor lubricating oil circuit 50 is used to deliver lubricating oil to the generator 103. The engine 102 is used to drive the generator 103 to work, and to supply power to the power battery 202 or the motor 101 through the generator 103. The motor lubricating oil circuit 50 is also used to deliver lubricating oil to the generator 103 to ensure that the generator 103 works reliably, and to reduce the drag torque of the powertrain 100 by lubricating the transmission mechanism of the generator 103.

[0077] The liquid cooling system 105 realizes heat exchange between the first coolant in the motor coolant loop 10 and the lubricating oil in the motor lubricating oil loop 50 through the heat exchanger 40. Because the lubricating oil in the motor lubricating oil loop 50 flows from the oil pool 52 to the motor 101 or the reducer 104 through the heat exchanger 40, the oil temperature of the lubricating oil is usually high. The liquid cooling system 105 cools the lubricating oil through the first coolant in the motor coolant loop 10, so that the temperature of the lubricating oil is reduced before flowing to the motor 101 or the reducer 104 to ensure the heat dissipation effect. That is, the liquid cooling system 105 manages the temperature of the lubricating oil in the motor lubricating oil loop 50 through the first coolant in the motor coolant loop 10.

[0078] See also Figure 5 A partial schematic diagram of a liquid cooling system 105 in an extended-range powertrain 100 provided in an embodiment of the present application is shown, and Figure 6 A partial schematic diagram of a liquid cooling system 105 in a powertrain 100 provided in one embodiment of the present application is shown.

[0079] The motor coolant circuit 10 includes a radiator. The first coolant flowing out of the heat exchanger 40 has its temperature reduced after passing through the radiator, and then flows into the heat exchanger 40 again to perform heat exchange with the lubricating oil in the motor lubricating oil circuit 50, thereby forming a circulating heat dissipation effect of the motor coolant circuit 10 on the motor lubricating oil circuit 50.

[0080] The engine coolant circuit 20 includes another radiator. For ease of description, in the embodiment of the present application, the radiator in the motor coolant circuit 10 is defined as the first radiator 11, and the other radiator in the engine coolant circuit 20 is defined as the second radiator 21. The second radiator 21 is used to cool the second coolant in the engine coolant circuit 20.

[0081] That is, the engine coolant circuit 20 is used to deliver the second coolant to the engine 102, and the second coolant flows through the inside of the engine 102 and dissipates heat from the engine 102. The second coolant flowing out of the engine 102 flows into the second radiator 21, where its temperature is reduced, and then flows into the engine 102 again to dissipate heat from the engine 102, thereby forming a circulation heat dissipation effect of the second coolant on the engine 102.

[0082] For the extended-range powertrain 100 of the present application, the operating temperature of the engine 102 is relatively high, and the operating temperature of the motor 101 is relatively low, so that the average temperature of the first coolant in the motor coolant circuit 10 is lower than the average temperature of the second coolant in the engine coolant circuit 20. Exemplarily, when the engine 102 is operating normally, the temperature of the second coolant flowing out of the engine 102 is between 90°C and 110°C. When the motor 101 is operating normally, the temperature of the first coolant flowing out of the heat exchanger 40 is between 50°C and 70°C. The liquid cooling system 105 also realizes heat exchange between the first coolant in the motor coolant circuit 10 and the second coolant in the engine coolant circuit 20 through the heat exchange plate 30.

[0083] See also Figure 7 A partial schematic diagram of a liquid cooling system 105 in an extended-range powertrain 100 provided in accordance with an embodiment of the present application is shown.

[0084] The heat exchange plate 30 includes two independent internal flow channels. One internal flow channel of the heat exchange plate 30 is used to receive the first coolant flowing out of the first radiator 11 of the motor coolant circuit 10 and to deliver the first coolant to the heat exchanger 40. The other internal flow channel of the heat exchange plate 30 is used to receive the second coolant flowing out of the engine 102 through a valve 60 and to deliver the second coolant to the second radiator 21 of the engine coolant circuit 20.

[0085] For ease of description, in the subsequent embodiments of the present application, one internal flow channel of the heat exchange plate 30 is defined as the first internal flow channel 31, and the other internal flow channel of the heat exchange plate 30 is defined as the second internal flow channel 32. Thus, the first internal flow channel 31 is used to flow the first coolant in the motor coolant circuit 10, and the second internal flow channel 32 is used to flow the second coolant in the engine coolant circuit 20. The first coolant and the second coolant form heat exchange in the heat exchange plate 30.

[0086] In other words, the heat exchange plate 30 includes two inlets and two outlets. One of the inlets is connected to one outlet through the first internal flow channel 31, that is, a first inlet 311 and a first outlet 312 are formed. The first inlet 311 is used to connect to the outlet of the first radiator 11 through the pipeline of the motor coolant circuit 10, and the first outlet 312 is used to connect to the inlet of the heat exchanger 40 through the pipeline of the motor coolant circuit 10. The other inlet of the heat exchange plate 30 is connected to the other outlet through the second internal flow channel 32, forming a second inlet 321 and a second outlet 322. The second inlet 321 is used to connect to the coolant outlet of the engine 102 through the pipeline of the engine coolant circuit 20, and the second outlet 322 is used to connect to the inlet of the second radiator 21 through the pipeline of the engine coolant circuit 20.

[0087] For the first internal flow channel 31, the first coolant flows from the first radiator 11 into the first inlet 311, and flows into the heat exchanger 40 from the first outlet 312 through the first internal flow channel 31. Because the first radiator 11 is used to dissipate heat for the first coolant, the temperature of the first coolant in the first internal flow channel 31 is relatively low. For the second internal flow channel 32, the second coolant flows from the engine 102 into the second inlet 321, and flows into the second radiator 21 from the second outlet 322 through the second internal flow channel 32. Because the second coolant is used to cool the engine 102, the temperature of the second coolant flowing from the engine 102 into the second internal flow channel 32 is relatively high. That is, the second coolant is used to heat the first coolant in the heat exchange plate 30.

[0088] The liquid cooling system 105 is also connected to the second internal flow channel 32 of the heat exchange plate 30 through a valve 60. The valve 60 is located between the second coolant outlet of the engine 102 and the second inlet 321 of the heat exchange plate 30. The valve 60 is used to control the flow rate of the second coolant in the second internal flow channel 32, thereby controlling the heating amplitude of the second coolant on the first coolant. The heated first coolant flows into the heat exchanger 40 again to form a heat exchange with the lubricating oil in the motor lubricating oil circuit 50. Therefore, the valve 60 can indirectly control the heating temperature of the lubricating oil in the motor lubricating oil circuit 50 by limiting the flow rate of the second coolant flowing into the heat exchange plate 30.

[0089] In one embodiment, the engine coolant circuit 20 includes a parallel flow channel 22, and the parallel flow channel 22 is used to be connected in parallel with the second internal flow channel 32. The parallel flow channel 22 is used to allow the second coolant flowing out of the engine 102 in the engine coolant circuit 20 to be directly delivered to the second radiator 21, thereby avoiding the phenomenon that the heat dissipation of the engine 102 is affected by insufficient flow in the second internal flow channel 32 of the heat exchange plate 30. It can be understood that when the valve 60 in the engine coolant circuit 20 is closed, all the second coolant flowing out of the engine 102 is delivered to the second radiator 21 through the parallel flow channel 22.

[0090] Based on the above embodiments, the liquid cooling system 105 of the extended-range powertrain 100 of the present application can indirectly heat the lubricating oil inside the motor 101 through the second coolant. The electric vehicle 200 provided in the present application may have a low lubricating oil temperature in some scenarios. For example, when the electric vehicle 200 is in a low temperature environment, or the electric vehicle 200 is in a constant speed driving state and the output power of the motor 101 is low. In such a scenario, the viscosity of the lubricating oil is relatively large because of its low temperature. The speed at which the lubricating oil flows in the stator, rotor or motor shaft of the motor 101 is low, which affects the cooling effect of the lubricating oil on the motor 101.

[0091] For the embodiment in which the lubricating oil is also used to lubricate the bearings of the motor 101, the gear set of the reducer 104, or for heat dissipation of the generator 103, because the viscosity of the lubricating oil is relatively high, it will also affect the lubricating effect of the lubricating oil on the bearings of the motor 101 and the gear set of the reducer 104, or affect the heat dissipation effect of the lubricating oil on the generator 103. Among them, when the lubricating oil in the motor lubricating oil circuit 50 is also used to lubricate the gear set of the reducer 104 and for heat dissipation of the generator 103, the amount of lubricating oil in the powertrain 100 is relatively large, and there is a phenomenon of slow temperature rise when the temperature of the lubricating oil is low, which leads to high drag torque of the motor 101, increased wear of the generator 103, or high power consumption of the oil pump 51, etc., which reduces the working efficiency and endurance of the extended-range powertrain 100 of the present application.

[0092] In the above scenario where the lubricating oil temperature is low, the extended-range powertrain 100 provided by the present application can use the second coolant with a higher temperature flowing out of the engine 102 to heat the first coolant in the heat exchange plate 30, and then heat the lubricating oil in the motor 101 through the first coolant, thereby indirectly increasing the temperature of the lubricating oil in the motor lubricating oil circuit 50, thereby reducing the viscosity of the lubricating oil. The drag torque of the motor 101 is reduced, and the wear of the generator 103 and the power consumption of the oil pump 51 are reduced, and the working efficiency and endurance of the powertrain 100 are improved accordingly. Correspondingly, the endurance of the electric vehicle 200 provided by the present application is improved and the energy consumption is reduced.

[0093] In one embodiment, the cross-sectional area of ​​the parallel flow channel 22 is greater than the cross-sectional area of ​​the second internal flow channel 32 .

[0094] See also Figure 8 A partial schematic diagram of a liquid cooling system 105 in an extended-range powertrain 100 provided in an embodiment of the present application is shown, and Fig. 9 A partial schematic diagram of a liquid cooling system 105 in an extended-range powertrain 100 provided in accordance with an embodiment of the present application is shown.

[0095] exist Figure 8 and Fig. 9In the diagram, the cross-sectional area of ​​the parallel flow channel 22 is greater than the cross-sectional area of ​​the second internal flow channel 32. As a result, more of the second coolant flowing out of the engine 102 can flow into the second radiator 21 through the parallel flow channel 22 to increase the flow of the second coolant in the engine coolant circuit 20, thereby forming a better heat dissipation effect for the engine 102. The flow of the first coolant in the motor coolant circuit 10 is relatively small. After a small part of the second coolant in the engine coolant circuit 20 enters the heat sink and forms a heat exchange with the first coolant, the temperature of the lubricating oil inside the motor 101 can be effectively increased. Such a setting can prevent the second coolant from overheating the first coolant, thereby indirectly controlling the temperature of the lubricating oil and preventing the motor 101 from overheating and failing.

[0096] Figure 8 and Fig. 9 Different implementations of the valve 60 in the extended-range powertrain 100 of the present application are also illustrated. In one embodiment, Figure 8 As shown, the valve 60 is a three-way valve. Specifically, the valve 60 includes a first opening 61, a second opening 62 and a third opening 63. The first opening 61 is used to communicate with the second coolant outlet of the engine 102, the second opening 62 is used to communicate with the second internal flow channel 32, and the third opening 63 is used to communicate with the parallel flow channel 22. The first opening 61, the second opening 62 and the third opening 63 are mutually connected inside the valve 60.

[0097] Thus, the second coolant flowing out of the engine 102 is divided into the second internal flow channel 32 and the parallel flow channel 22 through the three-way valve, that is, the second internal flow channel 32 and the parallel flow channel 22 are connected in parallel between the second coolant outlet of the engine 102 and the inlet of the second radiator 21 through the three-way valve. The valve 60 is used to control the flow rate of the second coolant in the second internal flow channel 32, and is also used to achieve parallel connection between the second internal flow channel 32 and the parallel flow channel 22, which can simplify the piping structure of the engine coolant circuit 20.

[0098] In one embodiment, if Fig. 9 As shown, the valve 60 and the second internal flow channel 32 are used to be connected in parallel with the parallel flow channel 22. Specifically, in this embodiment, the valve 60 includes a first opening 61 and a second opening 62, the first opening 61 is used to communicate with the second coolant outlet of the engine 102, and the second opening 62 is used to communicate with the second inlet 321 of the second internal flow channel 32. The first opening 61 and the second opening 62 are connected to each other inside the valve 60. In this embodiment, the valve 60 is connected in series between the second coolant outlet of the engine 102 and the second internal flow channel 32 of the heat exchange plate 30, and the structure of the valve 60 is relatively simple and easy to control.

[0099] In one embodiment, the valve 60 is an electronically controlled valve. The valve 60 is used to control the flow rate of the second coolant flowing into the heat exchange plate 30 based on the operating conditions of the extended-range powertrain 100 of the present application. Exemplarily, the valve 60 is used to open or close the second opening 62 communicating with the second internal flow channel 32 based on the temperature of the second coolant flowing out of the engine 102.

[0100] For the extended-range powertrain 100 provided in the present application, the motor 101 is mainly used to receive power from the power battery 202 to drive the wheels 201. When the power battery 202 is insufficient, the engine 102 is introduced to charge the power battery 202 and power the motor 101 through fuel. That is, the engine 102 is in an intermittent working state.

[0101] Therefore, when the power battery 202 is sufficiently charged and the engine 102 of the powertrain 100 is not in an operating state, or when the power battery 202 is insufficiently charged and the engine 102 is initially started, the temperature of the second coolant in the engine coolant circuit 20 is relatively low, and the heating effect of the second coolant on the first coolant is limited. The valve 60 is used to close the second opening 62 connected to the second internal flow channel 32 based on the lower temperature of the second coolant.

[0102] When the power battery 202 is insufficient to start the engine 102, the temperature of the engine 102 needs to be quickly increased to ensure the combustion efficiency of the fuel, and at the same time, the fuel consumption and emissions of the engine 102 can be reduced, and the dilution of the internal oil of the engine 102 can be reduced. At this time, the valve 60 closes the second opening 62 to preferentially ensure that the second coolant circulates in the engine coolant circuit 20 to achieve rapid temperature increase, avoiding heat loss due to part of the second coolant entering the heat exchange plate 30 to exchange heat with the first coolant, thereby reducing the working efficiency of the engine 102.

[0103] When the temperature of the second coolant gradually increases with the temperature rise of the engine 102, the valve 60 is used to open the second opening 62 connected to the second internal flow channel 32 based on the higher temperature of the second coolant. At this time, the temperature of the second coolant flowing out of the engine 102 can adapt to the working conditions of the engine 102, and then the waste heat of the engine 102 can be used to heat the lubricating oil.

[0104] In one embodiment, the valve 60 is configured to open the opening communicating with the second internal flow passage 32 based on the temperature of the second coolant flowing out of the engine 102 being higher than a first preset temperature value.

[0105] In one embodiment, the first preset temperature value ranges from 50°C to 70°C. In this embodiment, there is a mapping relationship between the temperature of the second coolant flowing out of the engine 102 and the temperature inside the engine 102. When the temperature of the second coolant flowing out of the engine 102 is between 50°C and 70°C, the temperature of the engine 102 is higher than 50°C to 70°C. At this time, the working efficiency of the engine 102 is relatively high, which is convenient for using the waste heat of the engine 102 to heat the lubricating oil in the motor 101 while ensuring the working efficiency of the engine 102.

[0106] In one embodiment, the valve 60 is a proportional valve with adjustable valve opening, and the valve 60 is used to adjust the opening of the second opening 62 communicating with the second internal flow channel 32 based on the change in the temperature of the lubricating oil in the motor 101 .

[0107] In this embodiment, the extended-range powertrain 100 provided in the present application can adjust the opening of the second opening 62 of the valve 60 by detecting the temperature of the lubricating oil in the motor 101. It can be understood that when the opening of the second opening 62 of the valve 60 is larger, the flow rate of the second coolant flowing through the second internal flow channel 32 is larger. Under the premise that the flow rate of the first coolant in the first internal channel is constant, the larger the flow rate of the second coolant in the second internal flow channel 32, the more heat exchange can be formed between the second coolant and the first coolant, so that the temperature of the first coolant flowing out of the first internal channel is higher. Conversely, when the opening of the valve 60 is smaller, the temperature of the first coolant flowing out of the first internal channel is relatively low. That is, by controlling the opening of the second opening 62 of the valve 60, the temperature rise of the first coolant in the motor coolant circuit 10 after flowing through the heat exchange plate 30 can be controlled.

[0108] Because the first coolant flows out of the heat exchange plate 30 and enters the heat exchanger 40 to form a heat exchange with the lubricating oil in the motor lubricating oil circuit 50, the higher the temperature of the first coolant, the stronger the heating effect of the first coolant on the lubricating oil. Therefore, by controlling the opening of the second opening 62 of the valve 60, the oil temperature of the lubricating oil can be indirectly controlled. Correspondingly, by controlling the opening of the second opening 62 of the valve 60 based on the lubricating oil temperature in the motor 101, the heating effect of the second coolant on the lubricating oil can be controlled.

[0109] In one embodiment, the valve 60 is used to reduce the opening of the second opening 62 connected to the second internal flow channel 32 based on the increase in the temperature of the lubricating oil in the motor 101. In this embodiment, when the temperature of the lubricating oil in the motor 101 is high, the flow rate of the second coolant in the engine coolant circuit 20 entering the heat exchange plate 30 is reduced by the valve 60, and the temperature rise of the first coolant in the motor coolant circuit 10 after flowing through the heat exchange plate 30 is controlled. When the temperature of the lubricating oil in the motor 101 is high, the lubricating oil in the motor 101 is prevented from being further heated by reducing the temperature rise of the first coolant after flowing through the heat exchange plate 30. When the temperature of the lubricating oil is further increased, the first coolant can also form a heat dissipation effect on the lubricating oil. Therefore, the valve 60 controls the opening of the second opening 62 based on the temperature of the lubricating oil, which can prevent the motor 101 from reducing the working efficiency due to the excessively high temperature of the lubricating oil, and prevent the motor 101 from overheating due to sudden temperature changes.

[0110] Correspondingly, when the temperature of the lubricating oil in the motor 101 is low, the flow rate of the second coolant in the engine coolant circuit 20 entering the heat exchange plate 30 is increased by using the valve 60, which can increase the temperature rise of the first coolant in the motor coolant circuit 10 after flowing through the heat exchange plate 30, thereby forming a better heating effect on the lubricating oil, quickly increasing the temperature of the lubricating oil, and putting the motor 101 in a relatively ideal working state to improve the working efficiency of the motor 101.

[0111] In one embodiment, the valve 60 is used to control the second opening 62 communicating with the second internal flow channel 32 to be 100% open based on the lubricating oil temperature in the motor 101 being lower than the second preset temperature value. In one embodiment, the second preset temperature value ranges from 20°C to 30°C.

[0112] In one embodiment, the valve 60 is used to control the opening degree of the second opening 62 communicating with the second internal flow channel 32 to be lower than 100% based on the lubricating oil temperature in the motor 101 being higher than the third preset temperature value. In one embodiment, the third preset temperature value ranges from 50°C to 70°C.

[0113] For the above two embodiments, there is a mapping relationship between the temperature of the lubricating oil in the motor 101 and the working temperature of the motor 101. When the temperature of the lubricating oil is between 20°C and 30°C, the working efficiency of the motor 101 is relatively low. At this time, the opening of the second opening 62 of the valve 60 is increased to increase the heating speed of the lubricating oil, thereby reducing the impact of the low temperature of the lubricating oil on the working efficiency of the motor 101.

[0114] When the temperature of the lubricating oil is between 50°C and 70°C, the temperature of the motor 101 is higher than 50°C and 70°C, and the working efficiency of the motor 101 is relatively high. By reducing the opening of the second opening 62 of the valve 60, the heating effect of the second coolant on the first coolant can be reduced. The first coolant forms a heat exchange with the lubricating oil in the heat exchanger 40, which can be the effect of the first coolant heating the lubricating oil or the effect of the first coolant cooling the lubricating oil. At this time, by controlling the opening of the second opening 62 of the valve 60, the temperature of the lubricating oil can be maintained to ensure that the motor 101 is in a relatively ideal working state.

[0115] In one embodiment, the valve 60 is used to close the second opening 62 communicating with the second internal flow passage 32 based on the temperature of the motor 101 .

[0116] In this embodiment, when the temperature of the motor 101 is high, the motor 101 may fail due to overheating due to a sudden change in transient operating conditions. At this time, the second opening 62 is closed by the valve 60 to stop the second coolant from heating the first coolant. The temperature of the first coolant flowing from the first radiator 11 into the heat exchanger 40 is relatively low, thereby improving the heat dissipation effect of the first coolant on the lubricating oil, which is beneficial to reducing the overall temperature of the motor 101.

[0117] In one embodiment, the valve 60 is used to close the second opening 62 communicating with the second internal flow channel 32 based on the temperature of the motor 101 being higher than a fourth preset threshold. In one embodiment, the fourth preset temperature value ranges from 130°C to 140°C.

[0118] In one embodiment, the valve 60 is used to close the second opening 62 communicating with the second internal flow channel 32 based on the first coolant temperature in the first internal flow channel 31 .

[0119] In this embodiment, when the temperature of the first coolant flowing to the heat exchanger 40 in the motor coolant loop 10 is high, it can be inferred that the overall temperature of the motor 101 is relatively high. That is, the motor 101 may fail due to overtemperature due to a sudden change in transient operating conditions. At this time, the second opening 62 is closed by the valve 60 to stop the second coolant from heating the first coolant. The temperature of the first coolant flowing from the first radiator 11 into the heat exchanger 40 is relatively low, thereby improving the heat dissipation effect of the first coolant on the lubricating oil, which is conducive to reducing the overall temperature of the motor 101.

[0120] In one embodiment, the valve 60 is used to close the opening communicating with the second internal flow channel 32 based on the temperature of the first coolant in the first internal flow channel 31 being higher than a fifth preset threshold.

[0121] In one embodiment, the fifth preset temperature value ranges from 50°C to 60°C. In this implementation, there is a mapping relationship between the temperature of the first coolant in the first internal flow channel 31 and the temperature of the motor 101. When the temperature of the first coolant in the first internal flow channel 31 is between 50°C and 60°C, the temperature of the motor 101 is also higher than the fourth preset threshold. At this time, closing the second opening 62 by the valve 60 can reduce the overall temperature of the motor 101 more quickly.

[0122] In one embodiment, corresponding to the embodiment in which the motor lubricating oil circuit 50 is also used to cool the generator 103 , the valve 60 is also used to adjust the opening of the second opening 62 communicating with the second internal flow channel 32 based on the change in the lubricating oil temperature in the generator 103 .

[0123] Similar to the principles of the above-mentioned embodiments in which the valve 60 controls the opening of the second opening 62 based on the temperature of the lubricating oil in the motor 101, during the operation of the extended-range powertrain 100 of the present application, the lubricating oil in the motor lubricating oil circuit 50 is respectively sent to the motor 101 and the generator 103. The heat generated by the generator 103 during operation will also change accordingly. The valve 60 controls the opening of the second opening 62 based on the temperature of the lubricating oil in the generator 103, which can ensure the reliable operation of the motor 101 while also protecting the reliable operation of the generator 103, thereby improving the power generation efficiency of the extended-range powertrain 100 of the present application.

[0124] See also Fig.10 A logic diagram of the control of the valve 60 in the extended-range powertrain 100 provided in one embodiment of the present application is shown.

[0125] like Fig.10 As shown, during the operation of the extended-range powertrain 100 of the present application, when the temperature of the lubricating oil in the motor 101 is low, the valve 60 opens or closes the second opening 62 based on different operating conditions of the powertrain 100 and controls the opening of the second opening 62 to improve the working efficiency of the powertrain 100.

[0126] Fig.10 The working condition of the powertrain 100 is roughly divided into four stages, namely, the engine 102 heating-up stage, the motor 101 heating-up stage, the motor 101 heat preservation stage and the motor 101 overheating stage.

[0127] In the stage of heating up the engine 102, the valve 60 controls the second opening 62 to be opened or closed based on the temperature of the engine 102, thereby giving priority to ensuring the working efficiency of the engine 102. Specifically, the valve 60 is used to open the second opening 62 communicating with the second internal flow channel 32 based on the temperature of the second coolant flowing out of the engine 102 being higher than the first preset temperature value.

[0128] During the heating stage of the motor 101, the valve 60 controls the second opening 62 to open based on the temperature of the lubricating oil in the motor 101, and the opening degree of the second opening 62 is 100%. At this time, by improving the heating effect of the second coolant on the first coolant, the temperature of the lubricating oil in the motor 101 is quickly increased, thereby improving the working efficiency of the motor 101. Specifically, the valve 60 is used to control the opening degree of the second opening 62 connected to the second internal flow channel 32 to be 100% based on the lubricating oil temperature in the motor 101 being lower than the second preset temperature value.

[0129] During the heat preservation stage of the motor 101, the valve 60 controls the opening of the second opening 62 to be lower than 100% based on the temperature of the lubricating oil in the motor 101 being higher than the third preset temperature value, and the valve 60 also reduces the opening of the second opening 62 based on the increase in the temperature of the lubricating oil in the motor 101. At this time, the motor 101 is in a relatively ideal working state, and the first coolant is used to form heat exchange with the lubricating oil in the heat exchanger 40 to maintain the temperature of the lubricating oil. The valve 60 can control the temperature of the first coolant by controlling the opening of the second opening 62, and maintain the temperature of the lubricating oil within a preset range through the first coolant, ensuring that the motor 101 continues to be in an ideal working state.

[0130] When the motor 101 is overheated, the valve 60 closes the second opening 62 based on the temperature of the motor 101 or the temperature of the first coolant. At this time, the temperature of the motor 101 is relatively high. By stopping the second coolant from heating the first coolant, the temperature of the first coolant can be reduced, thereby indirectly reducing the temperature of the lubricating oil, improving the heat dissipation effect of the lubricating oil on the motor 101, making the temperature of the motor 101 drop quickly and improving the working efficiency of the motor 101.

[0131] The valve 60 controls the second opening 62 based on different working conditions of the powertrain 100, which can be achieved through the cooperation of the controller and the sensor. In one embodiment, the extended-range powertrain 100 provided in the present application includes a controller 70 and a plurality of sensors, and the controller 70 is respectively connected to the valve 60 and each sensor in communication, and the controller 70 is used to receive detection signals of the plurality of sensors to control the valve 60 to communicate with the second opening 62 of the second internal flow channel 32.

[0132] In one embodiment, the controller 70 is a motor controller of the motor 101. It can be understood that the controller 70 for controlling the second opening 62 of the valve 60 and the motor controller of the motor 101 are fixed on the same circuit board. It can also be understood that the motor controller for controlling the motor 101 is also used to control the second opening 62 of the valve 60. Because the motor controller is usually integrated with the motor 101 in the same housing, integrating the controller 70 for controlling the valve 60 into the motor controller can reduce the overall volume of the powertrain 100 and form a reliable protection effect for the controller 70 of the valve 60.

[0133] In one embodiment, the motor coolant circuit 10 is also used to dissipate heat from the motor controller. The motor controller generates heat in the process of driving the motor, and using the first coolant to dissipate heat from the motor controller can ensure reliable operation of the motor. In one embodiment, the radiator of the motor controller is connected between the first radiator 11 and the first internal flow channel 31, and the first coolant is heated in turn by using the waste heat of the motor controller and the engine, which can save energy consumption of the extended-range powertrain 100 of the present application.

[0134] In one embodiment, the controller 70 may be a vehicle controller of the electric vehicle 200. That is, the controller 70 for controlling the second opening 62 of the valve 60 and the vehicle controller of the electric vehicle 200 are fixed on the same circuit board. Or the vehicle controller for controlling the electric vehicle 200 is also used to control the second opening 62 of the valve 60. In some embodiments, the vehicle controller is also used to control the start and stop of the engine 102 and the generator 103.

[0135] In one embodiment, the vehicle controller, the motor controller, and the motor 101 are integrated into the same housing, which can further save the internal space of the electric vehicle 200 and provide reliable protection for the vehicle controller.

[0136] See also Fig.11 FIG. 1 is a schematic diagram of a liquid cooling system 105 in an extended-range powertrain 100 provided in accordance with an embodiment of the present application.

[0137] In the extended-range powertrain 100 provided in the present application, multiple sensors are used to directly or indirectly detect the temperatures of different components, and the controller 70 is used to receive detection signals from each sensor to control the second opening 62 of the valve 60 and adjust the heat exchange between the second coolant in the engine coolant circuit 20 and the first coolant in the motor coolant circuit 10.

[0138] In one embodiment, the plurality of sensors include a first sensor 81, and the first sensor 81 is used to detect the temperature of the second coolant flowing out of the engine 102. The controller 70 is used to receive a detection signal from the first sensor 81, and open the second opening 62 of the valve 60 in response to the detection signal of the first sensor 81 being higher than a first preset temperature value.

[0139] In one embodiment, the plurality of sensors include a second sensor 82, and the second sensor 82 is used to detect the temperature of lubricating oil in the motor 101. The controller 70 is used to receive the detection signal of the second sensor 82, and adjust the opening of the second opening 62 to 100% in response to the detection signal of the second sensor 82 being lower than the second preset temperature value, and the controller 70 further adjusts the opening of the second opening 62 to less than 100% in response to the detection signal of the second sensor 82 being higher than the third preset temperature value.

[0140] In one embodiment, the plurality of sensors include a fourth sensor 84, and the fourth sensor 84 is used to detect the temperature of the motor 101. The controller 70 is used to respond to the detection signal of the fourth sensor 84, and to close the second opening 62 of the valve 60 in response to the detection signal of the fourth temperature sensor being higher than a fourth preset temperature value.

[0141] In one embodiment, the plurality of sensors include a fifth sensor 85, and the fifth sensor 85 is used to detect the temperature of the coolant in the first internal flow channel 31. The controller 70 is used to receive the detection signal of the fourth sensor 84, and close the second opening 62 of the valve 60 in response to the detection signal of the fifth temperature sensor being higher than a fifth preset temperature value.

[0142] Of course, the above-mentioned embodiments can be applied individually or in combination. The above is the preferred embodiment of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications are also regarded as the scope of protection of the present application.

Claims

1. An extended-range powertrain, characterized in that: The powertrain includes an electric motor, an engine and a liquid cooling system, wherein the liquid cooling system includes an electric motor coolant circuit, an engine coolant circuit and a heat exchange plate, wherein the electric motor coolant circuit is used to exchange heat with lubricating oil inside the electric motor through a heat exchanger, and the engine coolant circuit is used to transport coolant to the engine, and the heat exchange plate includes two independent internal flow channels, wherein: One of the internal flow channels of the one heat exchange plate is used to receive the coolant flowing out of the radiator of the one motor coolant circuit and to deliver the coolant to the one heat exchanger; The other internal flow channel of the heat exchange plate is used to receive the coolant flowing out of the engine through a valve and to transport the coolant to the radiator of the engine coolant circuit.

2. The powertrain according to claim 1, characterized in that: The one engine coolant circuit includes a parallel flow passage, and the one parallel flow passage is used to be connected in parallel with the other internal flow passage.

3. The powertrain according to claim 2, characterized in that: The cross-sectional area of ​​the one parallel flow channel is greater than the cross-sectional area of ​​the other internal flow channel.

4. The powertrain according to claim 2 or 3, characterized in that: The valve comprises a first opening, a second opening and a third opening, wherein the first opening is used to connect to a coolant outlet of the engine, and the second opening and the third opening are used to connect to the other internal flow passage and the parallel flow passage respectively.

5. The powertrain according to claim 2 or 3, characterized in that: The one valve and the other internal flow channel are used to be connected in parallel with the one parallel flow channel.

6. The power assembly according to any one of claims 1 to 5, characterized in that: The one valve is used to open or close the opening communicating with the other internal flow passage based on the temperature of the coolant flowing out of the one engine.

7. The power assembly according to any one of claims 1 to 6, characterized in that: The one valve is used to adjust the opening degree of the opening communicating with the other internal flow passage based on the change in the temperature of lubricating oil in the one motor.

8. The powertrain according to claim 7, characterized in that: The one valve is used to reduce the opening degree of the opening communicating with the other internal flow passage based on the increase in temperature of lubricating oil in the one motor.

9. The power assembly according to any one of claims 1 to 8, characterized in that: The one valve is used to close the opening communicating with the other internal flow passage based on the temperature of the motor or the temperature of the coolant in the one internal flow passage.

10. The power assembly according to any one of claims 1 to 9, characterized in that: The powertrain includes a controller and a plurality of sensors, wherein the controller is used to receive detection signals from the plurality of sensors to control an opening of the valve in communication with the other internal flow channel.

11. The power assembly according to any one of claims 1 to 10, characterized in that: The one coolant system comprises an electric motor lubricating oil circuit, wherein the one electric motor lubricating oil circuit is used to receive the lubricating oil flowing out of the one heat exchanger and to deliver the lubricating oil to the stator of the one electric motor.

12. The powertrain according to claim 11, characterized in that: The powertrain includes a reducer, which is used to receive the drive of the electric motor and output power to the outside. The electric motor lubricating oil circuit is also used to transport lubricating oil to the gear set of the reducer.

13. The powertrain according to claim 11 or 12, characterized in that: The powertrain includes a generator, which is used to receive the drive of the engine and to supply power to a power battery or the electric motor. The electric motor lubricating oil circuit is also used to deliver lubricating oil to the generator.

14. The powertrain according to claim 13, characterized in that: The one valve is used to adjust the opening of the opening communicating with the other internal flow passage based on the change in temperature of lubricating oil in the one generator.

15. An electric vehicle, characterized in that: The electric vehicle comprises wheels, a power battery and a powertrain as described in any one of claims 1 to 14, wherein an electric motor of the powertrain is used to drive the wheels to rotate, and an engine of the powertrain is used to power the power battery or the electric motor.

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