Power assembly, dual-motor power assembly and electric vehicle

Abstract

The invention provides a power assembly, a dual-motor power assembly and an electric vehicle. A shell of the power assembly comprises a motor groove, a speed reducer groove and an electric control groove, the motor groove accommodates a stator and a rotor of a motor, the speed reducer groove accommodates a gear set and a transmission piece of a speed reducer, and the electric control groove accommodates an electrical assembly of a controller. The electrical assembly outputs a three-phase current to the winding of the stator through the transmission member. The motor is in transmission connection with wheels through reducers. The motor groove and the electric control groove are arranged on the same side of the speed reducer groove in the axial direction of the motor. One communicating hole of the shell is used for communicating the speed reducer groove with the electric control groove, and the shell is placed into the other communicating hole to communicate the speed reducer groove with the motor groove. The transmission piece comprises two cylinder penetrating pieces and a copper bar, and one cylinder penetrating piece is used for penetrating one communicating hole and electrically connecting one end of the copper bar with the electrical assembly. And the other cylinder penetrating piece is used for penetrating through the other communicating hole and electrically connecting the other end of the copper bar and the winding of the stator. Miniaturization of a power assembly is facilitated, and the space of an electric vehicle is saved.

Description

Technical Field

[0001] The present application relates to the field of electric vehicles, and specifically to a powertrain, a dual-motor powertrain and an electric vehicle. Background Art

[0002] In the powertrain of an electric vehicle, a three-phase current transmission component is used to transmit three-phase alternating current between a motor controller and a stator winding of a drive motor. In the prior art, the motor cavity of the powertrain is usually used to accommodate the three-phase current transmission component, so the size of the motor cavity of the powertrain needs to be increased, resulting in an increase in the overall size of the powertrain, which is not conducive to the miniaturization of the powertrain. Summary of the invention

[0003] The present application provides a powertrain, a dual-motor powertrain and an electric vehicle, which can improve the space utilization rate of the powertrain and the dual-motor powertrain, reduce the overall size of the powertrain and the dual-motor powertrain, and facilitate the miniaturization of the powertrain and the dual-motor powertrain, thereby saving space in the electric vehicle.

[0004] In the first aspect, an embodiment of the present application provides a powertrain, wherein the housing of the powertrain includes a motor slot, a reducer slot and an electric control slot, wherein the motor slot is used to accommodate the stator and rotor of a drive motor, the reducer slot is used to accommodate a gear set of a reducer and a three-phase current transmission component, and the electric control slot is used to accommodate an electrical component of a motor controller. The electrical component of a motor controller is used to output a three-phase current to the stator winding of the stator of a drive motor through a three-phase current transmission component. A drive motor is used to connect a wheel through a reducer transmission. A motor slot and an electric control slot are arranged on the same side of a reducer slot along the axial direction of a drive motor. The housing of the powertrain also includes a connecting hole and another connecting hole, wherein a connecting hole is used to connect a reducer slot and an electric control slot, and another connecting hole is used to connect a reducer slot and a motor slot. A three-phase current transmission component includes two cylinder-penetrating parts and a three-phase copper bar. Among them, a cylinder-penetrating part is used to pass through a connecting hole and is used to electrically connect one end of a three-phase copper bar and an electrical component of a motor controller. Another cylinder penetration member is used for passing through another communicating hole and for electrically connecting the other end of a three-phase copper bar and the lead-out end of a stator winding of a stator of a driving motor.

[0005] In the powertrain provided in the embodiment of the present application, the reducer slot is used to accommodate a three-phase current transmission component, which passes through two connecting holes and electrical components respectively connected to the winding lead-out terminals and the motor controller, effectively utilizing the shell space between the motor slot and the reducer slot, and the shell space between the reducer slot and the electronic control slot, thereby improving the space utilization rate in the powertrain and the dual-motor powertrain, thereby reducing the axial dimension of the powertrain, and then reducing the overall dimension of the powertrain, which is conducive to the miniaturization of the powertrain and the dual-motor powertrain.

[0006] In one implementation, the length of a connecting hole is greater than the width of a connecting hole, the length direction of a connecting hole is perpendicular to the width direction of a connecting hole, and the width direction of a connecting hole is parallel to the opening direction of a connecting hole.

[0007] The three AC output terminals that output three-phase current in the electrical components of the motor controller are usually arranged in a straight line. A through-cylinder component in the three-phase current transmission component passes through a connecting hole to connect to the electrical components of the motor controller. A connecting hole is set at a large point along the length of the arrangement direction of the three AC output terminals in the motor controller, which facilitates the connection between the through-cylinder component and the three AC output terminals in the motor controller and simplifies the installation of the powertrain.

[0008] In one implementation, at least one of the cylinder penetration member or the other cylinder penetration member includes three electrical connectors, each of which is used to transmit one-phase alternating current. At least one of the connecting holes or the other connecting holes includes three separate sub-connecting holes, each of which is used to pass through an electrical connector.

[0009] Each connecting hole includes three separated sub-connecting holes. The three electrical connectors of each cylinder-penetrating member pass through the three sub-connecting holes of one of the two connecting holes, which is beneficial to the electrical isolation between the three electrical connectors of each cylinder-penetrating member, thereby improving the reliability of the powertrain.

[0010] In one implementation, the three sub-connection holes in a connection hole are arranged in a straight line. The three AC output terminals of the electrical components of the motor controller that output three-phase current are usually arranged in a straight line, and the three electrical connectors of a through-cylinder component in the three-phase current transmission component pass through the three sub-connection holes in a connection hole to connect the electrical components of the motor controller. The three sub-connection holes in a connection hole are arranged in a straight line, which facilitates the connection of the three electrical connectors of a through-cylinder component with the three AC output terminals in the motor controller, simplifying the installation of the powertrain.

[0011] In one implementation, the three sub-connection holes in the other connection hole are arranged in an arc. The three winding lead-out ends of the stator winding in the drive motor are usually arranged in an arc, and the three electrical connectors of the other through-cylinder member in the three-phase current transmission member pass through the three sub-connection holes in the other connection hole to connect the three winding lead-out ends. The three sub-connection holes in the other connection hole are arranged in an arc, which facilitates the connection of the three electrical connectors of the other through-cylinder member with the three winding lead-out ends in the drive motor, simplifying the installation of the powertrain.

[0012] In one implementation, one communicating hole and another communicating hole penetrate the housing along the axial direction of a driving motor.

[0013] One communication hole penetrates the portion of the housing that separates the reducer slot and the electric control slot along the axial direction of the driving motor in the power assembly, thereby making full use of the portion of the housing that separates the reducer slot and the electric control slot. Another communication hole penetrates the portion of the housing that separates the motor slot and the reducer slot along the axial direction of the driving motor in the power assembly, thereby reducing the weight of the portion of the housing that separates the motor slot and the reducer slot.

[0014] In one implementation, one communicating hole and another communicating hole penetrate the shell in different directions.

[0015] For example, one communication hole penetrates the portion of the housing that separates the reducer slot and the electric control slot in a direction perpendicular to the axial direction of the driving motor in the power assembly, thereby reducing the weight of the portion of the housing that separates the reducer slot and the electric control slot. Another communication hole penetrates the portion of the housing that separates the motor slot and the reducer slot in the axial direction of the driving motor in the power assembly, thereby reducing the weight of the portion of the housing that separates the motor slot and the reducer slot.

[0016] In one implementation, a reducer includes an input shaft, an intermediate shaft and an output shaft, wherein the input shaft is used to drive and connect the motor shaft of a drive motor, and the intermediate shaft is used to drive and connect the input shaft and the output shaft. The housing of the powertrain also includes two shaft holes, each of which penetrates the housing along the axial direction of a drive motor. Among them, one of the two shaft holes is used to pass through a transmission shaft, and the transmission shaft is used to drive and connect the output shaft of a reducer and a wheel, and the other of the two shaft holes is used to pass through an input shaft or a motor shaft of a drive motor, and the spacing between a through-cylinder member and one shaft hole is smaller than the spacing between one through-cylinder member and another shaft hole, and the spacing between another through-cylinder member and another shaft hole is smaller than the spacing between another through-cylinder member and one shaft hole.

[0017] Usually, the electric control slot is arranged above the transmission shaft connected to the reducer transmission, a through-cylinder is used to electrically connect the three-phase copper bar and the electrical components of the motor controller, an axial hole is used to pass through a transmission shaft connected to the output shaft of the reducer and the wheel transmission, another through-cylinder is used to electrically connect the three-phase copper bar and the lead-out end of the stator winding of the stator of the drive motor, and another axial hole is used to pass through the input shaft of the reducer or the motor shaft of the drive motor. Accordingly, one through-cylinder is close to one axial hole, and another through-cylinder is close to another axial hole, which simplifies the installation process of the three-phase current transmission component with the electrical components of the motor controller and the lead-out end of the stator winding of the stator of the drive motor.

[0018] In one implementation, the distance between a connecting hole and an axial hole is smaller than the distance between another connecting hole and an axial hole. Usually, the electric control slot is arranged above the transmission shaft connected to the reducer transmission, one connecting hole is used to connect the reducer slot and the electric control slot, one axial hole is used to pass through a transmission shaft connected to the output shaft of the reducer and the wheel transmission, and the other connecting hole is used to connect the reducer slot and the motor slot. Accordingly, one connecting hole is close to one axial hole, and the other connecting hole is close to the other axial hole, which is convenient for simplifying the manufacturing difficulty of the shell and reducing the influence of the two connecting holes on the strength of the shell.

[0019] In one implementation, the distance between the other connecting hole and the other axial hole is smaller than the outer diameter of the stator of a driving motor, so that the three-phase current transmission component can pass through the other connecting hole along the axial direction of the driving motor to connect to the winding lead-out terminal, and avoid the three-phase current transmission component from contacting the inner wall of the motor slot after passing through the other connecting hole, thereby improving the reliability of the power assembly.

[0020] In one implementation, the powertrain further includes a motor end cover, an electric control cover plate and a reducer end cover. Among them, a motor end cover is used to enclose a motor slot, a reducer end cover is used to enclose a reducer slot, and an electric control cover plate is used to enclose an electric control slot. The direction of the notch of a motor slot is opposite to the direction of the notch of a reducer slot along the axial direction of a drive motor, and the direction of the notch of an electric control slot is perpendicular to the direction of the notch of a motor slot and the direction of the notch of a reducer slot. In this way, the space of the housing of the powertrain can be fully utilized.

[0021] In one implementation, the lead-out end of the stator winding of the stator of a driving motor protrudes from the stator winding of the stator of a driving motor, and the protruding direction of the lead-out end of the stator winding of the stator of a driving motor is toward a reducer end cover. Therefore, there is no need to reserve space on the side of the motor slot facing the motor end cover, thereby reducing the axial size of the power assembly.

[0022] In one implementation, a three-phase current transmission member further includes a fixing frame, wherein the fixing frame includes a wrapping section and a plurality of fixing ends, wherein the plurality of fixing ends are used to fix and connect the housing and a wrapping section, and the wrapping section is used to wrap a three-phase copper busbar. Thus, the displacement of the wrapping section is reduced, and the wrapping section is prevented from interfering with the gear set of the reducer, thereby improving the reliability of the powertrain.

[0023] In the second aspect, the embodiment of the present application provides a dual-motor powertrain, which includes two integrated housings and an intermediate housing, each integrated housing includes a motor slot and a reducer slot, an intermediate housing is arranged between the two integrated housings along the axial direction of the dual-motor powertrain, an intermediate housing is used to respectively enclose the reducer slots of the two integrated housings, each motor slot is used to accommodate a stator of a drive motor, each reducer slot is used to accommodate a three-phase current transmission component and a reducer, and the drive motor in each integrated housing is connected to the reducer. The winding lead-out end of the stator of a drive motor accommodated in the motor slot of one of the two integrated housings faces an intermediate housing along a first direction, and the winding lead-out end of the stator of a drive motor receives a three-phase current output by a motor controller through a three-phase current transmission component accommodated in the reducer slot of an integrated housing. The winding lead end of the stator of another driving motor accommodated in the motor slot of another integrated shell of the two integrated shells is directed toward an intermediate shell along a second direction, and the winding lead end of the stator of the other driving motor receives the three-phase current output by another motor controller through another three-phase current transmission element accommodated in the reducer slot of another integrated shell. The first direction is opposite to the second direction.

[0024] In the dual-motor powertrain provided in the embodiment of the present application, the middle spacer is used to enclose the reducer slots of the two integrated shells, and the two winding lead ends of the two drive motors are respectively directed toward the middle shell in opposite directions. The space between the drive motor and the reducer of the integrated shell can be used to complete the connection between the winding lead ends and the three-phase current transmission components, thereby improving the space utilization rate in the dual-motor powertrain, thereby reducing the axial size of the dual-motor powertrain, and is conducive to the miniaturization of the dual-motor powertrain.

[0025] In one implementation, each integrated housing further includes an electric control slot, the electric control slot and the reducer slot in each integrated housing are connected via a connecting hole, a connecting hole in each integrated housing penetrates the portion of the integrated housing that separates the electric control slot and the reducer slot, a penetrating direction of a connecting hole in one integrated housing is perpendicular to a penetrating direction of a connecting hole in another integrated housing, the electric control slot of one integrated housing is used to accommodate an electrical component of a motor controller, and the electric control slot of another integrated housing is used to accommodate an electrical component of another motor controller. A three-phase current transmission component passes through a connecting hole in one integrated housing to connect to an electrical component of one motor controller, and another three-phase current transmission component passes through a connecting hole in another integrated housing to connect to an electrical component of another motor controller.

[0026] In the dual-motor powertrain provided in the embodiment of the present application, the three-phase current transmission component contained in each integrated shell is connected to the electrical components of the motor controller contained in each integrated shell through another connecting hole of each integrated shell, effectively utilizing the shell space between the electronic control slot and the reducer slot, improving the space utilization rate in the powertrain and the dual-motor powertrain, thereby reducing the overall size of the dual-motor powertrain, which is conducive to the miniaturization of the dual-motor powertrain.

[0027] In one implementation, the motor slot and the reducer slot in each integrated housing are connected through another connecting hole, and the other connecting hole in each integrated housing penetrates the portion of the integrated housing that separates the motor slot and the reducer slot, and the penetration direction of the other connecting hole of one integrated housing is parallel to the penetration direction of the other connecting hole of another integrated housing. A three-phase current transmission member passes through another connecting hole of one integrated housing in a first direction away from an intermediate housing to connect to the winding lead-out end of the stator of a drive motor, and another three-phase current transmission member passes through another connecting hole of another integrated housing in a second direction away from an intermediate housing to connect to the winding lead-out end of the stator of a drive motor contained in another integrated housing, and the first direction and the second direction are parallel to the axial direction of the dual-motor powertrain.

[0028] In the dual-motor powertrain provided in the embodiment of the present application, the three-phase current transmission component contained in each integrated shell is connected to the winding lead-out terminal of the stator of the drive motor contained in each integrated shell through a connecting hole of each integrated shell, effectively utilizing the shell space between the motor slot and the reducer slot, thereby improving the space utilization rate in the dual-motor powertrain, thereby reducing the axial dimension of the dual-motor powertrain, and then reducing the overall dimension of the dual-motor powertrain, which is conducive to the miniaturization of the dual-motor powertrain.

[0029] In one implementation, the penetration direction of one communication hole in one integrated housing is parallel to the penetration direction of another communication hole, and the penetration direction of one communication hole in another integrated housing is perpendicular to the penetration direction of another communication hole in another integrated housing. The dual-motor powertrain provided by the embodiment of the present application can make full use of the portion of each integrated housing that separates the motor slot and the reducer slot, and the portion of each integrated housing that separates the reducer slot and the electric control slot, which is conducive to the miniaturization of the dual-motor powertrain.

[0030] In addition, two integrated shells are arranged on both sides of the middle shell, with the two reducer slots of the two integrated shells facing the middle shell, and the two motor slots of the two integrated shells facing away from the middle shell, and the two three-phase current transmission components in the two reducer slots of the two integrated shells facing away from the middle shell and electrically connected to the winding lead-out ends of the stator of the drive motor accommodated in the motor slots of each integrated shell, which facilitates the symmetrical arrangement of the two integrated shells and the two three-phase current transmission components of the dual-drive powertrain, thereby realizing the normalized design of the two integrated shells in the dual-motor powertrain and the two reducers, two motors, and two three-phase current transmission components accommodated in the two integrated shells, which is conducive to simplifying the installation of the dual-motor powertrain and reducing the cost of the dual-motor powertrain.

[0031] In a third aspect, an embodiment of the present application provides an electric vehicle, the electric vehicle comprising wheels, a transmission mechanism, and a powertrain as in the first aspect or the second aspect and any implementation thereof, the powertrain being used to drive the wheels through the transmission mechanism. The powertrain provided in the embodiment of the present application is miniaturized, thereby saving space in the electric vehicle, increasing the driving space of the electric vehicle, and improving the driving experience of the electric vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 A schematic diagram of an electric vehicle provided in an embodiment of the present application.

[0033] Figure 2 Another schematic diagram of an electric vehicle provided in an embodiment of the present application.

[0034] Figure 3 A schematic diagram of a powertrain provided in an embodiment of the present application.

[0035] Figure 4 A schematic diagram of a stator of a drive motor in a powertrain provided in an embodiment of the present application.

[0036] Figure 5 A schematic diagram of a reducer in a powertrain provided in an embodiment of the present application.

[0037] Figure 6 A schematic diagram of a housing of a powertrain provided in an embodiment of the present application.

[0038] Figure 7 Another schematic diagram of the integrated housing of the powertrain provided in an embodiment of the present application.

[0039] Figure 8 Another schematic diagram of the integrated housing of the powertrain provided in an embodiment of the present application.

[0040] Fig. 9 and Fig.10 Another schematic diagram of the integrated housing of the powertrain provided in an embodiment of the present application.

[0041] Fig.11 A schematic diagram of a powertrain provided in an embodiment of the present application.

[0042] Fig.12 A schematic diagram of a three-phase current transmission component in a powertrain provided in an embodiment of the present application.

[0043] Figures 13 to 17 Each of them is another schematic diagram of a three-phase current transmission component in a powertrain provided in an embodiment of the present application.

[0044] Fig.18 for Fig.17 An enlarged schematic diagram of part A of the three-phase current transmission component.

[0045] Fig.19 A schematic diagram of a cooling component in a powertrain provided in an embodiment of the present application.

[0046] Fig. 20 A schematic diagram of a reducer end cover in a powertrain provided in an embodiment of the present application.

[0047] Fig.21 A schematic diagram of a dual-motor powertrain provided in an embodiment of the present application. DETAILED DESCRIPTION

[0048] The technical solution in this application will be described below in conjunction with the accompanying drawings.

[0049] The "equal" in this application is not equal to the strict sense, but is within the tolerance range. The "parallel" is not parallel to the strict sense, but is within the tolerance range. The "perpendicular" is not perpendicular to the strict sense, but is within the tolerance range.

[0050] In the embodiments of the present application, the same reference numerals represent the same component or the same part. In the embodiments of the present application, for multiple identical parts, only one of the parts may be marked with a reference numeral in the drawings as an example. For other identical parts or components, the reference numerals are also applicable. In addition, the sizes and dimensions of the parts shown in the drawings are only exemplary.

[0051] Figure 1 A schematic diagram of an electric vehicle provided in an embodiment of the present application. The electric vehicle provided in an embodiment of the present application includes a pure electric vehicle, a hybrid electric vehicle, an extended-range electric vehicle, a plug-in hybrid electric vehicle or a new energy vehicle, etc. Among them, a pure electric vehicle is also called a pure electric vehicle / battery electric vehicle, or simply pure EV / battery EV. A hybrid electric vehicle is also called a hybrid electric vehicle, or simply HEV. An extended-range electric vehicle is also called a range extended electric vehicle, or simply REEV. A plug-in hybrid electric vehicle is also called a plug-in hybrid electric vehicle, or simply PHEV. A new energy vehicle is also called a newenergy vehicle, or simply NEV.

[0052] like Figure 1 As shown, the electric vehicle 1 includes a powertrain 10 and a power battery 20. The powertrain 10 is used to receive power from the power battery 20 and to convert electrical energy into mechanical energy to power the wheels of the electric vehicle 1.

[0053] In one embodiment, the electric vehicle 1 includes two powertrains 10, one of the two powertrains 10 is used to drive the two front wheels of the electric vehicle 1, and the other of the two powertrains 10 is used to drive the two rear wheels of the electric vehicle 1. In one embodiment, the electric vehicle 1 includes four powertrains 10, and the four powertrains 10 are used to drive the four wheels of the electric vehicle 1 respectively.

[0054] like Figure 1 As shown, the electric vehicle 1 also includes a power module 40. The power module 40 is used to receive power from an external power source 50 to charge the power battery 20. In one embodiment, the external power source 50 is an AC power grid, an AC charging pile, or a DC charging pile. The power module 40 includes at least one of a DC charger or an AC charger.

[0055] The present application also provides a powertrain. In one embodiment, the powertrain includes a drive motor, a motor controller and a reducer. The motor controller is used to control the drive motor to drive the wheels of the electric vehicle through the reducer.

[0056] like Figure 1As shown, the powertrain 10 provided in the embodiment of the present application includes a drive motor 100, a motor controller 200 and a reducer 300. The drive motor 100 is used to drive the wheels of the electric vehicle 1 through the reducer 300. The motor controller 200 is used to receive the direct current output by the power battery 20, convert the direct current output by the power battery 20 into alternating current and control the drive motor 100 to drive the wheels of the electric vehicle 1 through the reducer 300.

[0057] In one embodiment, the powertrain includes two drive motors, two motor controllers and two reducers. The two motor controllers are used to control the two drive motors respectively. The two drive motors drive the two wheels of the electric vehicle through the two reducers respectively. That is to say, the embodiment of the present application also provides a dual-motor powertrain. In one embodiment, the dual-motor powertrain is also called a dual driving force assembly.

[0058] Figure 2 Another schematic diagram of an electric vehicle provided in an embodiment of the present application. Figure 2 As shown, the electric vehicle 1 includes a dual-motor powertrain 10. In one embodiment, the dual-motor powertrain 10 is used to drive the two front wheels of the electric vehicle 1. In one embodiment, the dual-motor powertrain 10 is used to drive the two rear wheels of the electric vehicle 1.

[0059] like Figure 2 As shown, the dual-motor powertrain 10 includes two drive motors 100, two motor controllers 200 and two reducers 300. In one embodiment, each motor controller 200 is used to convert the direct current output by the power battery 20 into alternating current and control a drive motor 100, and each drive motor 100 is used to drive and connect a reducer 300.

[0060] In one embodiment, one motor controller 200 is used to control one drive motor 100 to drive the left front wheel of the electric vehicle 1 through a reducer 300, and another motor controller 200 is used to control another drive motor 100 to drive the right front wheel of the electric vehicle 1 through another reducer 300. In one embodiment, one motor controller 200 is used to control one drive motor 100 to drive the left rear wheel of the electric vehicle 1 through a reducer 300, and another motor controller 200 is used to control another drive motor 100 to drive the right rear wheel of the electric vehicle 1 through another reducer 300.

[0061] In one embodiment, the powertrain provided in the embodiment of the present application further includes a three-phase current transmission component, wherein the motor controller in the powertrain outputs three-phase alternating current to the stator winding of the drive motor through the three-phase current transmission component.

[0062] Figure 3A schematic diagram of a powertrain provided in an embodiment of the present application. Figure 3 As shown, the power assembly 10 includes a driving motor 100, a motor controller 200, a reducer 300 and a three-phase current transmission element 400. The motor controller 200 outputs three-phase AC power through the three-phase current transmission element 400 to control the driving motor 100 to drive the reducer 300.

[0063] The driving motor 100 includes a stator 110 , a rotor 120 and a motor shaft 130 . The rotor 120 is used for transmission connection with the motor shaft 130 .

[0064] The electrical components of the motor controller 200 are used to convert the direct current output by the power battery 20 into alternating current. The three-phase current transmission element 400 is used to electrically connect the stator winding 112 of the stator 110 and the electrical components. The electrical components output three-phase alternating current to the stator winding 112 of the stator 110 through the three-phase current transmission element 400, thereby driving the rotor 120 to rotate relative to the stator 110, and the rotor 120 drives the motor shaft 130 to rotate.

[0065] Figure 4 A schematic diagram of a stator of a driving motor in a powertrain provided in an embodiment of the present application. Figure 4 As shown, the stator 110 of the drive motor 100 includes a stator core 111 and a stator winding 112. The stator winding 112 includes a plurality of winding lead-out terminals 1121. The plurality of winding lead-out terminals 1121 are used to electrically connect to the three-phase current transmission component 400 and receive the three-phase alternating current transmitted by the three-phase current transmission component 400. In one embodiment, the plurality of winding lead-out terminals 1121 are winding busbars.

[0066] In one embodiment, the stator winding 112 includes three-phase windings and three winding lead-out terminals 1121. Each phase winding in the three-phase winding includes multiple sets of windings connected in parallel, and the multiple sets of windings connected in parallel in each phase winding receive one-phase alternating current through one winding lead-out terminal 1121.

[0067] In one embodiment, the lead-out ends of the stator winding 112 of the stator 110 of the drive motor 100 are distributed on the side of the stator core 111 facing the reducer 300 along the axial direction of the drive motor 100. This facilitates the layout of the three-phase current transmission member 400 and reduces the length of the three-phase current transmission member 400.

[0068] It should be noted that the axial direction of the drive motor 100 can be understood as the axial direction of the motor shaft 130 of the drive motor 100 , the axial direction of the stator core 111 of the drive motor 100 , the axial direction of the reducer 300 , and the axial direction of the power assembly 10 .

[0069] Figure 5A schematic diagram of a reducer in a powertrain provided in an embodiment of the present application. Figure 5 As shown, the reducer 300 in the power assembly 10 includes an input shaft 310, an intermediate shaft 320 and an output shaft 330. The input shaft 310 of the reducer 300 is used for transmission connection with the motor shaft 130 of the drive motor 100, and the intermediate shaft 320 is used for transmission connection with the input shaft 310 and the output shaft 330 of the reducer 300.

[0070] like Figure 5 As shown, the reducer also includes a gear set 340. The gear set 340 is used to drive the input shaft 310 and the intermediate shaft 320 of the reducer 300. In one embodiment, the gear set 340 includes two gears 341 and 342. One gear 341 is fixedly connected to the input shaft 310, and the other gear 342 is fixedly connected to the intermediate shaft 320. Among them, the gear 341 and the gear 342 are meshed, and the input shaft 310 drives the intermediate shaft 320 to rotate during the rotation of the motor shaft 130.

[0071] like Figure 5 As shown, the reducer further includes a gear set 350. The gear set 350 is used for transmission connection between the intermediate shaft 320 and the output shaft 330 of the reducer 300. In one embodiment, the gear set 350 includes two gears 351 and 352. One gear 351 is fixedly connected to the intermediate shaft 320 of the reducer 300, and the other gear 352 is fixedly connected to the output shaft 330 of the reducer 300. Among them, the gear 351 and the gear 352 are meshed, and the intermediate shaft 320 drives the output shaft 330 to rotate when the input shaft 310 rotates.

[0072] like Figure 5 As shown, the reducer 300 of the power assembly 10 further includes a plurality of pairs of bearings 360. Each pair of bearings 360 is used for transmission connection with the input shaft 310, the intermediate shaft 320 or the output shaft 330 of the reducer 300. In one embodiment, the inner ring of each bearing 360 is used for fixed connection with the input shaft 310, the intermediate shaft 320 or the output shaft 330.

[0073] Figure 6 A schematic diagram of a housing of a powertrain provided in an embodiment of the present application. Figure 6 As shown, the housing of the powertrain 10 includes an integrated housing 500. The integrated housing 500 includes a motor slot G1, a reducer slot G2, and an electric control slot G3. The motor slot G1 is used to accommodate the stator 110 and the rotor 120 of the drive motor 100, the reducer slot G2 is used to accommodate the gear sets 340 and 350 of the reducer 300, and the electric control slot G3 is used to accommodate the electrical components of the motor controller 200. Along the axial direction of the drive motor 100 in the powertrain 10, the motor slot G1 and the electric control slot G3 are arranged on the same side of the reducer slot G2.

[0074] like Figure 6 As shown, the power assembly 10 further includes a motor end cover 510, a reducer end cover 520 and an electric control cover plate 530. The motor end cover 510 is used to enclose the motor slot G1 to form a motor accommodating chamber. The reducer end cover 520 is used to enclose the reducer slot G2 to form a reducer accommodating chamber. The electric control cover plate 530 is used to enclose the electric control slot G3 to form an electric control accommodating chamber.

[0075] In one embodiment, the orientation of the slot of the motor slot G1 is opposite to the orientation of the slot of the reducer slot G2 along the axial direction of the drive motor 100, and the orientation of the slot of the electric control slot G3 is perpendicular to the orientation of the slot of the motor slot G1 and the orientation of the slot of the reducer slot G2. Thus, the space of the housing of the power assembly 10 can be fully utilized.

[0076] refer to Figure 4 As shown, the winding lead-out terminal 1121 in the stator 110 of the driving motor 100 protrudes relative to the stator winding 112, so as to facilitate the connection between the winding lead-out terminal 1121 and the three-phase current transmission member 400. Figure 6 As shown, in the prior art, the protruding direction of the winding lead-out terminal 1121 is usually toward the motor end cover 510, and the motor end cover 510 is enclosed with the integrated housing 500 after the three-phase current transmission component 400 and the winding lead-out terminal 1121 are connected. Therefore, in order to facilitate the connection between the three-phase current transmission component 400 and the winding lead-out terminal 1121, the motor slot G1 of the integrated housing 500 usually needs to reserve space, resulting in an increase in the axial dimension of the power assembly 10, which is not conducive to the miniaturization of the power assembly.

[0077] Figure 7 Another schematic diagram of an integrated housing of a powertrain provided in an embodiment of the present application. In one embodiment, the integrated housing 500A includes two shaft holes H1 and H2.

[0078] like Figure 7 As shown, the integrated housing 500A of the powertrain includes two shaft holes H1 and H2, each of which penetrates the integrated housing 500 along the axial direction of the drive motor 100. Among them, one shaft hole H1 is used to pass through the output shaft 330 of the reducer 300. The other shaft hole H2 is used to pass through the input shaft 310 of the reducer 300 or the motor shaft 130 of the drive motor 100. In one embodiment, the shaft hole H1 is also used to fix the outer ring of a bearing 360 corresponding to the output shaft 330 of the reducer 300. The shaft hole H2 is also used to fix the outer ring of a bearing 360 corresponding to the input shaft 310 of the reducer 300.

[0079] In one embodiment, the integrated housing 500 of the power assembly 10 further includes a bearing groove H3. Figure 7 As shown, the bearing groove H3 is used to fix the outer ring of a bearing 360 corresponding to the intermediate shaft 320 of the reducer 300 .

[0080] In one embodiment, the integrated housing 500A includes two connecting holes T1 and T2. The three-phase current transmission element 400 is connected to the winding lead-out terminal 1121 and the electrical components of the motor controller 200 through the two connecting holes T1 and T2. Figure 7 As shown, one connecting hole T1 is used to connect the reducer slot G2 and the electric control slot G3, and the other connecting hole T2 is used to connect the reducer slot G2 and the motor slot G1.

[0081] In one embodiment, among the two connecting holes T1 and T2, the distance between one connecting hole T1 and the axial hole H1 is smaller than the distance between the other connecting hole T2 and the axial hole H1, and the distance between one connecting hole T1 and the axial hole H2 is larger than the distance between the other connecting hole T2 and the axial hole H2.

[0082] like Figure 7 As shown, the electric control slot G3 is arranged above the transmission shaft connected to the reducer 300, the connecting hole T1 is used to connect the reducer slot G2 and the electric control slot G3, the shaft hole H2 is used to connect the motor slot G1 and the reducer slot G2 arranged along the axial direction of the drive motor 100, and the connecting hole T2 is used to connect the reducer slot G2 and the motor slot G1. Accordingly, the connecting hole T1 is close to the shaft hole H1, and the connecting hole T2 is close to the shaft hole H2, which is convenient for simplifying the manufacturing difficulty of the integrated housing 500A and reducing the influence of the connecting holes T1 and T2 on the strength of the integrated housing 500A.

[0083] In one embodiment, the distance between the other connecting hole T2 of the two connecting holes T1 and T2 and the other shaft hole H2 is smaller than the outer diameter of the stator core 111 in the stator 110 of the drive motor 100. Figure 7 As shown, the shaft hole H2 is used to connect the motor slot G1 and the reducer slot G2 arranged along the axial direction of the drive motor 100, and the connecting hole T2 is used to connect the reducer slot G2 and the motor slot G1. The three-phase current transmission component 400 is connected to the winding lead-out terminal 1121 through another connecting hole T2. Accordingly, the distance between the connecting hole T2 and the shaft hole H2 is smaller than the outer diameter of the stator core 111, which facilitates the three-phase current transmission component 400 to pass through the connecting hole T2 along the axial direction of the drive motor 100 to connect the winding lead-out terminal 1121, and avoids the three-phase current transmission component 400 from contacting the inner wall of the motor slot G1 after passing through the connecting hole T2, thereby improving the reliability of the power assembly 10.

[0084] Figure 8 Another schematic diagram of an integrated housing of a powertrain provided in an embodiment of the present application. In one embodiment, one of the two connecting holes T1 and T2 passes through the integrated housing 500A in the same direction as the other connecting hole T2.

[0085] Combination Figure 7 and Figure 8As shown, the connecting hole T1 and the connecting hole T2 penetrate the integrated housing 500A along the axial direction of the drive motor 100 in the power assembly 10. Among them, the connecting hole T1 penetrates the portion of the integrated housing 500A that separates the reducer slot G2 and the electric control slot G3 along the axial direction of the drive motor 100 in the power assembly 10, thereby connecting the reducer slot G2 and the electric control slot G3. The connecting hole T2 penetrates the portion of the integrated housing 500A that separates the motor slot G1 and the reducer slot G2 along the axial direction of the drive motor 100 in the power assembly 10, thereby connecting the motor slot G1 and the reducer slot G2.

[0086] Combination Figure 7 and Figure 8 As shown, the electric control slot G3 is arranged above the transmission shaft to which the reducer 300 is connected, and the electric control slot G3 is recessed toward the transmission shaft. Accordingly, the connecting hole T1 penetrates the portion of the integrated housing 500A separating the reducer slot G2 and the electric control slot G3 along the axial direction of the drive motor 100, so that the portion of the integrated housing 500A separating the reducer slot G2 and the electric control slot G3 can be fully utilized. The motor slot G1 and the reducer slot G2 are arranged along the axial direction of the drive motor 100, and the connecting hole T2 penetrates the portion of the integrated housing 500A separating the motor slot G1 and the reducer slot G2 along the axial direction of the drive motor 100 in the power assembly 10, which can reduce the weight of the portion of the integrated housing 500A separating the motor slot G1 and the reducer slot G2.

[0087] Fig. 9 and Fig.10 Another schematic diagram of the integrated housing of the powertrain provided in the embodiments of the present application is shown in Figure 5. In one embodiment, one of the two connecting holes T1 and T2 passes through the integrated housing 500B of the powertrain in different directions. Fig. 9 and Fig.10 As shown, the connecting hole T1 and the connecting hole T2 penetrate the integrated housing 500B in different directions. Among them, the connecting hole T1 penetrates the portion of the integrated housing 500B that separates the reducer slot G2 and the electric control slot G3 in a direction perpendicular to the axial direction of the drive motor 100 in the power assembly 10, thereby connecting the reducer slot G2 and the electric control slot G3, reducing the weight of the portion of the integrated housing 500A that separates the reducer slot G2 and the electric control slot G3. The connecting hole T2 penetrates the portion of the integrated housing 500B that separates the motor slot G1 and the reducer slot G2 in the axial direction of the drive motor 100 in the power assembly 10, thereby connecting the motor slot G1 and the reducer slot G2, reducing the weight of the portion of the integrated housing 500A that separates the motor slot G1 and the reducer slot G2.

[0088] Fig.11 A schematic diagram of a powertrain provided in an embodiment of the present application. Fig.11As shown, in the power assembly 10 provided in the embodiment of the present application, the reducer slot G2 is used to accommodate the three-phase current transmission component 400, and the three-phase current transmission component 400 passes through two connecting holes T1 and T2 to respectively connect the electrical components and the winding lead-out terminal 1121 of the motor controller 200, thereby effectively utilizing the shell space between the motor slot G1 and the reducer slot G2, and the shell space between the reducer slot G2 and the electric control slot G3, thereby reducing the axial dimension of the power assembly 10, which is beneficial to the miniaturization of the power assembly 10 and increasing the driving space of the electric vehicle 1, thereby improving the driving experience of the electric vehicle 1.

[0089] like Fig.11 As shown, the protruding direction of the winding lead-out terminal 1121 in the stator 110 of the driving motor 100 is toward the reducer end cover 520. Not only is it convenient to connect the three-phase current transmission member 400 and the winding lead-out terminal 1121, but it is also unnecessary to reserve space on the side of the motor slot G1 toward the motor end cover 510, thereby reducing the axial dimension of the power assembly 10. Fig.12 A schematic diagram of a three-phase current transmission component in a powertrain provided in an embodiment of the present application. Fig.12 As shown, the three-phase current transmission member 400A includes a three-phase copper bar 430 and two through-cylinder members 410 and 420. The two ends of the three-phase copper bar 430 are respectively used to electrically connect the two through-cylinder members 410 and 420. One through-cylinder member 410 of the two through-cylinder members 410 and 420 is used to pass through one of the two connecting holes T1, and the other through-cylinder member 420 of the two through-cylinder members 410 and 420 is used to pass through the other of the two connecting holes T2.

[0090] In one embodiment, the distance between one of the two cylinder members 410 and 420 and the shaft hole H1 is smaller than the distance between one of the cylinder members 410 and the shaft hole H2, and the distance between the other of the two cylinder members 410 and 420 and the shaft hole H2 is smaller than the distance between the cylinder member 420 and the shaft hole H1.

[0091] like Figure 7 As shown, the electric control slot G3 is arranged above the transmission shaft that is transmission-connected to the reducer 300, the through-cylinder member 410 is used to electrically connect the three-phase copper bar 430 and the electrical components of the motor controller 200, the shaft hole H1 is used to pass through a transmission shaft that is transmission-connected to the output shaft of the reducer 300 and the wheel, the through-cylinder member 420 is used to electrically connect the three-phase copper bar 430 and the lead-out end 1121 of the stator winding 112 of the stator 110 of the drive motor 100, and the shaft hole H2 is used to pass through the input shaft of the reducer 300 or the motor shaft of the drive motor 100. Accordingly, the through-cylinder member 410 is close to the shaft hole H1, and the through-cylinder member 420 is close to the shaft hole H2, which simplifies the installation process of the three-phase current transmission member with the electrical components of the motor controller 200 and the lead-out end 1121 of the stator winding 112 of the stator 110 of the drive motor 100, respectively.

[0092] In one embodiment, at least one of the two cylinder-piercing members 410 or 420 includes three electrical connectors 411-413 or 421-423, and each electrical connector 411-413 or 421-423 is used to transmit one-phase alternating current. Fig.12 As shown, the cylinder member 410 includes three electrical connectors 411-413, and the three electrical connectors 411-413 in the cylinder member 410 are respectively used to transmit one phase of the three-phase alternating current. The cylinder member 420 includes three electrical connectors 421-423, and the three electrical connectors 421-423 in the cylinder member 420 are respectively used to transmit one phase of the three-phase alternating current.

[0093] In one embodiment, at least one of the two connecting holes T1 or T2 includes three separate sub-connecting holes, and the three separate sub-connecting holes are arranged in a straight line or an arc. In the power assembly 10 provided in the embodiment of the present application, the three electrical connectors 411-413 or 421-423 of the three-phase current transmission member 400 pass through the three sub-connecting holes of the two connecting holes T1 and T2, respectively, which is conducive to electrical isolation between the three electrical connectors 411-413 or 421-423, thereby improving the reliability of the power assembly 10.

[0094] like Figures 7 to 10 As shown, the three sub-connecting holes T11-T13 in the connecting hole T1 are arranged in a straight line. The three AC output terminals that output three-phase current in the electrical components of the motor controller 200 are usually arranged in a straight line. The three electrical connectors 411-413 of the through-cylinder member 410 in the three-phase current transmission member 400 pass through the three sub-connecting holes T11-T13 in the connecting hole T1 to connect the electrical components of the motor controller 200. The three sub-connecting holes T11-T13 in the connecting hole T1 are arranged in a straight line, which facilitates the connection between the three electrical connectors 411-413 of the through-cylinder member 410 and the three AC output terminals in the motor controller 200, simplifying the installation of the power assembly 10.

[0095] In one embodiment, the three sub-connecting holes in the connecting hole T2 are arranged in an arc. The three winding lead-out ends 1121 of the stator winding 112 in the drive motor 100 are usually arranged in an arc, and the three electrical connectors 421-423 of the cylinder member 420 in the three-phase current transmission member 400 pass through the three sub-connecting holes in the connecting hole T2 to connect the three winding lead-out ends 1121. The three sub-connecting holes in the connecting hole T2 are arranged in an arc, which facilitates the connection between the three electrical connectors 421-423 of the cylinder member 420 and the three winding lead-out ends 1121 in the drive motor 100, simplifying the installation of the power assembly 10.

[0096] In one embodiment, the length of the connecting hole T1 is greater than the width of the connecting hole T1, the length direction of the connecting hole T1 is perpendicular to the width direction of the connecting hole T1, and the width direction of the connecting hole T1 is parallel to the opening direction of the connecting hole T1. Figure 7 As shown, the length direction of the communicating hole T1 is parallel to the arrangement direction of the three sub-communication holes T11 - T13 in the communicating hole T1 .

[0097] The three AC output terminals that output three-phase current in the electrical components of the motor controller 200 are usually arranged in a straight line. The through-cylinder component 410 in the three-phase current transmission component 400 passes through the connecting hole T1 to connect to the electrical components of the motor controller 200. The length of the connecting hole T1 is set to be larger along the arrangement direction of the three AC output terminals in the motor controller 200, which facilitates the connection between the through-cylinder component 410 and the three AC output terminals in the motor controller 200 and simplifies the installation of the powertrain 10.

[0098] In one embodiment, the three-phase copper busbar 430 is distributed in the interval between the two shaft holes H1 and H2 and the electric control slot G3. The housing space between the shafts of the reducer 300 in the reducer slot G2 and the electric control slot G3 is effectively utilized, so that the arrangement of the various components of the power assembly 10 is compact, and the space utilization rate of the power assembly 10 is improved.

[0099] In one embodiment, the three-phase copper bar 430 includes three copper bars 431-433, and the three copper bars 431-433 in the three-phase copper bar 430 are respectively used to transmit one phase of the three-phase alternating current. Fig.12 As shown, the two ends of copper busbar 431 are used to electrically connect electrical connector 411 and electrical connector 421. The two ends of copper busbar 432 are used to electrically connect electrical connector 412 and electrical connector 422. The two ends of copper busbar 433 are used to electrically connect electrical connector 413 and electrical connector 423.

[0100] In one embodiment, in the three-phase current transmission member 400A, each electrical connector 421-423 in the cylinder member 420 includes a fixing hole 440, and each copper bar 431-433 in the three-phase copper bar 430 includes another fixing hole 450. Fig.12 As shown, the fixing hole 440 of each electrical connector 421 - 423 matches with the fixing hole 450 of each copper busbar 431 - 433 , and the fixing member passes through the fixing hole 440 and the fixing hole 450 to fix the electrical connector 421 - 423 and the copper busbar 431 - 433 .

[0101] In one embodiment, in the three-phase current transmission member 400A, each electrical connector 421-423 and each copper busbar 431-433 in the cylinder member 410 adopts an integrated structure. Fig.12 As shown, one end of each copper busbar 431 - 433 is bent to form each electrical connector 421 - 423 .

[0102] In one embodiment, in the three-phase current transmission member 400A, each electrical connector 411-413 and each copper busbar 431-433 in the cylinder member 410 are of an integrated structure. Fig.12 As shown, one end of each copper busbar 431 - 433 is bent to form each electrical connector 411 - 413 .

[0103] Fig.13 Another schematic diagram of a three-phase current transmission component in a powertrain provided in an embodiment of the present application. Fig.13 As shown, the through-cylinder member 410 in the three-phase current transmission member 400A is used to pass through the connecting hole T1 and to electrically connect one end of the three-phase copper bar 430 and the electrical components of the motor controller 200. The through-cylinder member 420 in the three-phase current transmission member 400A is used to pass through the connecting hole T2 and to electrically connect the other end of the three-phase copper bar 430 and the lead-out end 1121 of the stator winding 112.

[0104] In one embodiment, the direction of the through-cylinder member 410 and the direction of the through-cylinder member 420 in the three-phase current transmission member 400A are parallel. Fig.13 As shown, the direction of the through-cylinder member 410 is along the axial direction of the drive motor 100, and the angle between the through-cylinder member 410 and the three-phase copper bar 430 is approximately equal to 90 degrees. The direction of the through-cylinder member 420 is along the axial direction of the drive motor 100, and the angle between the through-cylinder member 420 and the three-phase copper bar 430 is approximately equal to 90 degrees.

[0105] Fig.14 Another schematic diagram of a three-phase current transmission component in a powertrain provided in an embodiment of the present application. In one embodiment, in a three-phase current transmission component 400B, each electrical connector 411-413 in the cylinder member 410 includes a fixing hole 414, and each copper bar 431-433 in the three-phase copper bar 430 includes another fixing hole 434. The fixing hole 414 of each electrical connector 411-413 and the fixing hole 434 of each copper bar 431-433 match each other, and the connector passes through the fixing hole 414 and the fixing hole 434 to fix the electrical connector 411-413 and the copper bar 431-433.

[0106] Accordingly, during the assembly process of the powertrain 10, the connection between the through-cylinder component 410 and the lead-out end 1121 of the stator winding 112 is completed first. After the stator 110 is assembled in the motor slot G1, the through-cylinder component 410 extends into the reducer slot G2 through the connecting hole T2, and then the connection between each electrical connector 411-413 in the through-cylinder component 410 and each copper busbar 431-433 in the three-phase copper busbar 430 is completed, thereby simplifying the assembly difficulty of the powertrain 10.

[0107] Fig.15Another schematic diagram of a three-phase current transmission member in a powertrain according to an embodiment of the present application. In one embodiment, the direction of the through-cylinder member 410 in the three-phase current transmission member 400B is perpendicular to the direction of the through-cylinder member 420. Fig.15 As shown, the direction of the through-cylinder member 410 is perpendicular to the axial direction of the drive motor 100, and the angle between the through-cylinder member 410 and the three-phase copper bar 430 is approximately equal to 90 degrees. The direction of the through-cylinder member 420 in the three-phase current transmission member 400B is along the axial direction of the drive motor 100, and the angle between the through-cylinder member 420 and the three-phase copper bar 430 is approximately equal to 90 degrees.

[0108] In one embodiment, the three-phase current transmission component 400A or 400B further includes a fixing frame 460. The fixing frame 460 is used to fix and space the three-phase copper busbars 430 in the three-phase current transmission component 400. In one embodiment, the fixing frame 460 is a plastic part.

[0109] Fig.16 and Fig.17 They are another schematic diagram of a three-phase current transmission component in a powertrain provided in an embodiment of the present application. Fig.16 and Fig.17 As shown, the fixing frame 460 includes a wrapping section 461. The wrapping section 461 wraps the three copper bars 430 respectively, so that the three copper bars 430 are spaced apart to achieve electrical insulation, thereby preventing the intervals between the three copper bars 430 from changing during the driving process of the electric vehicle 1, thereby improving the reliability of the powertrain 10.

[0110] In one embodiment, the fixing frame 460 further includes a plurality of fixing ends 462, and the plurality of fixing ends 462 are used to fix the integrated housing 500 and the wrapping section 461. Fig.16 As shown, the fixing frame 460 of the three-phase current transmission member 400A includes three fixing ends 462. Fig.17 As shown, the fixing frame 460 of the three-phase current transmission member 400B includes two fixing ends 462. Fig.16 and Fig.17 As shown, multiple fixed ends 462 are respectively used to fix and connect different multiple parts of the wrapping segment 461. The multiple fixed ends 462 are fixedly connected to the integrated shell 500 from different parts of the wrapping segment 461, thereby reducing the displacement of the wrapping segment 461 during the driving of the electric vehicle 1, preventing the wrapping segment 461 from interfering with the gear sets 340 and 350 of the reducer 300, and thereby improving the reliability of the powertrain 10.

[0111] In one embodiment, each fixing end 462 includes a fixing hole 4621. Fig.16 and Fig.17As shown, each fixing hole 4621 is used to pass a fixing member. After each fixing member passes through the fixing hole 4621, it is fixedly connected to the integrated housing 500, so that the fixing frame 460 is fixed to the integrated housing 500, thereby reducing the displacement of the three-phase copper busbar 430 during the travel of the electric vehicle 1, improving the stability of the three-phase current transmission member 400, and ensuring the reliability of the power assembly 10.

[0112] In one embodiment, the integrated housing 500 includes a plurality of threaded holes 501. The threaded holes 501 are used to fix the fixing frame 460. Fig.13 As shown, the integrated housing 500A includes two threaded holes 501. Fig.15 As shown, the integrated housing 500B includes three threaded holes 501. After each fixing member passes through the fixing hole 4621, each fixing member is embedded in the threaded hole 501 of the integrated housing 500, and the threaded hole 501 of the integrated housing 500 engages with the external thread of the fixing member, thereby fixing and connecting the three-phase copper bus 430 and the integrated housing 500, thereby improving the reliability of the power assembly 10.

[0113] In one embodiment, each fixing hole 4621 includes an internal thread. When each fixing member passes through the fixing hole 4621, the internal thread of each fixing hole 4621 engages with the external thread of the fixing member, thereby improving the stability of the fixing frame 460 and further improving the reliability of the power assembly 10.

[0114] In one embodiment, the wrapping section 461 includes two surfaces 4611 and 4612 that are fixedly connected, one of the two surfaces 4611 and 4612, 4611 includes a plurality of grooves 46111, and the three-phase copper bar 430 is exposed on the other surface 4612 of the two surfaces 4611 and 4612 of the wrapping section 461. Each groove 46111 is used to connect the other surface 4612 of the two surfaces 4611 and 4612 and to guide the collected lubricating oil to the three-phase copper bar 430. Thus, the lubricating oil flows along each groove 46111 to the three-phase copper bar 430 to cool the three-phase copper bar 430, thereby improving the performance of the powertrain 10.

[0115] Fig.18 for Fig.17 An enlarged schematic diagram of part A of the three-phase current transmission component. Fig.18 As shown, the surface 4611 of the wrapping segment 461 includes three grooves 46111, and the three grooves 46111 are used to guide the collected lubricating oil to one of the copper bars 431-433 of the three-phase copper bar 430 respectively.

[0116] In one embodiment, the wrapping section 461 includes a plurality of through holes, each of which is connected to the cavity of each copper bar 431 - 432 wrapped by the wrapping section 461. Thus, the lubricating oil flows along each through hole to the three-phase copper bar 430 to cool the three-phase copper bar 430, thereby improving the performance of the powertrain 10.

[0117] In one embodiment, the wrapping section 461 has one or more oil collecting ribs 4613. Fig.18 As shown, the wrapping section 461 has an oil collecting rib 4613. One end of each oil collecting rib 4613 is used to be fixedly connected to the surface 4611 of the wrapping section 461, and the other end of each oil collecting rib 4613 protrudes from the surface 4611 of the wrapping section 461. Each oil collecting rib 4613 is used to collect lubricating oil. This increases the amount of lubricating oil on the wrapping section 461 and improves the cooling effect of the three-phase copper busbar 413.

[0118] In one embodiment, the plurality of grooves 46111 of the wrapping section 461 are distributed on the same side of an oil collecting rib 4613. Fig.18 As shown, the three grooves 46111 of the wrapping section 461 are distributed on the same side of an oil collecting rib 4613. Thus, the lubricating oil collected by the oil collecting rib 4613 is directly introduced into each groove 46111 of the three grooves 46111, increasing the amount of lubricating oil collected by each groove 46111.

[0119] In one embodiment, the radius of the gear 352 on the output shaft 330 of the reducer 300 is greater than or equal to the distance between the three-phase copper bar 430 and the center of the gear 352. Therefore, when the gear 352 on the output shaft 330 of the reducer 300 rotates, the lubricating oil on the gear 352 is thrown onto the three-phase copper bar 430, thereby cooling the three-phase copper bar 430, thereby improving the performance of the power assembly 10.

[0120] In one embodiment, the integrated housing 500 includes a liquid outlet 502, and the liquid outlet 502 is used to output the coolant to cool the three-phase current transmission element 400 and lubricate the gear sets 350 and 360 of the reducer 300. Figure 7 and Fig.13 As shown, the integrated housing 500A includes a liquid outlet 502, and the liquid outlet 502 is arranged between the connecting hole T1 and the connecting hole T2. After the coolant output from the liquid outlet 502 flows through at least one of the through-cylinder member 410, the through-cylinder member 420 or the three-phase copper busbar 430 of the three-phase current transmission member 400, it can also lubricate the gear sets 350 and 360 of the reducer 300, thereby improving the performance of the powertrain 10.

[0121] In one embodiment, the three-phase current transmission member 400A or 400B further includes a cooling member 470. The cooling member 470 is used to wrap and immerse at least one of the through-cylinder member 410, the through-cylinder member 420 or the three-phase copper busbar 430 for cooling. The cooling member 470 includes a liquid inlet hole 471, an internal flow channel 472 and a plurality of liquid outlet holes 473. The liquid inlet hole 471 of the cooling member 470 is used to receive the coolant output from the liquid outlet 502 of the integrated housing 500. The internal flow channel 472 is used to connect the liquid inlet hole 471 and the plurality of liquid outlet holes 473. After the coolant in the internal flow channel 472 is immersed in cooling at least one of the through-cylinder member 410, the through-cylinder member 420 or the three-phase copper busbar 430, it is discharged through the plurality of liquid outlet holes 473. The coolant discharged from the plurality of liquid outlet holes 473 further lubricates the gear sets 350 and 360 of the reducer 300, thereby improving the performance of the powertrain 10.

[0122] like Fig.17 As shown, the cooling member 470 is used to wrap and immerse the through-cylinder member 410. The cooling member 470 includes three liquid outlets 473. The cooling liquid in the internal flow channel 472 of the cooling member 470 immerses and cools the three electrical connectors 411-413 and then flows out through the three liquid outlets 473.

[0123] Fig.19 Another schematic diagram of a three-phase current transmission component in a powertrain provided in an embodiment of the present application. Fig.19 As shown, the side 474 of the cooling member 470 facing the connecting hole T1 includes a protrusion 4741, and the protrusion 4741 includes a liquid inlet 471. The protrusion 4741 is used to be embedded in the liquid outlet 502 of the integrated housing 500, so that the liquid inlet 471 can receive the coolant output from the liquid outlet 502, simplifying the installation of the power assembly 10.

[0124] like Fig.19 As shown, the cooling member 470 also includes three mounting holes 475, 476 and 478. The three mounting holes 475, 476 and 478 are arranged at intervals, and the interval between two mounting holes 475, 476 among the three mounting holes 475, 476 and 478 is greater than the dimension of the connecting hole T1 along the arrangement direction of the two mounting holes 475, 476. The three mounting holes 475, 476 and 478 are used to fix the cooling member 470 and the integrated housing 500. After the cooling member 470 is fixed to the integrated housing 500 through the three mounting holes 475, 476 and 478, the cooling member 470 is also used to enclose the connecting hole T1, thereby preventing impurities generated by the wear of the reducer 300 from entering the connecting hole T1, thereby improving the stability of the three-phase current transmission member 400 and ensuring the reliability of the power assembly 10.

[0125] Fig. 20 A schematic diagram of a reducer end cover provided in an embodiment of the present application. Fig. 20As shown, the reducer end cover 520 of the power assembly 10 includes three bearing grooves H4-H6, and the notch of each of the three bearing grooves H4-H6 faces the housing 500 of the power assembly 10. One bearing groove H4 of the three bearing grooves H4-H6 is used to fix the outer ring of another bearing 360 corresponding to the input shaft 310 of the reducer 300, another bearing groove H5 of the three bearing grooves H4-H6 is used to fix the outer ring of another bearing 360 corresponding to the intermediate shaft 320 of the reducer 300, and another bearing groove H6 of the three bearing grooves H4-H6 is used to fix the outer ring of another bearing 360 corresponding to the output shaft 330 of the reducer 300.

[0126] In one embodiment, Fig. 20 As shown, the reducer end cover 520 of the power assembly 10 further includes an oil outlet hole 521, and the oil outlet hole 521 is used to connect the internal oil passage of the housing 500 and an oil spray nozzle. One oil outlet of the oil spray nozzle faces the three-phase current transmission component 400. Thus, the oil spray nozzle sprays lubricating oil toward the three-phase current transmission component 400 to cool the three-phase current transmission component 400, thereby improving the performance of the power assembly 10.

[0127] In one embodiment, the oil spray nozzles are distributed on the side of the three-phase current transmission member 400 away from the two axial holes H1-H2 of the housing 500. That is, the oil spray nozzles are located above the three-phase current transmission member 400. Thus, the three-phase current transmission member 400 can collect the lubricating oil sprayed by the oil spray nozzles, increase the amount of lubricating oil on the three-phase current transmission member 400, and improve the cooling effect of the three-phase current transmission member 400.

[0128] In one embodiment, the oil spray nozzle includes a plurality of oil outlets facing in different directions, so that the lubricating oil sprayed by the oil spray nozzle can also lubricate and cool the gear sets 340 - 350 and the plurality of bearing pairs 360 of the reducer 300 , thereby improving the performance of the powertrain 10 . Fig.21 A schematic diagram of a dual-motor powertrain provided in an embodiment of the present application.

[0129] In one embodiment, the dual-motor powertrain 10 includes two integrated housings 500A and 500B and an intermediate housing 540. The structure of the integrated housing 500A is similar to that of the intermediate housing 540. Figure 7 and Figure 8 The structure of the integrated housing 500A is shown. Fig. 9 and Fig.10 The integrated housing 500B is shown.

[0130] refer to Figures 7 to 10As shown, in the dual-motor powertrain 10, the two integrated housings 500A and 500B respectively include a motor slot G1, a reducer slot G2, and an electric control slot G3. The dual-motor powertrain 10 also includes two motor end covers 510. The two motor end covers 510 are respectively used to enclose the motor slots G1 of the two integrated housings 500A and 500B to form two motor cavities. The two motor cavities are respectively used to accommodate the two drive motors 100 of the dual-motor powertrain 10.

[0131] For ease of explanation, the drive motor 100 accommodated in the motor cavity of one integrated shell 500A of the two integrated shells 500A and 500B is the drive motor 100A, and the drive motor 100 accommodated in the motor cavity of the other integrated shell 500B of the two integrated shells 500A and 500B is the drive motor 100B.

[0132] In one embodiment, one of the two motor end covers 510 encloses the integrated housing 500A along a first direction, and the other of the two motor end covers 510 encloses the integrated housing 500A along a second direction.

[0133] like Fig.21 As shown, the intermediate housing 540 is used to enclose the reducer slots G2 of the two integrated housings 500A and 500B to form two reducer accommodating chambers. Among them, the intermediate housing 540 is used to enclose the reducer slot G2 of one integrated housing 500A of the two integrated housings 500A and 500B to form a reducer chamber, and the intermediate housing 540 is used to enclose the reducer slot G2 of the other integrated housing 500A of the two integrated housings 500A and 500B to form another reducer accommodating chamber. The two reducer accommodating chambers are respectively used to accommodate two reducers 300 of the dual-motor powertrain 10.

[0134] For ease of explanation, the reducer 300 accommodated in the reducer cavity of one integrated housing 500A of the two integrated housings 500A and 500B is the reducer 300A, and the reducer 300 accommodated in the reducer cavity of the other integrated housing 500B of the two integrated housings 500A and 500B is the reducer 300B.

[0135] The intermediate housing 540 is arranged between the two integrated housings 500A and 500B along the axial direction of the dual-motor powertrain 10. In one embodiment, the intermediate housing 540 encloses one of the two integrated housings 500A and 500B along one of the first direction or the second direction, and the intermediate housing 540 encloses the other of the two integrated housings 500A and 500B along the other of the first direction or the second direction. The first direction and the second direction are parallel to the axial direction of the dual-motor powertrain 10.

[0136] like Fig.21As shown, the dual-motor powertrain 10 further includes two electric control covers 530. The two electric control covers 530 are respectively used to enclose the electric control slots G3 of the two integrated housings 500A and 500B to form two electric control chambers. The two electric control chambers are respectively used to accommodate the electrical components of the two motor controllers 200 of the dual-motor powertrain 10.

[0137] For ease of explanation, the motor controller 200 contained in the electrical control cavity of one integrated shell 500A of the two integrated shells 500A and 500B is the motor controller 200A, and the motor controller 200 contained in the electrical control cavity of the other integrated shell 500B of the two integrated shells 500A and 500B is the motor controller 200B.

[0138] like Fig.21 As shown, in the dual-motor powertrain 10, the lead-out ends 1121 of the stator windings 111 in the stators 110 of the two drive motors 100A and 100B are oriented in opposite directions. The lead-out ends 1121 of the stator windings 111 in the stator 110 of one of the two drive motors 100A are oriented toward the intermediate housing 540 in a first direction, and the lead-out ends 1121 of the stator windings 111 in the stator 110 of the other of the two drive motors 100B are oriented toward the intermediate housing 540 in a second direction. The first direction is opposite to the second direction. The first direction and the second direction are parallel to the axial direction of the dual-motor powertrain 10.

[0139] like Fig.21 As shown, the dual-motor powertrain 10 further includes two three-phase current transmission components 400A and 400B. The reducer slot G2 of one integrated housing 500A of the two integrated housings 500A and 500B is used to accommodate one of the three-phase current transmission components 400A and 400B. The reducer slot G2 of the other integrated housing 500B of the two integrated housings 500A and 500B is used to accommodate the other of the three-phase current transmission components 400B of the two three-phase current transmission components 400A and 400B.

[0140] In one embodiment, the dual-motor powertrain 10 includes an intermediate housing 540, two integrated housings 500A and 500B. Each integrated housing 500A and 500B includes a motor slot G1 and a reducer slot G2. The intermediate housing 540 is arranged between the two integrated housings 500A and 500B along the axial direction of the dual-motor powertrain 10. The intermediate housing 540 is used to enclose the reducer slots G2 of the two integrated housings 500A and 500B respectively, each motor slot G1 is used to accommodate a stator 110 of a drive motor 100, and the reducer slot G2 is used to accommodate a three-phase current transmission component 400 and a reducer 300, and the drive motor 100 in each integrated housing 500A and 500B is transmission-connected to the reducer 300.

[0141] In one embodiment, the winding lead-out end 1121 of the stator 110 of the driving motor 100A housed in one integrated housing 500A of the two integrated housings 500A and 500B faces the intermediate housing 540 along a first direction, and the winding lead-out end 1121 of the stator 110 of the driving motor 100A receives the three-phase current output by the motor controller 200A through a three-phase current transmission member 400A housed in the reducer slot G2 of the integrated housing 500A. The winding lead-out end 1121 of the stator 110 of the other driving motor 100B housed in the other integrated housing 500B of the two integrated housings 500A and 500B faces the intermediate housing 540 along a second direction. The winding lead-out end 1121 of the stator 110 of the driving motor 100B receives the three-phase current output by the motor controller 200B through a three-phase current transmission member 400B housed in the reducer slot G2 of the integrated housing 500B.

[0142] In one embodiment, the first direction is opposite to the second direction.

[0143] In one embodiment, each integrated housing 500A and 500B further includes an electric control slot G3. Each electric control slot G3 is used to accommodate an electric component of a motor controller 200. The electric control slot G3 of the integrated housing 500A is used to accommodate an electric component of a motor controller 200A, and the electric control slot G3 of the integrated housing 500B is used to accommodate an electric component of another motor controller 200B.

[0144] In one embodiment, the electric control slot G3 and the reducer slot G2 in each integrated housing 500A and 500B are connected through a connecting hole T1. The connecting hole T1 of each integrated housing 500A and 500B passes through the portion of the integrated housing 500A and 500B that separates the electric control slot G3 and the reducer slot G2. The connecting hole T1 of the integrated housing 500A passes through the portion of the integrated housing 500A that separates the electric control slot G3 and the reducer slot G2. The connecting hole T1 of the integrated housing 500B passes through the portion of the integrated housing 500B that separates the electric control slot G3 and the reducer slot G2.

[0145] In one embodiment, the penetration direction of the communication hole T1 of the integrated housing 500A is perpendicular to the penetration direction of the communication hole T1 of the other integrated housing 500B.

[0146] In one embodiment, a three-phase current transmission element 400A is connected to an electrical component of a motor controller 200A through a connecting hole T1 of an integrated housing 500A, and another three-phase current transmission element 400B is connected to an electrical component of another motor controller 200B through a connecting hole T1 of an integrated housing 500B.

[0147] In one embodiment, the motor slot G1 and the reducer slot G2 in each integrated housing 500A and 500B are connected through a connecting hole T2. The connecting hole T2 in the integrated housing 500A passes through the portion of the integrated housing 500A that separates the motor slot G1 and the reducer slot G2. The connecting hole T2 in the integrated housing 500B passes through the portion of the integrated housing 500B that separates the motor slot G1 and the reducer slot G2.

[0148] In one embodiment, a three-phase current transmission component 400A is connected to a winding lead-out terminal 1121 of a stator 110 of a drive motor 100A by passing through a connecting hole T2 of the integrated shell 500A along a second direction away from the intermediate shell 540, and another three-phase current transmission component 400B is connected to a winding lead-out terminal 1121 of a stator 110 of another drive motor 100B by passing through a connecting hole T2 of another integrated shell 500B along a first direction away from the intermediate shell 540.

[0149] In one embodiment, the first direction and the second direction are parallel to the axial direction of the dual-motor powertrain 10 .

[0150] In one embodiment, a penetration direction of a connecting hole T1 of the integrated shell 500A is parallel to a penetration direction of another connecting hole T2 of the integrated shell 500A, and a penetration direction of a connecting hole T1 of the integrated shell 500B is perpendicular to a penetration direction of another connecting hole T2 of the integrated shell 500B.

[0151] Combination Fig.15 As shown, the through-cylinder member 410 of the three-phase current transmission member 400B passes through the connecting hole T2 of the integrated shell 500B to connect to the lead-out end 1121 of the stator winding 111 in the stator 110 of the drive motor 100, and the through-cylinder member 420 of the three-phase current transmission member 400B passes through the connecting hole T1 of the integrated shell 500B to connect to the electrical components of the motor controller 200 in the electric control slot G3 of the integrated shell 500B.

[0152] In the dual-motor powertrain provided in the embodiment of the present application, the reducer slots G2 of the two integrated shells 500A and 500B accommodate two three-phase current transmission components 400A and 400B, and the two winding lead ends 1121A and 1121B of the two drive motors 100A and 100B are oriented in opposite directions, so that the two three-phase current transmission components 400A and 400B pass through the connecting holes T2 of the integrated shells 500A and 500B to connect the two winding lead ends 1121 of the two drive motors 100A and 100B, effectively utilizing the shell space between the drive motor 100 and the reducer 300, thereby reducing the axial dimension of the dual-motor powertrain, which is beneficial to the miniaturization of the dual-motor powertrain and increasing the driving space of the electric vehicle, thereby improving the driving experience of the electric vehicle.

[0153] It should be noted that the axial direction of the dual-motor powertrain can be understood as the axial direction of the drive motor 100 , the axial direction of the motor shaft 130 of the drive motor 100 , the axial direction of the stator core 111 of the drive motor 100 , and the axial direction of the reducer 300 .

[0154] Combination Figures 7 to 15 As shown, the connecting holes T1 in the two integrated shells 500A and 500B have different penetration directions, and the cylinder members 410 in the two three-phase current transmission members 400A and 400B have different orientations. The cooperation of the two facilitates the symmetrical arrangement of the electric control slots G3 of the two integrated shells 500A and 500B, thereby realizing the normalized design of the two motor controllers 200 in the dual-motor powertrain, which is beneficial to simplifying the installation of the dual-motor powertrain and reducing the cost of the dual-motor powertrain.

[0155] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A powertrain, characterized in that: The housing of the powertrain includes a motor slot, a reducer slot and an electric control slot, wherein the motor slot is used to accommodate a stator and a rotor of a drive motor, the reducer slot is used to accommodate a gear set and a three-phase current transmission component of a reducer, and the electric control slot is used to accommodate an electrical component of a motor controller, and the electrical component of the motor controller is used to output a three-phase current to a stator winding of a stator of the drive motor through the three-phase current transmission component, and the drive motor is used to connect a wheel through the reducer transmission, and the motor slot and the electric control slot are arranged on the same side of the reducer slot along the axial direction of the drive motor, and the housing of the powertrain also includes a connecting hole and another connecting hole, wherein the connecting hole is used to connect the reducer slot and the electric control slot, and the other connecting hole is used to connect the reducer slot and the motor slot, and the three-phase current transmission component includes two cylinder piercing members and a three-phase copper bar, wherein: A cylinder-piercing member, the cylinder-piercing member is used to pass through the communication hole and to electrically connect one end of the three-phase copper busbar and the electrical component of the motor controller; Another of the cylinder penetration members is used to pass through the other connecting hole and to electrically connect the other end of the three-phase copper bar and the lead-out end of the stator winding of the stator of the drive motor.

2. The powertrain according to claim 1, characterized in that: The length of the one communicating hole is greater than the width of the one communicating hole, the length direction of the one communicating hole is perpendicular to the width direction of the one communicating hole, and the width direction of the one communicating hole is parallel to the opening direction of the one communicating hole.

3. The powertrain according to claim 1 or 2, characterized in that: At least one of the cylinder penetration member or the other cylinder penetration member comprises three electrical connectors, each of which is used to transmit one-phase alternating current, and at least one of the connecting hole or the other connecting hole comprises three separate sub-connecting holes, each of which is used to pass through one of the electrical connectors, wherein: The three sub-connected holes in the one connected hole are arranged in a straight line; The three sub-connecting holes in the another connecting hole are arranged in an arc.

4. The power assembly according to any one of claims 1 to 3, characterized in that: The one communicating hole and the other communicating hole penetrate the housing in the axial direction of the one driving motor.

5. The power assembly according to any one of claims 1 to 4, characterized in that: The one communicating hole and the other communicating hole penetrate the housing in different directions.

6. The power assembly according to any one of claims 1 to 5, characterized in that: The reducer comprises an input shaft, an intermediate shaft and an output shaft, wherein the input shaft is used for transmission connection with the motor shaft of the driving motor, and the intermediate shaft is used for transmission connection with the input shaft and the output shaft, and the housing of the power assembly further comprises two shaft holes, each of which penetrates the housing along the axial direction of the driving motor, wherein: One of the two axial holes is used to pass through a transmission shaft, and the transmission shaft is used to transmit and connect the output shaft of the reducer and the wheel. The other axial hole of the two axial holes is used to pass through the input shaft or the motor shaft of the drive motor. The distance between the one through-cylinder member and the one axial hole is smaller than the distance between the one through-cylinder member and the other axial hole, and the distance between the other through-cylinder member and the other axial hole is smaller than the distance between the other through-cylinder member and the one axial hole.

7. The powertrain according to claim 6, characterized in that: The distance between the one connecting hole and the one shaft hole is smaller than the distance between the other connecting hole and the one shaft hole, and the distance between the other connecting hole and the other shaft hole is smaller than the outer diameter of the stator of the one driving motor.

8. The power assembly according to any one of claims 1 to 7, characterized in that: The power assembly also includes a motor end cover, an electric control cover plate and a reducer end cover, wherein: The motor end cover is used to enclose the motor slot, the reducer end cover is used to enclose the reducer slot, and the electric control cover plate is used to enclose the electric control slot. The direction of the notch of the motor slot is opposite to the direction of the notch of the reducer slot along the axial direction of the drive motor, and the direction of the notch of the electric control slot is perpendicular to the direction of the notch of the motor slot and the direction of the notch of the reducer slot.

9. The powertrain according to claim 8, characterized in that: The lead-out end of the stator winding of the stator of the one driving motor protrudes from the stator winding of the stator of the one driving motor, and the protruding direction of the lead-out end of the stator winding of the stator of the one driving motor is toward the one reducer end cover.

10. The power assembly according to any one of claims 1 to 9, characterized in that: The three-phase current transmission component also includes a fixing frame, which includes a wrapping section and multiple fixed ends. The multiple fixed ends are used to fix the shell and the wrapping section, and the wrapping section is used to wrap the three-phase copper busbar.

11. A dual-motor powertrain, characterized in that: The dual-motor powertrain includes two integrated housings and an intermediate housing, each of the integrated housings includes a motor slot and a reducer slot, the intermediate housing is arranged between the two integrated housings along the axial direction of the dual-motor powertrain, the intermediate housing is used to respectively enclose the reducer slots of the two integrated housings, each of the motor slots is used to accommodate a stator of a drive motor, each of the reducer slots is used to accommodate a three-phase current transmission component and a reducer, the drive motor in each of the integrated housings is drivingly connected to the reducer, wherein: The winding lead-out end of the stator of the driving motor accommodated in the motor slot of one of the two integrated housings is oriented toward the intermediate housing along a first direction, and the winding lead-out end of the stator of the driving motor receives a three-phase current output by a motor controller through a three-phase current transmission member accommodated in the reducer slot of the one integrated housing; The winding lead-out end of the stator of the other driving motor accommodated in the motor slot of the other integrated shell of the two integrated shells is directed toward the one intermediate shell along the second direction, and the winding lead-out end of the stator of the other driving motor receives the three-phase current output by another motor controller through another three-phase current transmission component accommodated in the reducer slot of the other integrated shell, and the first direction is opposite to the second direction.

12. The dual-motor powertrain according to claim 11, characterized in that: Each of the integrated housings further comprises an electric control slot, wherein the electric control slot and the reducer slot in each of the integrated housings are connected via a connecting hole, wherein the connecting hole in each of the integrated housings penetrates the portion of the integrated housing that separates the electric control slot and the reducer slot, wherein the penetrating direction of the connecting hole in the one integrated housing is perpendicular to the penetrating direction of the connecting hole in the other integrated housing, wherein the electric control slot in the one integrated housing is used to accommodate the electric components of the one motor controller, and the electric control slot in the other integrated housing is used to accommodate the electric components of the other motor controller, wherein: The one three-phase current transmission component is connected to the electrical components of the one motor controller through the one connecting hole of the one integrated shell, and the other three-phase current transmission component is connected to the electrical components of the other motor controller through the one connecting hole of the other integrated shell.

13. The dual-motor powertrain according to claim 11 or 12, characterized in that: The motor slot and the reducer slot in each of the integrated housings are connected through another connecting hole, and the another connecting hole in each of the integrated housings penetrates the portion of the integrated housing that separates the motor slot and the reducer slot, and the penetrating direction of the another connecting hole of the one integrated housing is parallel to the penetrating direction of the another connecting hole of the other integrated housing, wherein: The one three-phase current transmission component is connected to the winding lead-out end of the stator of the one driving motor along the first direction away from the one intermediate housing and through the other connecting hole of the one integrated housing. The other three-phase current transmission component is connected to the winding lead-out end of the stator of the driving motor accommodated in the other integrated housing and through the other connecting hole of the other integrated housing along the second direction away from the one intermediate housing. The first direction and the second direction are parallel to the axial direction of the dual-motor powertrain.

14. The dual-motor powertrain according to claim 13, characterized in that: The penetration direction of the one communicating hole in the one integrated shell is parallel to the penetration direction of the other communicating hole, and the penetration direction of the one communicating hole in the other integrated shell is perpendicular to the penetration direction of the other communicating hole in the other integrated shell.

15. An electric vehicle, characterized in that: The electric vehicle comprises wheels, a transmission mechanism, and a powertrain as described in any one of claims 1 to 10 or a dual-motor powertrain as described in any one of claims 11 to 14, wherein the powertrain or the dual-motor powertrain is used to drive the wheels through the transmission mechanism.

Images