Powertrains, dual motor powertrains, and electric vehicles

Abstract

The application provides a power assembly, a dual-motor power assembly and an electric vehicle. The housing of the power assembly comprises a motor slot, a reducer slot and an electric control slot. The motor slot accommodates a stator and a rotor of a motor. The reducer slot accommodates a gear set and a transmission member of a reducer. The electric control slot accommodates an electrical assembly of a controller. The electrical assembly outputs three-phase current to the winding of the stator through the transmission member. The motor is drivingly connected to a wheel through the reducer. The motor slot and the electric control slot are arranged on the same side of the reducer slot along the motor axis. One communication hole of the housing is used for communicating the reducer slot and the electric control slot. Another communication hole of the housing is used for communicating the reducer slot and the motor slot. The transmission member comprises two cylinder penetrating members and a copper bar. One cylinder penetrating member is used for penetrating the one communication hole and electrically connecting one end of the copper bar and the electrical assembly. The other cylinder penetrating member is used for penetrating the other communication hole and electrically connecting the other end of the copper bar and the winding of the stator. This is conducive to the miniaturization of the power assembly and the saving of space of the electric vehicle.

Description

Technical Field

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

[0002] In the powertrain of electric vehicles, three-phase alternating current is transmitted between the motor controller and the stator windings of the drive motor using a three-phase current transmission device. In the prior art, the motor cavity of the powertrain is usually used to house the three-phase current transmission device, which requires increasing the size of the motor cavity of the powertrain, thus increasing the overall size of the powertrain and hindering its miniaturization. Summary of the Invention

[0003] This 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 a first aspect, embodiments of this application provide a powertrain. The powertrain housing includes a motor slot, a reducer slot, and an electrical control slot. The motor slot accommodates the stator and rotor of a drive motor. The reducer slot accommodates a gear set of a reducer and a three-phase current transmission component. The electrical control slot accommodates electrical components of a motor controller. The electrical components of the motor controller output three-phase current to the stator windings of the drive motor via the three-phase current transmission component. The drive motor is used to drive a wheel via a reducer. Along the axial direction of the drive motor, the motor slot and the electrical control slot are arranged on the same side of the reducer slot. The powertrain housing also includes a connecting hole and another connecting hole. One connecting hole connects the reducer slot and the electrical control slot, and the other connecting hole connects the reducer slot and the motor slot. The three-phase current transmission component includes two cylinder-through members and a three-phase copper busbar. One cylinder-through member passes through the connecting hole and is used to electrically connect one end of the three-phase copper busbar to the electrical components of the motor controller. Another cylinder-through component is used to pass through another connecting hole and to electrically connect the other end of a three-phase copper busbar and the stator winding lead of a drive motor.

[0005] In the powertrain provided in this application embodiment, the reducer slot is used to accommodate the three-phase current transmission component. The three-phase current transmission component passes through two connecting holes and electrical components that are respectively connected to the winding lead-out terminal and the motor controller. This effectively utilizes the housing space between the motor slot and the reducer slot, and the housing space between the reducer slot and the electrical control slot, thereby improving the space utilization rate of the powertrain and the dual-motor powertrain. This reduces the axial dimension of the powertrain and thus reduces the overall size of the powertrain, which is beneficial for 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 orientation of a connecting hole.

[0007] In the electrical components of the motor controller, the three AC output terminals that output three-phase current are usually arranged in a straight line. One of the three-phase current transmission components, a cylinder-through component, passes through a connecting hole to connect to the electrical components of the motor controller. The 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 cylinder-through 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 through-cylinder components includes three electrical connectors, each for transmitting one phase of alternating current. At least one of the connecting holes includes three phase-separated sub-connecting holes, each for passing through one electrical connector.

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

[0010] In one implementation, three sub-connecting holes in a single connecting hole are arranged in a straight line. The three AC output terminals of the motor controller's electrical components, which output three-phase current, are typically arranged in a straight line. Three electrical connectors of a cylinder-through component in the three-phase current transmission device pass through the three sub-connecting holes in the connecting hole to connect to the motor controller's electrical components. The arrangement of the three sub-connecting holes in a single connecting hole in a straight line facilitates the connection of the three electrical connectors of the cylinder-through component to the three AC output terminals of the motor controller, simplifying the installation of the powertrain.

[0011] In one implementation, the three sub-connecting holes in another connecting hole are arranged in an arc. The three winding leads of the stator winding in the drive motor are usually arranged in an arc. The three electrical connectors of another cylinder-through component in the three-phase current transmission component pass through the three sub-connecting holes in the other connecting hole to connect the three winding leads. The arrangement of the three sub-connecting holes in the other connecting hole in an arc facilitates the connection of the three electrical connectors of the other cylinder-through component to the three winding leads in the drive motor, simplifying the installation of the powertrain.

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

[0013] One connecting hole extends along the axial direction of the drive motor in the powertrain through the portion of the housing separating the reducer slot and the electronic control slot, thereby making full use of this portion. Another connecting hole extends along the axial direction of the drive motor in the powertrain through the portion of the housing separating the motor slot and the reducer slot, thereby reducing the weight of this portion.

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

[0015] For example, one connecting hole extends through the portion of the housing separating the reducer slot and the electronic control slot in a direction perpendicular to the axial direction of the drive motor in the powertrain, thereby reducing the weight of the portion of the housing separating the reducer slot and the electronic control slot. Another connecting hole extends through the portion of the housing separating the motor slot and the reducer slot in a direction along the axial direction of the drive motor in the powertrain, thereby reducing the weight of the portion of the housing separating the motor slot and the reducer slot.

[0016] In one implementation, a reducer includes an input shaft, an intermediate shaft, and an output shaft. The input shaft is used to drive the motor shaft of a drive motor, and the intermediate shaft is used to drive the input shaft and the output shaft. The powertrain housing also includes two shaft holes, each penetrating the housing along the axial direction of a drive motor. One shaft hole is used to pass through a drive shaft, which is used to drive the output shaft of the reducer and a wheel. The other shaft hole is used to pass through either an input shaft or the motor shaft of a drive motor. The distance between a cylinder-through component and one shaft hole is less than the distance between a cylinder-through component and the other shaft hole, and the distance between the other cylinder-through component and the other shaft hole is less than the distance between the other cylinder-through component and the first shaft hole.

[0017] Typically, the electrical control slots are arranged above the drive shaft connected to the reducer. One through-cylinder component is used for electrically connecting the three-phase copper busbar and the electrical components of the motor controller. One shaft hole is used to pass through a drive shaft connected to the reducer's output shaft and the wheel drive. Another through-cylinder component is used for electrically connecting the three-phase copper busbar and the stator winding lead of the drive motor. Another shaft hole is used to pass through the reducer's input shaft or the drive motor's motor shaft. Accordingly, one through-cylinder component is close to one shaft hole, and another through-cylinder component is close to the other shaft hole, simplifying the installation process of the three-phase current transmission components to the electrical components of the motor controller and the stator winding lead of the drive motor, respectively.

[0018] In one implementation, the distance between one connecting hole and one shaft hole is smaller than the distance between another connecting hole and one shaft hole. Typically, the electrical control slots are arranged above the drive shaft connected to the reducer drive. One connecting hole connects the reducer slot and the electrical control slot, one shaft hole passes through a drive shaft connected to the reducer's output shaft and the wheel drive, and another connecting hole connects the reducer slot and the motor slot. Correspondingly, one connecting hole is close to one shaft hole, and the other connecting hole is close to the other shaft hole, which simplifies the manufacturing process of the housing and reduces the impact of the two connecting holes on the housing's strength.

[0019] In one implementation, the distance between the other connecting hole and the other shaft hole is less than the outer diameter of the stator of a drive motor. This facilitates the three-phase current transmission component to pass through the other connecting hole along the axial direction of the drive motor to connect to the winding lead-out end, and avoids 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 powertrain.

[0020] In one implementation, the powertrain further includes a motor end cover, an electronic control cover, and a reducer end cover. The motor end cover encloses a motor slot, the reducer end cover encloses a reducer slot, and the electronic control cover encloses an electronic control slot. The orientation of the motor slot opening is opposite to the orientation of the reducer slot opening along the axial direction of a drive motor, and the orientation of the electronic control slot opening is perpendicular to the orientations of the motor slot and the reducer slot. This allows for full utilization of the powertrain housing space.

[0021] In one implementation, the stator winding lead of a drive motor protrudes beyond the stator winding of the drive motor, with the protruding direction of the stator winding lead facing a reducer end cover. This eliminates the need to reserve space on the side of the motor slot facing the motor end cover, thereby reducing the axial dimension of the powertrain.

[0022] In one implementation, a three-phase current transmission component further includes a mounting frame. The mounting frame comprises a wrapping section and multiple fixed ends. The multiple fixed ends are used to securely connect the housing and the wrapping section. The wrapping section is used to wrap a three-phase copper busbar. This reduces the displacement of the wrapping section, prevents it from interfering with the gear set of the reducer, and thus improves the reliability of the powertrain.

[0023] Secondly, embodiments of this application provide a dual-motor powertrain, comprising two integrated housings and an intermediate housing. Each integrated housing includes a motor slot and a reducer slot. An intermediate housing is arranged axially between the two integrated housings, enclosing the reducer slots of the two integrated housings respectively. Each motor slot accommodates the stator of a drive motor, and each reducer slot accommodates a three-phase current transmission device and a reducer. The drive motor in each integrated housing is driven by the reducer. The winding lead of the stator of the drive motor, housed in the motor slot of one of the two integrated housings, faces the intermediate housing in a first direction. The winding lead of the stator of the drive motor receives three-phase current output from a motor controller through a three-phase current transmission device housed in the reducer slot of one integrated housing. The stator winding lead of another drive motor, housed in the motor slot of the other integrated housing, faces toward an intermediate housing in a second direction. The stator winding lead of the other drive motor receives the three-phase current output from another motor controller through a three-phase current transmission device housed in the reducer slot of the other integrated housing. The first direction is opposite to the second direction.

[0024] In the dual-motor powertrain provided in this application embodiment, the intermediate spacer is used to enclose the reducer slots of the two integrated housings. The two winding leads of the two drive motors face the intermediate housing in opposite directions. The space between the drive motors and reducers in the integrated housing can be used to complete the connection between the winding leads and the three-phase current transmission components, which improves the space utilization rate of the dual-motor powertrain and reduces the axial dimension of the dual-motor powertrain, which is beneficial to the miniaturization of the dual-motor powertrain.

[0025] In one implementation, each integrated housing further includes an electrical control slot. The electrical control slot and the reducer slot in each integrated housing are connected by a connecting hole. One connecting hole in each integrated housing penetrates the portion separating the electrical control slot and the reducer slot. The penetration direction of the connecting hole in one integrated housing is perpendicular to the penetration direction of a connecting hole in another integrated housing. The electrical control slot in one integrated housing is used to accommodate electrical components of one motor controller, and the electrical control slot in the other integrated housing is used to accommodate electrical components of another motor controller. A three-phase current transmission element passes through a connecting hole in one integrated housing and connects to the electrical components of one motor controller, and another three-phase current transmission element passes through a connecting hole in another integrated housing and connects to the electrical components of another motor controller.

[0026] The dual-motor powertrain provided in this application embodiment has a three-phase current transmission component housed in each integrated housing that passes through another connecting hole in each integrated housing to connect to the electrical components of the motor controller housed in each integrated housing. This effectively utilizes the housing space between the electrical control slot and the reducer slot, improving the space utilization rate of the powertrain and the dual-motor powertrain, thereby reducing the overall size of the dual-motor powertrain and facilitating its miniaturization.

[0027] In one implementation, the motor slot and the reducer slot in each integrated housing are connected by another connecting hole. This connecting hole extends through the portion of the integrated housing that separates the motor slot and the reducer slot. The through-path of the connecting hole in one integrated housing is parallel to the through-path of the connecting hole in another integrated housing. A three-phase current transmission component, moving away from an intermediate housing along a first direction, passes through the connecting hole in one integrated housing and connects to the stator winding lead of a drive motor. Another three-phase current transmission component, moving away from an intermediate housing along a second direction, passes through the connecting hole in another integrated housing and connects to the stator winding lead of a drive motor housed in the other integrated housing. The first and second directions are parallel to the axial direction of the dual-motor powertrain.

[0028] In the dual-motor powertrain provided in this application embodiment, the three-phase current transmission component housed in each integrated housing passes through a connecting hole in each integrated housing and connects to the stator winding lead-out end of the drive motor housed in each integrated housing. This effectively utilizes the housing space between the motor slot and the reducer slot, improving the space utilization rate of the dual-motor powertrain, thereby reducing the axial dimension of the dual-motor powertrain and further reducing the overall size of the dual-motor powertrain, which is beneficial to the miniaturization of the dual-motor powertrain.

[0029] In one implementation, the through-path of a connecting hole in one integrated housing is parallel to the through-path of another connecting hole, and the through-path of a connecting hole in another integrated housing is perpendicular to the through-path of another connecting hole in the other integrated housing. The dual-motor powertrain provided in this application embodiment can fully utilize the portion of each integrated housing that separates the motor slot and the reducer slot, as well as the portion of each integrated housing that separates the reducer slot and the electronic control slot, which is beneficial for the miniaturization of the dual-motor powertrain.

[0030] Furthermore, two integrated housings are arranged on both sides of the middle housing. The two reducer slots of the two integrated housings face the middle housing, while the two motor slots of the two integrated housings face away from the middle housing. The two three-phase current transmission components in the two reducer slots of the two integrated housings face away from the middle housing and are electrically connected to the stator winding lead-out of the drive motor housed in the motor slot of each integrated housing. This facilitates the symmetrical arrangement of the two integrated housings and the two three-phase current transmission components of the two integrated housings in the dual-drive powertrain, thereby achieving a unified design of the two integrated housings and the two reducers, two motors, and two three-phase current transmission components housed in the two integrated housings in the dual-motor powertrain. This helps to simplify the installation of the dual-motor powertrain and reduce its cost.

[0031] Thirdly, embodiments of this application provide an electric vehicle, which includes wheels, a transmission mechanism, and a powertrain as described in the first or second aspect and any of its implementations. The powertrain is used to drive the wheels via the transmission mechanism. The powertrain provided in this application embodiment achieves miniaturization, thereby saving space in the electric vehicle, increasing the passenger space, and improving the driving experience. Attached Figure Description

[0032] Figure 1 This is a schematic diagram of an electric vehicle provided in an embodiment of this application.

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

[0034] Figure 3 This is a schematic diagram of a powertrain provided in an embodiment of this application.

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

[0036] Figure 5 This is a schematic diagram of a speed reducer in a powertrain provided in an embodiment of this application.

[0037] Figure 6 This is a schematic diagram of the housing of a powertrain provided in an embodiment of this application.

[0038] Figure 7 Another schematic diagram of the integrated housing of the powertrain provided in the embodiments of this application.

[0039] Figure 8 Another schematic diagram of the integrated housing of the powertrain provided in the embodiments of this application.

[0040] Figure 9 and Figure 10 These are another schematic diagrams of the integrated housing of the powertrain provided in the embodiments of this application.

[0041] Figure 11 This is a schematic diagram of a powertrain provided in an embodiment of this application.

[0042] Figure 12 This is a schematic diagram of a three-phase current transmission device in a powertrain provided in an embodiment of this application.

[0043] Figures 13 to 17 These are alternative schematic diagrams of three-phase current transmission components in the powertrain provided in the embodiments of this application.

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

[0045] Figure 19 This is a schematic diagram of a cooling component in a powertrain provided in an embodiment of this application.

[0046] Figure 20 This is a schematic diagram of a reducer end cover in a powertrain provided in an embodiment of this application.

[0047] Figure 21 This is a schematic diagram of a dual-motor powertrain provided in an embodiment of this application. Detailed Implementation

[0048] The technical solutions in this application will now be described with reference to the accompanying drawings.

[0049] The terms "equal to" or "equal to" in this application are not strictly equal or equal in the strict sense, but rather within the allowable error range. Similarly, "parallel" and "perpendicular" are not strictly perpendicular, but rather within the allowable error range.

[0050] In this embodiment, the same reference numeral denotes the same component or part. In this embodiment, for multiple identical parts, the reference numeral may only be used to label one of the parts as an example. The reference numerals also apply to other identical parts or components. Furthermore, the dimensions and sizes of the parts shown in the drawings are merely exemplary.

[0051] Figure 1 This is a schematic diagram of an electric vehicle provided in an embodiment of this application. The electric vehicles provided in this application include pure electric vehicles, hybrid electric vehicles, range-extended electric vehicles, plug-in hybrid electric vehicles, or new energy vehicles. Pure electric vehicles are also called pure electric vehicles / battery electric vehicles, or simply pure EVs / battery EVs. Hybrid electric vehicles are also called hybrid electric vehicles, or simply HEVs. Range-extended electric vehicles are also called range-extended electric vehicles, or simply REEVs. Plug-in hybrid electric vehicles are also called plug-in hybrid electric vehicles, or simply PHEVs. New energy vehicles are also called newenergy vehicles, or simply NEVs.

[0052] like Figure 1 As shown, the electric vehicle 1 includes a powertrain 10 and a power battery 20. The powertrain 10 receives power from the power battery 20 and converts 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 which drives the two front wheels of the electric vehicle 1, and the other of which drives the two rear wheels of the electric vehicle 1. In another embodiment, the electric vehicle 1 includes four powertrains 10, which 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 station, or a DC charging station. The power module 40 includes at least one of a DC charger or an AC charger.

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

[0056] like Figure 1As shown, the powertrain 10 provided in this embodiment includes a drive motor 100, a motor controller 200, and a reducer 300. The drive motor 100 drives the wheels of the electric vehicle 1 via the reducer 300. The motor controller 200 receives direct current (DC) output from the power battery 20, converts the DC output from the power battery 20 into alternating current (AC), and controls the drive motor 100 to drive the wheels of the electric vehicle 1 via the reducer 300.

[0057] In one embodiment, the powertrain includes two drive motors, two motor controllers, and two reducers. The two motor controllers control the two drive motors respectively. The two drive motors drive the two wheels of the electric vehicle via the two reducers. That is, this application also provides a dual-motor powertrain. In one embodiment, the dual-motor powertrain is also referred to as a dual-drive powertrain.

[0058] Figure 2 This is another schematic diagram of an electric vehicle provided in an embodiment of this application. (See diagram below.) Figure 2 As shown, the electric vehicle 1 includes a dual-motor powertrain 10. In one embodiment, the dual-motor powertrain 10 drives the two front wheels of the electric vehicle 1. In another embodiment, the dual-motor powertrain 10 drives 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 DC power output from the power battery 20 into AC power and control one drive motor 100, and each drive motor 100 is used to drive a reducer 300.

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

[0061] In one embodiment, the powertrain provided in this application further includes a three-phase current transmission device. The motor controller in the powertrain outputs three-phase alternating current to the stator windings of the drive motor via the three-phase current transmission device.

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

[0063] The drive motor 100 includes a stator 110, a rotor 120, and a motor shaft 130. The rotor 120 is used to drive the motor shaft 130.

[0064] The electrical components of the motor controller 200 are used to convert the direct current output from the power battery 20 into alternating current. The three-phase current transmission device 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 device 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 This is a schematic diagram of the stator of a drive motor in a powertrain provided in an embodiment of this 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 leads 1121. These leads 1121 are used to electrically connect to the three-phase current transmission device 400 and receive the three-phase alternating current transmitted from the three-phase current transmission device 400. In one embodiment, the plurality of winding leads 1121 are winding buses.

[0066] In one embodiment, the stator winding 112 includes a three-phase winding and three winding leads 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 of alternating current through a winding lead 1121.

[0067] In one embodiment, the stator windings 112 of the stator 110 of the drive motor 100 are distributed along the axial direction of the drive motor 100 on the side of the stator core 111 facing the reducer 300. This facilitates the layout of the three-phase current transmission device 400 and reduces the length of the three-phase current transmission device 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 5This is a schematic diagram of a speed reducer in a powertrain provided in an embodiment of this application. Figure 5 As shown, the reducer 300 in the powertrain 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 to drive the motor shaft 130 of the drive motor 100, and the intermediate shaft 320 is used to drive 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 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. Gears 341 and 342 mesh, and the input shaft 310 drives the intermediate shaft 320 to rotate as the motor shaft 130 rotates.

[0071] like Figure 5 As shown, the reducer also includes a gear set 350. The gear set 350 is used to drive 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. Gears 351 and 352 mesh, and the intermediate shaft 320 drives the output shaft 330 to rotate as the input shaft 310 rotates.

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

[0073] Figure 6 This is a schematic diagram of the housing of a powertrain provided in an embodiment of this application. Figure 6 As shown, the powertrain 10 housing includes an integrated housing 500. The integrated housing 500 includes a motor slot G1, a reducer slot G2, and an electrical control slot G3. The motor slot G1 accommodates the stator 110 and rotor 120 of the drive motor 100, the reducer slot G2 accommodates the gear sets 340 and 350 of the reducer 300, and the electrical control slot G3 accommodates 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 electrical control slot G3 are arranged on the same side of the reducer slot G2.

[0074] like Figure 6 As shown, the powertrain 10 also includes a motor end cover 510, a reducer end cover 520, and an electronic control cover 530. The motor end cover 510 encloses the motor slot G1 to form a motor receiving cavity. The reducer end cover 520 encloses the reducer slot G2 to form a reducer receiving cavity. The electronic control cover 530 encloses the electronic control slot G3 to form an electronic control receiving cavity.

[0075] In one embodiment, the orientation of the slot opening of the motor slot G1 is opposite to the orientation of the slot opening of the reducer slot G2 along the axial direction of the drive motor 100, and the orientation of the slot opening of the electrical control slot G3 is perpendicular to the orientation of the slot openings of the motor slot G1 and the reducer slot G2. This allows for full utilization of the space within the powertrain 10 housing.

[0076] refer to Figure 4 As shown, the winding lead-out end 1121 in the stator 110 of the drive motor 100 protrudes relative to the stator winding 112 to facilitate the connection of the winding lead-out end 1121 with the three-phase current transmission device 400. (Reference) Figure 6 As shown, in the prior art, the protruding direction of the winding lead-out terminal 1121 is usually towards the motor end cover 510. After the three-phase current transmission component 400 and the winding lead-out terminal 1121 are connected, the motor end cover 510 is then enclosed with the integrated housing 500. 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, which leads to an increase in the axial dimension of the powertrain 10, which is not conducive to the miniaturization of the powertrain.

[0077] Figure 7 Another schematic diagram of the integrated housing of the powertrain provided in an embodiment of this 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 shaft hole H1 and H2 penetrating the integrated housing 500 along the axial direction of the drive motor 100. 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, 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. 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 powertrain 10 further includes a bearing groove H3. For example... Figure 7 As shown, 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 component 400 is connected to the winding lead-out terminal 1121 and the electrical components of the motor controller 200 via the two connecting holes T1 and T2, respectively. Figure 7 As shown, one connecting hole T1 is used to connect the reducer slot G2 and the electrical control slot G3, and another 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 shaft hole H1 is smaller than the distance between the other connecting hole T2 and the shaft hole H1, and the distance between one connecting hole T1 and the shaft hole H2 is greater than the distance between the other connecting hole T2 and the shaft hole H2.

[0082] like Figure 7 As shown, the electrical control slot G3 is arranged above the drive shaft connected to the reducer 300. The connecting hole T1 connects the reducer slot G2 and the electrical control slot G3. The shaft hole H2 connects the motor slot G1 and the reducer slot G2, which are arranged along the axial direction of the drive motor 100. The connecting hole T2 connects the reducer slot G2 and the motor slot G1. Correspondingly, the connecting hole T1 is close to the shaft hole H1, and the connecting hole T2 is close to the shaft hole H2, which simplifies the manufacturing difficulty of the integrated housing 500A and reduces the impact 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 and the other shaft hole H2 in the two connecting holes T1 and T2 is less than the outer diameter of the stator core 111 in the stator 110 of the drive motor 100. For example... Figure 7 As shown, the shaft hole H2 connects the motor slot G1 and the reducer slot G2, which are arranged along the axial direction of the drive motor 100, and the connecting hole T2 connects the reducer slot G2 and the motor slot G1. The three-phase current transmission component 400 connects 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 to 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 powertrain 10.

[0084] Figure 8 Another schematic diagram of the integrated housing of the powertrain provided in the embodiments of this application. In one embodiment, one of the two connecting holes T1 and T2, the other connecting hole T2, penetrates the integrated housing 500A in the same direction.

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

[0086] Combination Figure 7 and Figure 8 As shown, the electrical control slot G3 is arranged above the drive shaft connected to the reducer 300, and the electrical control slot G3 is recessed towards the drive shaft. Correspondingly, the connecting hole T1 penetrates the portion of the integrated housing 500A that separates the reducer slot G2 and the electrical control slot G3 along the axial direction of the drive motor 100, thereby making full use of the portion of the integrated housing 500A that separates the reducer slot G2 and the electrical control slot G3. 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 that separates the motor slot G1 and the reducer slot G2 along the axial direction of the drive motor 100 in the powertrain 10, thereby reducing the weight of the portion of the integrated housing 500A that separates the motor slot G1 and the reducer slot G2.

[0087] Figure 9 and Figure 10 These are another schematic diagrams of the integrated housing of the powertrain provided in the embodiments of this application. In one embodiment, one of the two connecting holes T1 and T2, the other connecting hole T2, penetrates the integrated housing 500B of the powertrain in different directions. Figure 9 and Figure 10 As shown, connecting holes T1 and T2 penetrate the integrated housing 500B in different directions. Connecting hole T1 penetrates the portion of the integrated housing 500B that separates the reducer slot G2 and the electronic control slot G3, perpendicular to the axial direction of the drive motor 100 in the powertrain 10, thereby connecting the reducer slot G2 and the electronic control slot G3 and reducing the weight of the portion of the integrated housing 500A that separates the reducer slot G2 and the electronic control slot G3. Connecting hole T2 penetrates the portion of the integrated housing 500B that separates the motor slot G1 and the reducer slot G2, along the axial direction of the drive motor 100 in the powertrain 10, thereby connecting the motor slot G1 and the reducer slot G2 and reducing the weight of the portion of the integrated housing 500A that separates the motor slot G1 and the reducer slot G2.

[0088] Figure 11 This is a schematic diagram of a powertrain provided in an embodiment of this application. (In conjunction with...) Figure 11As shown, in the powertrain 10 provided in this embodiment, the reducer slot G2 is used to accommodate the three-phase current transmission component 400. The three-phase current transmission component 400 passes through two connecting holes T1 and T2 and is connected to the electrical components and winding lead-out terminal 1121 of the motor controller 200, respectively. This effectively utilizes the housing space between the motor slot G1 and the reducer slot G2, and the housing space between the reducer slot G2 and the electronic control slot G3, thereby reducing the axial dimension of the powertrain 10. This is beneficial for the miniaturization of the powertrain 10 and increases the driving and riding space of the electric vehicle 1, thereby improving the driving and riding experience of the electric vehicle 1.

[0089] like Figure 11 As shown, the protruding direction of the winding lead-out end 1121 in the stator 110 of the drive motor 100 faces the reducer end cover 520. This not only facilitates the connection between the three-phase current transmission component 400 and the winding lead-out end 1121, but also eliminates the need to reserve space on the side of the motor slot G1 facing the motor end cover 510, thereby reducing the axial dimension of the powertrain 10. Figure 12 This is a schematic diagram of a three-phase current transmission device in a powertrain provided in an embodiment of this application. Figure 12 As shown, the three-phase current transmission device 400A includes a three-phase copper busbar 430 and two through-hole components 410 and 420. The two ends of the three-phase copper busbar 430 are used to electrically connect the two through-hole components 410 and 420, respectively. One of the through-hole components 410 and 420, 410, is used to pass through one of the two connecting holes T1, and the other through-hole component 420 is used to pass through the other connecting hole T2 of the two connecting holes T1.

[0090] In one embodiment, the distance between one of the two through-cylinder parts 410 and 420 and the shaft hole H1 is less than the distance between one of the through-cylinder parts 410 and the shaft hole H2, and the distance between the other through-cylinder part 420 and the shaft hole H2 is less than the distance between the through-cylinder part 420 and the shaft hole H1.

[0091] like Figure 7 As shown, the electrical control slot G3 is arranged above the drive shaft connected to the reducer 300. The cylinder-through component 410 is used to electrically connect the three-phase copper busbar 430 and the electrical components of the motor controller 200. The shaft hole H1 is used to pass through a drive shaft connected to the output shaft of the reducer 300 and the wheel drive. The cylinder-through component 420 is used to electrically connect the three-phase copper busbar 430 and the lead-out terminal 1121 of the stator winding 112 of the stator 110 of the drive motor 100. 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 cylinder-through component 410 is close to the shaft hole H1, and the cylinder-through component 420 is close to the shaft hole H2, simplifying the installation process of the three-phase current transmission components to the electrical components of the motor controller 200 and the lead-out terminal 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-through parts 410 or 420 includes three electrical connectors 411-413 or 421-423, each electrical connector 411-413 or 421-423 for transmitting one phase of alternating current. Figure 12 As shown, the cylinder-through component 410 includes three electrical connectors 411-413, each of which is used to transmit one phase of the three-phase AC power. The cylinder-through component 420 includes three electrical connectors 421-423, each of which is used to transmit one phase of the three-phase AC power.

[0093] In one embodiment, at least one of the two connecting holes T1 or T2 includes three phase-separated sub-connecting holes, which are arranged in a straight line or an arc. In the powertrain 10 provided in this application embodiment, the three electrical connectors 411-413 or 421-423 of the three-phase current transmission element 400 pass through the three sub-connecting holes of the two connecting holes T1 and T2, which facilitates electrical isolation between the three electrical connectors 411-413 or 421-423, thereby improving the reliability of the powertrain 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 of the electrical components of the motor controller 200 that output three-phase current are usually arranged in a straight line. The three electrical connectors 411-413 of the cylinder-penetrating component 410 in the three-phase current transmission component 400 pass through the three sub-connecting holes T11-T13 in the connecting hole T1 to connect to the electrical components of the motor controller 200. The arrangement of the three sub-connecting holes T11-T13 in the connecting hole T1 in a straight line facilitates the connection of the three electrical connectors 411-413 of the cylinder-penetrating component 410 to the three AC output terminals in the motor controller 200, simplifying the installation of the powertrain 10.

[0095] In one embodiment, the three sub-connecting holes in the connecting hole T2 are arranged in an arc. The three winding leads 1121 of the stator winding 112 in the drive motor 100 are typically arranged in an arc. The three electrical connectors 421-423 of the cylinder-penetrating component 420 in the three-phase current transmission component 400 pass through the three sub-connecting holes in the connecting hole T2 to connect the three winding leads 1121. The arrangement of the three sub-connecting holes in the connecting hole T2 in an arc facilitates the connection of the three electrical connectors 421-423 of the cylinder-penetrating component 420 to the three winding leads 1121 in the drive motor 100, simplifying the installation of the powertrain 10.

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

[0097] The three AC output terminals of the electrical components of the motor controller 200, which output three-phase current, are usually arranged in a straight line. The cylinder-through component 410 in the three-phase current transmission component 400 passes through the connecting hole T1 and connects 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 cylinder-through 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 busbars 430 are distributed between the two shaft holes H1 and H2 and the electrical control slot G3. By effectively utilizing the housing space between the various shafts of the reducer 300 in the reducer slot G2 and the electrical control slot G3, the various components of the powertrain 10 are arranged compactly, thereby improving the space utilization rate of the powertrain 10.

[0099] In one embodiment, the three-phase copper busbar 430 includes three copper busbars 431-433, each of which is used to transmit one phase of the three-phase alternating current. Figure 12 As shown, the two ends of copper busbar 431 are used for electrical connection of electrical connector 411 and electrical connector 421. The two ends of copper busbar 432 are used for electrical connection of electrical connector 412 and electrical connector 422. The two ends of copper busbar 433 are used for electrical connection of electrical connector 413 and electrical connector 423.

[0100] In one embodiment, in the three-phase current transmission device 400A, each electrical connector 421-423 in the cylinder member 420 includes a fixing hole 440, and each copper busbar 431-433 in the three-phase copper busbar 430 includes another fixing hole 450. Figure 12 As shown, the fixing hole 440 of each electrical connector 421-423 and the fixing hole 450 of each copper busbar 431-433 are matched, and the fastener 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 device 400A, each electrical connector 421-423 and each copper busbar 431-433 in the cylinder-through component 410 adopts an integrated structure. For example... Figure 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 device 400A, each electrical connector 411-413 and each copper busbar 431-433 in the cylinder-through component 410 adopts an integrated structure. For example... Figure 12 As shown, one end of each copper busbar 431-433 is bent to form each electrical connector 411-413.

[0103] Figure 13 Another schematic diagram of a three-phase current transmission device in a powertrain provided in this application embodiment. (See diagram below.) Figure 13 As shown, in the three-phase current transmission device 400A, the through-hole 410 is used to pass through the connecting hole T1 and to electrically connect one end of the three-phase copper busbar 430 to the electrical components of the motor controller 200. In the three-phase current transmission device 400A, the through-hole 420 is used to pass through the connecting hole T2 and to electrically connect the other end of the three-phase copper busbar 430 to the lead-out terminal 1121 of the stator winding 112.

[0104] In one embodiment, the orientation of the cylinder-penetrating member 410 and the cylinder-penetrating member 420 in the three-phase current transmission device 400A are parallel. For example... Figure 13 As shown, the cylinder insert 410 is oriented along the axial direction of the drive motor 100, and the angle between the cylinder insert 410 and the three-phase copper busbar 430 is approximately 90 degrees. The cylinder insert 420 is oriented along the axial direction of the drive motor 100, and the angle between the cylinder insert 420 and the three-phase copper busbar 430 is approximately 90 degrees.

[0105] Figure 14 This is another schematic diagram of a three-phase current transmission component in a powertrain provided in an embodiment of this application. In one embodiment, in the three-phase current transmission component 400B, each electrical connector 411-413 in the cylinder-through component 410 includes a fixing hole 414, and each copper busbar 431-433 in the three-phase copper busbar 430 includes another fixing hole 434. The fixing hole 414 of each electrical connector 411-413 and the fixing hole 434 of each copper busbar 431-433 cooperate, and the connector passes through the fixing hole 414 and the fixing hole 434 to fix the electrical connector 411-413 and the copper busbar 431-433.

[0106] Correspondingly, during the assembly of the powertrain 10, the connection between the cylinder-through 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 cylinder-through component 410 extends into the reducer slot G2 through the connecting hole T2. Then, the connection between each electrical connector 411-413 in the cylinder-through 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] Figure 15This is another schematic diagram of a three-phase current transmission device in a powertrain provided in an embodiment of this application. In one embodiment, the orientation of the cylinder-penetrating member 410 in the three-phase current transmission device 400B is perpendicular to the orientation of the cylinder-penetrating member 420. For example... Figure 15 As shown, the cylinder-through component 410 is oriented perpendicular to the axial direction of the drive motor 100, and the angle between the cylinder-through component 410 and the three-phase copper busbar 430 is approximately 90 degrees. In the three-phase current transmission component 400B, the cylinder-through component 420 is oriented along the axial direction of the drive motor 100, and the angle between the cylinder-through component 420 and the three-phase copper busbar 430 is approximately 90 degrees.

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

[0109] Figure 16 and Figure 17 These are alternative schematic diagrams of three-phase current transmission components in the powertrain provided in the embodiments of this application. Figure 16 and Figure 17 As shown, the mounting bracket 460 includes a wrapping section 461. The wrapping section 461 wraps three copper busbars 430 respectively, so that the three copper busbars 430 are electrically insulated from each other, thereby preventing the spacing of the three copper busbars 430 from changing during the operation of the electric vehicle 1, and thus improving the reliability of the powertrain 10.

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

[0111] In one embodiment, each fixed end 462 includes a fixing hole 4621. For example... Figure 16 and Figure 17As shown, each fixing hole 4621 is used for passing through a fixing member. After passing through the fixing hole 4621, each fixing member is fixedly connected to the integrated housing 500, so that the fixing bracket 460 is fixed to the integrated housing 500. This reduces the displacement of the three-phase copper busbar 430 during the travel of the electric vehicle 1, improves the stability of the three-phase current transmission component 400, and ensures the reliability of the powertrain 10.

[0112] In one embodiment, the integrated housing 500 includes a plurality of threaded holes 501. The threaded holes 501 are used for securing the mounting bracket 460. Figure 13 As shown, the integrated housing 500A includes two threaded holes 501. (As indicated...) Figure 15 As shown, the integrated housing 500B includes three threaded holes 501. After each fastener passes through the fastening hole 4621, each fastener is embedded in the threaded hole 501 of the integrated housing 500. The threaded hole 501 of the integrated housing 500 engages with the external thread of the fastener, thereby fixing the three-phase copper busbar 430 to the integrated housing 500, thereby improving the reliability of the powertrain 10.

[0113] In one embodiment, each fixing hole 4621 includes an internal thread. As each fastener passes through the fixing hole 4621, the internal thread of each fixing hole 4621 engages with the external thread of the fastener, thereby improving the stability of the mounting bracket 460 and thus improving the reliability of the powertrain 10.

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

[0115] Figure 18 for Figure 17 An enlarged schematic diagram of section A of the three-phase current transmission device. (See diagram below.) Figure 18 As shown, the surface 4611 of the wrapping section 461 includes three grooves 46111, which are used to guide the collected lubricating oil to one of the copper busbars 431-433 of the three-phase copper busbar 430, respectively.

[0116] In one embodiment, the wrapping section 461 includes a plurality of through holes, each through hole connecting the cavity of the wrapping section 461 that wraps each copper busbar 431-432. Lubricating oil then flows through each through hole to the three-phase copper busbar 430 to cool it, thereby improving the performance of the powertrain 10.

[0117] In one embodiment, the wrapping segment 461 has one or more oil-collecting ribs 4613. For example... Figure 18 As shown, the wrapping section 461 has an oil collecting rib 4613. One end of each oil collecting rib 4613 is used to fix and connect 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, multiple grooves 46111 of the wrapping segment 461 are distributed on the same side of an oil collecting rib 4613. For example... Figure 18 As shown, the three grooves 46111 of the wrapping segment 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 of the three grooves 46111, increasing the amount of lubricating oil collected in 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 center of the three-phase copper busbar 430 and the center of the gear 352. Therefore, during rotation, the lubricating oil on the gear 352 on the output shaft 330 of the reducer 300 is splashed onto the three-phase copper busbar 430, thereby cooling the three-phase copper busbar 430 and improving the performance of the powertrain 10.

[0120] In one embodiment, the integrated housing 500 includes a coolant outlet 502 for discharging coolant to cool the three-phase current transmission component 400 and lubricate the gear sets 350 and 360 of the reducer 300. Figure 7 and Figure 13 As shown, the integrated housing 500A includes a liquid outlet 502, which is arranged between the connecting holes T1 and T2. The coolant output from the liquid outlet 502 flows through at least one of the cylinder-through member 410, cylinder-through member 420 or three-phase copper busbar 430 of the three-phase current transmission member 400, and 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 element 400A or 400B further includes a cooling element 470. The cooling element 470 is used to enclose and immerse at least one of the cylinder pier 410, cylinder pier 420, or three-phase copper busbar 430. The cooling element 470 includes a liquid inlet 471, an internal flow channel 472, and multiple liquid outlets 473. The liquid inlet 471 of the cooling element 470 is used to receive coolant output from the outlet 502 of the integrated housing 500. The internal flow channel 472 connects the liquid inlet 471 and the multiple liquid outlets 473. After being immersed and cooled by at least one of the cylinder pier 410, cylinder pier 420, or three-phase copper busbar 430 in the internal flow channel 472, the coolant is discharged through the multiple liquid outlets 473. The coolant discharged from the multiple liquid outlets 473 further lubricates the gear sets 350 and 360 of the reducer 300, thereby improving the performance of the powertrain 10.

[0122] like Figure 17 As shown, the cooling component 470 is used to enclose and immerse the cylinder-penetrating component 410 for cooling. The cooling component 470 includes three outlet holes 473. Coolant in the internal flow channel 472 of the cooling component 470 immerses and cools the three electrical connectors 411-413 before flowing out through the three outlet holes 473.

[0123] Figure 19 Another schematic diagram of a three-phase current transmission device in a powertrain provided in this application embodiment. (See diagram below.) Figure 19 As shown, the side 474 of the cooling component 470 facing the connecting hole T1 includes a protrusion 4741, which includes a liquid inlet 471. The protrusion 4741 is for embedding into the liquid outlet 502 of the integrated housing 500, thereby facilitating the liquid inlet 471 to receive the coolant output from the liquid outlet 502 and simplifying the installation of the powertrain 10.

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

[0125] Figure 20 This is a schematic diagram of a reducer end cover provided in an embodiment of this application. Figure 20As shown, the reducer end cover 520 of the powertrain 10 includes three bearing slots H4 to H6, with the opening of each bearing slot facing the housing 500 of the powertrain 10. One bearing slot H4 is used to fix the outer ring of another bearing 360 corresponding to the input shaft 310 of the reducer 300, another bearing slot H5 is used to fix the outer ring of another bearing 360 corresponding to the intermediate shaft 320 of the reducer 300, and yet another bearing slot 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, such as Figure 20 As shown, the reducer end cover 520 of the powertrain 10 also includes an oil outlet 521, which connects to an internal oil passage in the housing 500 and an oil injector. One outlet of the oil injector faces the three-phase current transmission element 400. Thus, the oil injector sprays lubricating oil onto the three-phase current transmission element 400 to cool it, thereby improving the performance of the powertrain 10.

[0127] In one embodiment, the oil injectors are distributed on one side of the three-phase current transmission component 400 opposite to the two shaft holes H1 to H2 of the housing 500. That is, the oil injectors are located above the three-phase current transmission component 400. This allows the three-phase current transmission component 400 to collect the lubricating oil sprayed from the oil injectors, increasing the amount of lubricating oil on the three-phase current transmission component 400 and improving its cooling effect.

[0128] In one embodiment, the fuel injector includes multiple outlets facing different directions. The lubricating oil sprayed from the fuel injector can then lubricate and cool the gear sets 340-350 and multiple pairs of bearings 360 of the reducer 300, thereby improving the performance of the powertrain 10. Figure 21 This is a schematic diagram of a dual-motor powertrain provided in an embodiment of this 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 referenced to... Figure 7 and Figure 8 The integrated housing 500A is shown. The structure of the integrated housing 500B is referenced. Figure 9 and Figure 10 The integrated housing 500B shown 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 electronic control slot G3. The dual-motor powertrain 10 also includes two motor end caps 510. The two motor end caps 510 are 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 used to accommodate the two drive motors 100 of the dual-motor powertrain 10.

[0131] For ease of explanation, the drive motor 100 housed in the motor cavity of one of the two integrated housings 500A and 500B is called drive motor 100A, and the drive motor 100 housed in the motor cavity of the other integrated housing 500B is called drive motor 100B.

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

[0133] like Figure 21 As shown, the intermediate housing 540 encloses the reducer slots G2 of the two integrated housings 500A and 500B to form two reducer receiving cavities. Specifically, the intermediate housing 540 encloses the reducer slot G2 of one integrated housing 500A to form one reducer cavity, and the intermediate housing 540 encloses the reducer slot G2 of the other integrated housing 500A to form the other reducer receiving cavity. The two reducer receiving cavities are used to accommodate the two reducers 300 of the dual-motor powertrain 10.

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

[0135] An intermediate housing 540 is arranged axially between two integrated housings 500A and 500B along 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 a first direction or a second direction, and the intermediate housing 540 encloses the other integrated housing 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 Figure 21As shown, the dual-motor powertrain 10 also includes two electronic control covers 530. The two electronic control covers 530 respectively enclose the electronic control slots G3 of the two integrated housings 500A and 500B to form two electronic control cavities. The two electronic control cavities are respectively used to house the electrical components of the two motor controllers 200 of the dual-motor powertrain 10.

[0137] For ease of explanation, the motor controller 200 housed in the electrical control cavity of one of the two integrated housings 500A and 500B is called motor controller 200A, and the motor controller 200 housed in the electrical control cavity of the other integrated housing 500B is called motor controller 200B.

[0138] like Figure 21 As shown, in the dual-motor powertrain 10, the stator windings 111 leads 1121 of the stator 110 of the two drive motors 100A and 100B face opposite directions. The stator winding 111 lead 1121 of the stator 110 of one drive motor 100A faces the intermediate housing 540 along a first direction, while the stator winding 111 lead 1121 of the stator 110 of the other drive motor 100B faces the intermediate housing 540 along a second direction. The first and second directions are opposite and parallel to the axial direction of the dual-motor powertrain 10.

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

[0140] In one embodiment, the dual-motor powertrain 10 includes an intermediate housing 540 and 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 axially between the two integrated housings 500A and 500B. 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 the stator 110 of a drive motor 100, and each reducer slot G2 is used to accommodate a three-phase current transmission element 400 and a reducer 300. The drive motor 100 in each integrated housing 500A and 500B is driveably connected to the reducer 300.

[0141] In one embodiment, the stator 110 winding lead-out 1121 of a drive motor 100A, housed in one of the two integrated housings 500A and 500B, faces the intermediate housing 540 in a first direction. The stator 110 winding lead-out 1121 of the drive motor 100A receives three-phase current output from a motor controller 200A through a three-phase current transmission device 400A housed in the reducer slot G2 of the integrated housing 500A. The stator 110 winding lead-out 1121 of another drive motor 100B, housed in the other integrated housing 500B, faces the intermediate housing 540 in a second direction. The stator 110 winding lead-out 1121 of the drive motor 100B receives three-phase current output from a motor controller 200B through a three-phase current transmission device 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 electrical control slot G3. Each electrical control slot G3 is used to accommodate electrical components of a motor controller 200. The electrical control slot G3 of integrated housing 500A is used to accommodate electrical components of a motor controller 200A, and the electrical control slot G3 of integrated housing 500B is used to accommodate electrical components of another motor controller 200B.

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

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

[0146] In one embodiment, a three-phase current transmission device 400A is connected to the electrical components of a motor controller 200A through a communication hole T1 in an integrated housing 500A, and another three-phase current transmission device 400B is connected to the electrical components of another motor controller 200B through a communication hole T1 in 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 by a connecting hole T2. Specifically, the connecting hole T2 in integrated housing 500A extends through the portion of integrated housing 500A that separates the motor slot G1 and the reducer slot G2. Similarly, the connecting hole T2 in integrated housing 500B extends through the portion of integrated housing 500B that separates the motor slot G1 and the reducer slot G2.

[0148] In one embodiment, a three-phase current transmission device 400A passes through the communication hole T2 of the integrated housing 500A and is located away from the intermediate housing 540 along a second direction to connect to the winding lead-out terminal 1121 of the stator 110 of a drive motor 100A. Another three-phase current transmission device 400B passes through the communication hole T2 of another integrated housing 500B and is located away from the intermediate housing 540 along a first direction to connect to the winding lead-out terminal 1121 of the stator 110 of another drive motor 100B.

[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, the through direction of one connecting hole T1 of the integrated housing 500A is parallel to the through direction of another connecting hole T2 of the integrated housing 500A, and the through direction of one connecting hole T1 of the integrated housing 500B is perpendicular to the through direction of the other connecting hole T2 of the integrated housing 500B.

[0151] Combination Figure 15 As shown, the cylinder-penetrating part 410 of the three-phase current transmission component 400B passes through the connecting hole T2 of the integrated housing 500B and connects to the lead-out terminal 1121 of the stator winding 111 in the stator 110 of the drive motor 100. The cylinder-penetrating part 420 of the three-phase current transmission component 400B passes through the connecting hole T1 of the integrated housing 500B and connects to the electrical components of the motor controller 200 in the electrical control slot G3 of the integrated housing 500B.

[0152] In the dual-motor powertrain provided in this application embodiment, the reducer slot G2 of the two integrated housings 500A and 500B accommodates two three-phase current transmission components 400A and 400B. The two winding leads 1121A and 1121B of the two drive motors 100A and 100B face opposite directions, which facilitates the two three-phase current transmission components 400A and 400B passing through the connecting holes T2 of the integrated housings 500A and 500B to connect the two winding leads 1121 of the two drive motors 100A and 100B. This effectively utilizes the housing space between the drive motor 100 and the reducer 300, thereby reducing the axial dimension of the dual-motor powertrain. This is beneficial for the miniaturization of the dual-motor powertrain and increases the driving and riding space of the electric vehicle, improving the driving and riding 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 through-holes T1 in the two integrated housings 500A and 500B have different through-directions, and the cylinder-penetrating parts 410 in the two three-phase current transmission components 400A and 400B have different orientations. The combination of these two facilitates the symmetrical arrangement of the electrical control slots G3 in the two integrated housings 500A and 500B, thereby realizing the normalized design of the two motor controllers 200 in the dual-motor powertrain, which helps to simplify the installation of the dual-motor powertrain and reduce its cost.

[0155] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A powertrain, characterized in that, The powertrain housing includes a motor slot, a reducer slot, and an electrical control slot. The motor slot houses the stator and rotor of a drive motor. The reducer slot houses a gear set and a three-phase current transmission component. The electrical control slot houses the electrical components of a motor controller. These components output three-phase current to the stator windings of the drive motor via the three-phase current transmission component. The drive motor is used to drive a wheel via the reducer. Along the axial direction of the drive motor, the motor slot and the electrical control slot are arranged on the same side of the reducer slot. The powertrain housing also includes a connecting hole and another connecting hole. The connecting hole connects the reducer slot and the electrical control slot, and the other connecting hole connects the reducer slot and the motor slot. The three-phase current transmission component includes two cylinder-through parts and a three-phase copper busbar, wherein: An insert for passing through the through hole and an electrical component for electrically connecting one end of the three-phase copper busbar to the motor controller; Another cylinder-passing component is used to pass through the other connecting hole and to electrically connect the other end of the three-phase copper busbar to the stator winding lead of the stator of the drive motor.

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

3. The powertrain according to claim 1, characterized in that, At least one of the through-cylinder components includes three electrical connectors, each of which is used to transmit one phase of alternating current. At least one of the connecting holes includes three phase-separated sub-connecting holes, each of which is used to pass through one of the electrical connectors. The three sub-connecting holes in the aforementioned connecting hole are arranged in a straight line; The other connecting hole has three sub-connecting holes arranged in an arc.

4. The powertrain according to claim 1, characterized in that, The one connecting hole and the other connecting hole extend through the housing along the axial direction of the one drive motor.

5. The powertrain according to claim 1, characterized in that, The one connecting hole and the other connecting hole penetrate the housing in different directions.

6. The powertrain according to claim 1, characterized in that, The reducer includes an input shaft, an intermediate shaft, and an output shaft. The input shaft is used to drive the motor shaft of the drive motor. The intermediate shaft is used to drive the input shaft and the output shaft. The powertrain housing also includes two shaft holes, each of which penetrates the housing along the axial direction of the drive motor. One of the two shaft holes is used to pass through a drive shaft, which is used to drive the output shaft of the reducer and the wheel. The other shaft hole is used to pass through an input shaft or the motor shaft of a drive motor. The distance between the cylinder-through component and the shaft hole is less than the distance between the cylinder-through component and the other shaft hole, and the distance between the cylinder-through component and the other shaft hole is less than the distance between the cylinder-through component and the shaft hole.

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

8. The powertrain according to claim 1, characterized in that, The powertrain also includes a motor end cover, an electronic control cover, 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, the electronic control cover is used to enclose the electronic control slot, the orientation of the slot opening of the motor slot is opposite to the orientation of the slot opening of the reducer slot along the axial direction of the drive motor, and the orientation of the slot opening of the electronic control slot is perpendicular to the orientation of the slot opening of the motor slot and the orientation of the slot opening of the reducer slot.

9. The powertrain according to claim 8, characterized in that, The stator winding lead of the stator of the drive motor protrudes beyond the stator winding of the stator of the drive motor, and the protruding direction of the stator winding lead of the stator of the drive motor is toward the reducer end cover.

10. The powertrain according to any one of claims 1 to 9, characterized in that, The three-phase current transmission device also includes a fixing frame, which includes a wrapping section and multiple fixing ends. The multiple fixing ends are used to fix the housing 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 integrated housing includes a motor slot and a reducer slot. The intermediate housing is arranged axially between the two integrated housings and encloses the reducer slots of the two integrated housings respectively. Each motor slot accommodates the stator of a drive motor, and each reducer slot accommodates a three-phase current transmission component and a reducer. The drive motor in each integrated housing is driven by the reducer. The stator winding lead of a drive motor, which is accommodated in the motor slot of one of the two integrated housings, faces toward the intermediate housing in a first direction. The stator winding lead of the drive motor receives a three-phase current output from a motor controller through a three-phase current transmission device accommodated in the reducer slot of the integrated housing. The stator winding lead of another drive motor, housed in the motor slot of the other integrated housing, faces toward the intermediate housing in a second direction. The stator winding lead of the other drive motor receives a three-phase current output from another motor controller through a three-phase current transmission device housed in the reducer slot of the other integrated housing. The first direction is opposite to the second direction. Each integrated housing further includes an electrical control slot, wherein the electrical control slot and the reducer slot in each integrated housing are connected by a connecting hole. The connecting hole in each integrated housing penetrates the portion of the integrated housing separating the electrical control slot and the reducer slot. The penetrating direction of the connecting hole in one integrated housing is perpendicular to the penetrating direction of the connecting hole in the other integrated housing. The electrical control slot in one integrated housing is used to accommodate electrical components of one motor controller, and the electrical control slot in the other integrated housing is used to accommodate electrical components of another motor controller, wherein: One three-phase current transmission element is connected to the electrical components of the motor controller through the one connecting hole of the one integrated housing, and the other three-phase current transmission element is connected to the electrical components of the other motor controller through the one connecting hole of the other integrated housing.

12. The dual-motor powertrain according to claim 11, characterized in that, The motor slot and the reducer slot in each of the integrated housings are connected by another connecting hole. This connecting hole penetrates the portion of the integrated housing that separates the motor slot and the reducer slot. The penetration direction of the connecting hole in one integrated housing is parallel to the penetration direction of the connecting hole in the other integrated housing. The three-phase current transmission element is located away from the intermediate housing along the first direction, passes through the other connecting hole of the integrated housing, and connects to the stator winding lead of the drive motor. The other three-phase current transmission element is located away from the intermediate housing along the second direction, passes through the other connecting hole of the other integrated housing, and connects to the stator winding lead of the drive motor housed in the other integrated housing. The first direction and the second direction are parallel to the axial direction of the dual-motor powertrain.

13. A dual-motor powertrain, characterized in that, The dual-motor powertrain includes two integrated housings and an intermediate housing. Each integrated housing includes a motor slot and a reducer slot. The intermediate housing is arranged axially between the two integrated housings and encloses the reducer slots of the two integrated housings respectively. Each motor slot accommodates the stator of a drive motor, and each reducer slot accommodates a three-phase current transmission component and a reducer. The drive motor in each integrated housing is driven by the reducer. The stator winding lead of a drive motor, which is accommodated in the motor slot of one of the two integrated housings, faces toward the intermediate housing in a first direction. The stator winding lead of the drive motor receives a three-phase current output from a motor controller through a three-phase current transmission device accommodated in the reducer slot of the integrated housing. The stator winding lead of another drive motor, housed in the motor slot of the other integrated housing, faces toward the intermediate housing in a second direction. The stator winding lead of the other drive motor receives a three-phase current output from another motor controller through a three-phase current transmission device housed in the reducer slot of the other integrated housing. The first direction is opposite to the second direction. The motor slot and the reducer slot in each of the integrated housings are connected by another connecting hole. This connecting hole penetrates the portion of the integrated housing that separates the motor slot and the reducer slot. The penetration direction of the connecting hole in one integrated housing is parallel to the penetration direction of the connecting hole in the other integrated housing. The three-phase current transmission element is located away from the intermediate housing along the first direction, passes through the other connecting hole of the integrated housing, and connects to the stator winding lead of the drive motor. The other three-phase current transmission element is located away from the intermediate housing along the second direction, passes through the other connecting hole of the other integrated housing, and connects to the stator winding lead of the drive motor housed in the other integrated 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 12 or 13, characterized in that, The through-direction of one connecting hole in one integrated housing is parallel to the through-direction of the other connecting hole, and the through-direction of one connecting hole in another integrated housing is perpendicular to the through-direction of the other connecting hole in the other integrated housing.

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

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