Powertrain and electric vehicle

Abstract

The application provides a power assembly and an electric vehicle. A housing of the power assembly comprises a reducer slot, a reducer end cover, a motor slot and an electric control slot. The reducer slot is used for accommodating an input shaft, an intermediate shaft and an output shaft of a reducer. A slot opening of the reducer slot and a slot opening of the motor slot are opposite along an axial direction of a driving motor, and the electric control slot is stacked with the reducer slot and the motor slot. A first internal flow channel is used for receiving oil output by an oil pump. A slot bottom of the reducer slot comprises a first oil outlet hole, and the first oil outlet hole is used for transmitting oil of the first internal flow channel through a first nozzle to actively lubricate bearings of the intermediate shaft and bearings of the output shaft. The first oil outlet hole is distributed between the intermediate shaft and the output shaft, and along a stacking direction of the electric control slot and the reducer slot, the first oil outlet hole is closer to the electric control slot than to the intermediate shaft and the output shaft. The application uses the first oil outlet hole to consider the active lubrication of the bearings of the intermediate shaft and the bearings of the output shaft, which is beneficial to improving the lubrication efficiency.

Description

Technical Field

[0001] This application relates to the field of electric vehicle technology, and in particular to a powertrain and an electric vehicle. Background Technology

[0002] The powertrain is the primary power source for electric vehicles. The drive motor converts the electrical energy from the battery into mechanical energy, while the reducer converts high-speed kinetic energy into greater torque output to meet the vehicle's driving needs.

[0003] With the continuous development of the new energy vehicle industry, the requirements for power density in powertrains are becoming increasingly stringent, posing a greater challenge to powertrain lubrication. Insufficient lubrication in the powertrain will shorten its service life and negatively impact the normal operation of electric vehicles. Summary of the Invention

[0004] This application provides a powertrain and electric vehicle with active bearing lubrication function.

[0005] In a first aspect, embodiments of this application provide a powertrain, the housing of which includes a reducer slot, a reducer end cover, a motor slot, and an electronic control slot. The reducer end cover encloses the opening of the reducer slot, which accommodates the input shaft, intermediate shaft, and output shaft of the reducer in the powertrain. The intermediate shaft is used for transmission connection between the input shaft and the output shaft. The openings of the reducer slot and the motor slot are opposite to each other along the axial direction of the drive motor in the powertrain, and the electronic control slot is stacked on top of the reducer slot and the motor slot.

[0006] The housing's internal flow channels include a first internal flow channel for receiving oil output from the powertrain's oil pump. The bottom of the reducer slot includes a first oil outlet for actively lubricating a bearing on the intermediate shaft and a bearing on the output shaft by transmitting oil from the first internal flow channel through a first nozzle. The first oil outlet is located between the intermediate shaft and the output shaft, and along the stacking direction of the electronic control slot and the reducer slot, the first oil outlet is closer to the electronic control slot than the intermediate shaft and the output shaft.

[0007] In this embodiment, the intermediate shaft is used to transmit power from the input shaft to the output shaft. One bearing on the output shaft and one bearing on the intermediate shaft rotate with the output shaft and intermediate shaft respectively. It is necessary to ensure that both bearings receive adequate lubrication to extend the service life of the reducer and improve the safety performance of the powertrain.

[0008] However, current lubrication methods for reducer bearings typically employ passive lubrication: collecting oil ejected from rotating components like gears or leaking from certain structures, and then guiding the collected oil to the reducer bearings. This passive lubrication method is limited by the rotational speed of the rotating components and the oil temperature. Too low a rotational speed results in insufficient power for oil transmission, and too low a temperature leads to higher oil viscosity; both factors negatively impact oil collection and hinder lubrication efficiency.

[0009] In this embodiment, to avoid the drawbacks of passive lubrication of the reducer bearings, an oil pump is used to actively deliver oil to the reducer bearings. Driven by the oil pump, the oil flow is less affected by the rotational speed of the rotating parts and the oil temperature, ensuring stable lubrication of one bearing on the output shaft and one bearing on the intermediate shaft.

[0010] Active lubrication involves the delivery of oil. In this embodiment, a first internal flow channel receives oil from the oil pump. This first internal flow channel is integrally formed with the housing, providing strong structural stability. Located inside the housing, the first internal flow channel also avoids interference from the drive motor or reducer, ensuring stable oil delivery. Furthermore, the first internal flow channel does not occupy the housing space of the powertrain, facilitating miniaturization of the powertrain design.

[0011] In this embodiment, the first oil outlet uses oil delivered through a first nozzle to the first internal flow channel. Using a first nozzle to deliver oil allows for adjustment of the position and layout of the first oil outlet according to actual lubrication needs, which helps to expand the coverage area of ​​the oil in the reducer slot. In this embodiment, the first oil outlet is arranged between the output shaft and the intermediate shaft, which can simultaneously provide active lubrication for one bearing on the output shaft and one bearing on the intermediate shaft, improving lubrication efficiency. It also helps to reduce the number of oil outlets in the powertrain housing, lowering the risk of structural damage to the powertrain housing. Using a nozzle to deliver oil to the first oil outlet means that the opening direction of the first oil outlet does not need to directly point to one bearing on the output shaft and one bearing on the intermediate shaft, which helps to reduce the processing difficulty and cost of the first oil outlet.

[0012] In this embodiment, the bottom of the reducer slot and the bottom of the motor slot are adjacent along the axial direction of the drive motor. It is understood that the structural strength and vibration resistance of the reducer slot are generally superior to those of the reducer end cover. Compared to the first oil outlet being located on the reducer end cover, this embodiment places the first oil outlet at the bottom of the reducer slot, which enhances the stability of oil transmission from the first oil outlet to the first nozzle and reduces interference to the first nozzle.

[0013] In this embodiment, along the stacking direction of the electrical control slot and the reducer slot, the distance between the first oil outlet and the electrical control slot is less than the distance between the intermediate shaft and the output shaft and the electrical control slot. The first oil outlet being closer to the electrical control slot relative to the intermediate shaft and output shaft facilitates the movement of oil by gravity after it is ejected from the first nozzle, which helps reduce power loss of the oil in the transmission path. If the first oil outlet is farther from the electrical control slot relative to the output shaft and intermediate shaft, the oil ejected from the first nozzle still needs to resist gravity, which may result in insufficient power for the oil to move to one bearing of the output shaft and one bearing of the intermediate shaft, thus hindering the improvement of lubrication efficiency for these bearings.

[0014] In one embodiment, the first internal flow channel is distributed inside the bottom of the reducer slot, and the extension direction of the first internal flow channel intersects the opening direction of the first oil outlet.

[0015] In this embodiment, the first internal flow channel is distributed inside the bottom of the reducer slot, which helps to enhance the structural stability of the first internal flow channel. Both the first internal flow channel and the first oil outlet are distributed at the bottom of the reducer slot, facilitating direct communication between the first internal flow channel and the first oil outlet, reducing the difficulty of oil flowing from the first internal flow channel to the first oil outlet. In this embodiment, the extension direction of the first internal flow channel intersects the opening direction of the first oil outlet, allowing the first oil outlet to change the flow direction of the oil, so that the path of the first internal flow channel does not necessarily point directly to a bearing on the output shaft and a bearing on the intermediate shaft.

[0016] In one embodiment, the powertrain's oil pump is located on the side of the intermediate shaft and output shaft opposite to the electronic control slot, and a first internal flow channel is located between the intermediate shaft and the output shaft.

[0017] In this embodiment, the first internal flow channel and the oil pump are arranged compactly, facilitating connection between the first internal flow channel and the oil pump, shortening the length of the first internal flow channel, reducing power loss during oil transmission in the first internal flow channel, and improving lubrication efficiency for one bearing on the output shaft and one bearing on the intermediate shaft. Both the first internal flow channel and the first oil outlet are located between the intermediate shaft and the output shaft, which helps to shorten the oil transmission path. Furthermore, this embodiment reuses the space between the intermediate shaft and the output shaft, facilitating control over the size of the powertrain.

[0018] In one embodiment, the bottom of the reducer slot includes a first output bearing slot for accommodating a bearing of the output shaft.

[0019] The first oil outlet is located between the intermediate shaft and the first output bearing groove. The first oil injection port of the first nozzle is used to transfer oil to the notch in the groove wall of the first output bearing groove, and the notch in the groove wall of the first output bearing groove is located between the first oil outlet and the output shaft.

[0020] In this embodiment, the first nozzle's first oil spray port is used to spray oil onto a notch in the wall of the first output bearing groove. The oil flows into the first output bearing groove from the notch in the wall of the first output bearing groove to actively lubricate one bearing of the output shaft. Using a nozzle to spray oil to lubricate one bearing of the output shaft can reduce the number of internal flow channels in the housing, thereby reducing the processing difficulty and cost of the powertrain housing.

[0021] In this embodiment, the distance between the notch in the groove wall of the first output bearing groove and the first oil outlet is less than the distance between the output shaft and the first oil outlet. The notch in the groove wall of the first output bearing groove is distributed on the side of the output shaft near the first oil outlet, which helps to shorten the path of the oil from the first nozzle to the first output bearing groove and enhances the lubrication effect on one bearing of the output shaft.

[0022] In one embodiment, the bottom of the first output bearing groove along the axial direction of the output shaft is recessed away from the reducer end cover relative to the bottom of the motor groove. A first oil guide rib at the bottom of the reducer groove extends from the motor groove toward a notch in the groove wall of the first output bearing groove. Along the stacking direction of the electrical control groove and the reducer groove, the first oil guide ribs are distributed on the side of the notch in the groove wall of the first output bearing groove away from the first oil outlet.

[0023] In this embodiment, the first output bearing groove is recessed away from the bottom of the motor groove along the axial direction of the output shaft. This means that the first output bearing groove utilizes the space on the outer periphery of the motor groove, which can expand the accommodating space of the reducer groove without increasing the axial length of the powertrain, thus facilitating the optimization of the reducer layout.

[0024] In this embodiment, when the first output bearing groove is recessed away from the reducer end cover, the oil sprayed from the first oil injection port of the first nozzle is prone to leakage at the notch in the first output bearing groove. To improve lubrication efficiency, in this embodiment, the bottom of the reducer groove includes a first oil guide rib. The first oil guide rib is distributed on the side of the notch in the first output bearing groove away from the first oil outlet, and extends from the motor groove to the notch in the first output bearing groove. Oil leaking from the notch in the first output bearing groove can continue to flow into the notch under the guidance of the first oil guide rib, reducing oil loss.

[0025] In one embodiment, a first oil guide rib is used to form an oil collection groove with the groove wall of the first output bearing groove, and the oil collection groove is recessed away from the reducer end cover along the axial direction of the output shaft. The groove depth of the oil collection groove along the axial direction of the output shaft is less than the groove depth of the first output bearing groove, and the notch of the groove wall of the first output bearing groove faces the oil collection groove.

[0026] In this embodiment, when the oil sprayed by the first nozzle splashes at the notch in the wall of the first output bearing groove, if the groove wall fails to block the oil, some oil will have difficulty flowing into the first output bearing groove. This embodiment utilizes the groove wall of the first output bearing groove in conjunction with the first oil guide rib to form an oil collecting groove. This groove can block and guide the splashed oil into the notch in the groove wall of the first output bearing groove, thus reducing oil loss. In this embodiment, the depth of the oil collecting groove is less than the depth of the first output bearing groove, which helps prevent oil accumulation in the groove and accelerates oil flow.

[0027] In one embodiment, the bottom of the reducer slot includes a first intermediate bearing slot for accommodating a bearing of the intermediate shaft. Along the axial direction of the intermediate shaft, the first intermediate bearing slot protrudes towards the reducer end cover relative to the first oil outlet, and is located away from the first oil outlet relative to the output shaft.

[0028] The first nozzle has a first oil injection port for transmitting oil to the second oil guide rib at the bottom of the reducer slot. The second oil guide rib extends from the electronic control slot toward a notch in the wall of the first intermediate bearing slot, and the notch in the wall of the first intermediate bearing slot faces the electronic control slot and is away from the intermediate shaft.

[0029] In this embodiment of the application, the first oil outlet hole delivers oil to the notch of the first output bearing groove and the notch of the first intermediate bearing groove through the first nozzle.

[0030] In this embodiment, the intermediate bearing groove is relatively far from the first oil outlet. If the first oil nozzle directly sprays oil into the notch of the first intermediate bearing groove, the length of the first nozzle needs to be extended. Furthermore, the first intermediate bearing groove protrudes towards the reducer end cover relative to the first oil outlet, causing the groove wall to block oil sprayed from the first oil outlet of the first nozzle. To reduce the space occupied by the first nozzle and enhance the lubrication effect on one bearing of the intermediate shaft, in this embodiment, the bottom of the reducer groove also includes a second oil guide rib. The second oil guide rib is distributed between the electrical control groove and the notch of the first intermediate bearing groove, serving as an intermediate structure for oil transfer between the first nozzle and the notch of the first intermediate bearing groove. The second oil guide rib receives the oil sprayed from the first oil outlet of the first nozzle and transfers the oil to the notch of the first intermediate bearing groove, allowing the first oil outlet and the first nozzle to adapt to applications where the first intermediate bearing groove is located below.

[0031] In one embodiment, the inner diameter of the notch in the groove wall of the first intermediate bearing groove increases along the intermediate axis toward the second oil guide rib.

[0032] In this embodiment, the notch of the first intermediate bearing groove extends from the intermediate shaft towards the second oil guide rib. The notch serves to receive oil delivered from the first nozzle to the second oil guide rib and to transfer oil to the first intermediate bearing groove. The inner diameter of the notch near the second oil guide rib is relatively large, allowing oil guided by the second oil guide rib to flow more easily into the notch, thus improving the efficiency of oil reception and reducing oil loss. The inner diameter of the notch near the intermediate shaft is relatively small, enabling the inner wall of the notch to collect and guide the oil, helping to reduce flow resistance.

[0033] In one embodiment, the intermediate driving wheel and the intermediate driven wheel of the reducer are fixed to the intermediate shaft. The first oil outlet, the first intermediate bearing groove, and the second oil guide rib are distributed on the side of the intermediate driving wheel away from the intermediate driven wheel along the axial direction of the intermediate shaft, and the outer diameter of the intermediate driving wheel is smaller than the outer diameter of the intermediate driven wheel.

[0034] The second oil guide rib, along the axial direction of the intermediate shaft, protrudes towards the intermediate drive wheel relative to the first intermediate bearing groove. The intermediate drive wheel, along the radial direction of the intermediate shaft, is distributed between the second oil guide rib and the intermediate shaft. The distance between the second oil guide rib and the intermediate drive wheel along the radial direction of the intermediate shaft is less than the distance between the center of the first oil outlet and the intermediate drive wheel.

[0035] In this embodiment, one surface of the intermediate driving wheel along the axial direction of the intermediate shaft faces the bottom of the reducer slot, and the other surface of the intermediate driving wheel along the axial direction of the intermediate shaft faces the intermediate driven wheel. The intermediate driven wheel is used to mesh with the input wheel, and the intermediate driving wheel is used to mesh with the output wheel. The outer diameter of the intermediate driving wheel is smaller than the outer diameter of the intermediate driven wheel, which facilitates the reducer's function of speed reduction and torque increase.

[0036] In this embodiment, the second oil guide rib, in addition to lubricating one bearing of the intermediate shaft, can also actively lubricate the intermediate driven wheel and the intermediate shaft, thus achieving reuse of the second oil guide rib. Specifically, the axial distance between the second oil guide rib and the other surface of the intermediate driving wheel is less than the axial distance between the groove wall of the first intermediate bearing groove and the other surface of the intermediate driving wheel, which is equivalent to the second oil guide rib extending to one side of the intermediate driving wheel along the radial direction of the intermediate shaft. The second oil guide rib can transmit the oil from the first internal flow channel to the intermediate driving wheel and the intermediate shaft, and the intermediate shaft can continue to throw the oil to the first intermediate bearing groove. In addition to lubricating one bearing of the intermediate shaft, the second oil guide rib can also lubricate the intermediate driving wheel, which helps reduce wear on the intermediate driving wheel and the output wheel.

[0037] In this embodiment, the outer diameter of the intermediate drive wheel is small, and the distance between the second oil guide rib and the intermediate drive wheel is smaller than the distance between the first oil outlet and the intermediate drive wheel. Compared with directly spraying oil onto the intermediate drive wheel through the first nozzle, this embodiment lubricates the intermediate drive wheel by means of the second oil guide rib, which can avoid extending the length of the first nozzle.

[0038] In one embodiment, the differential of the reducer is arranged between the first output bearing slot and the reducer end cover. The output wheel of the reducer is used to drive the differential housing of the differential, which houses the planetary shaft and differential gear set of the differential. The planetary shaft is used to drive the differential gear set. The differential housing includes a window that extends through the differential housing, and the planetary shaft is exposed through the window of the differential housing. The window of the differential housing is distributed between the output shaft and the first oil outlet. The first injection port of the first nozzle is used to deliver oil to the window of the differential housing.

[0039] In this embodiment, the distance between the window of the differential housing and the first oil outlet is less than the distance between the output shaft and the first oil outlet. The window of the differential housing is located on the side of the output shaft closer to the first oil outlet, which helps to shorten the path of the oil from the first nozzle to the window of the differential housing and enhances the lubrication effect on the differential.

[0040] In this embodiment, the planetary shaft is used as an intermediate medium for lubricating the differential gear set. By guiding the oil to the planetary shaft, the rotation of the planetary shaft expands the coverage of the oil, which is beneficial for redistributing the oil in the differential housing.

[0041] In one embodiment, the internal flow channels of the housing include a second internal flow channel, which is distributed inside the wall of at least one of the reducer slots or motor slots. The inlet of the second internal flow channel is used to receive oil from the first internal flow channel via a heat exchanger of the powertrain. The outlet of the second internal flow channel is used to transfer the oil from the first internal flow channel to actively lubricate one bearing of the input shaft and the other bearing of the input shaft.

[0042] The bottom of the reducer slot includes a second oil outlet, which is used to actively lubricate another bearing of the intermediate shaft and another bearing of the output shaft by transmitting oil from the first internal flow channel through the second nozzle.

[0043] In the embodiments of this application, for ease of description, one bearing of the input shaft is denoted as bearing c, and the other bearing of the input shaft is denoted as bearing d. The other bearing of the intermediate shaft is denoted as bearing e, and the other bearing of the output shaft is denoted as bearing f.

[0044] In this embodiment, the second internal flow channel is located differently from the first internal flow channel within the housing. The second internal flow channel is distributed within the wall of at least one of the reducer slots or motor slots, and it communicates with the first internal flow channel, thereby expanding the coverage area of ​​the oil in the powertrain. A heat exchanger is used to cool the oil transferred from the first internal flow channel to the second internal flow channel, enabling the oil in the second internal flow channel to lubricate and cool the components of the powertrain.

[0045] In this embodiment, the second oil outlet uses a second nozzle to transfer oil from the first internal flow channel. Using a second nozzle to transfer oil allows for adjustment of the second oil outlet's position based on actual lubrication needs, thus expanding the oil's coverage area within the powertrain. Using a nozzle for oil transfer at the second oil outlet means the opening of the second oil outlet does not need to directly point towards the other bearing on the intermediate shaft or the other bearing on the output shaft, reducing the machining difficulty and cost of the first oil outlet. Compared to the second oil outlet being located on the reducer end cover, this embodiment places the second oil outlet at the bottom of the reducer groove, enhancing the stability of oil transfer from the second oil outlet to the second nozzle and reducing interference to the second nozzle.

[0046] In this embodiment, the first internal flow channel and the second oil outlet are both located at the bottom of the reducer groove, which facilitates direct communication between the first internal flow channel and the second oil outlet, reducing the difficulty of oil flowing from the first internal flow channel to the second oil outlet.

[0047] In this embodiment, the active lubrication of the bearings of the input shaft, intermediate shaft and output shaft is achieved through the cooperation of the first internal flow channel, the second internal flow channel, the first oil outlet and the second oil outlet, which helps to reduce the risk of insufficient local lubrication of the reducer.

[0048] In one embodiment, the bottom of the reducer slot includes a first input bearing slot for accommodating a bearing of the input shaft. The first input bearing slot is recessed along the axial direction of the input shaft toward the motor slot, causing the bottom of the motor slot to form an annular protrusion.

[0049] The second internal flow channel is used to transfer oil to the oil passage holes of the first input bearing groove, which are distributed on the inner surface of the groove wall. The opening direction of the oil passage holes of the first input bearing groove is towards the axis of the first input bearing groove along the radial direction of the input shaft.

[0050] In this embodiment, the input shaft of the reducer is used to drive the motor shaft of the drive motor. The axial direction of the input shaft is parallel to the axial direction of the drive motor. Along the axial direction of the input shaft, the bottom of the first input bearing groove is opposite to the bottom of the motor groove, and the first input bearing groove is recessed towards the motor groove. In this case, to facilitate the connection of the second internal flow channel with the oil passage of the first input bearing groove, at least a portion of the second internal flow channel is distributed on the groove wall of the motor groove.

[0051] In this embodiment, since the oil in the first input bearing groove comes from the second internal flow channel instead of a nozzle, unlike the first intermediate bearing groove and the first output bearing groove, the first input bearing groove uses oil passages distributed on the inner surface of the groove wall to transport oil. The opening direction of the oil passages in the first input bearing groove is radially toward the axis of the first input bearing groove along the input shaft. A radial flow channel can be used to connect the second internal flow channel and the oil passages in the first input bearing groove, or the oil passages in the first input bearing groove can be directly connected to the second internal flow channel.

[0052] In this embodiment, the first input bearing groove is recessed towards the motor groove, which is equivalent to borrowing part of the space inside the motor groove to form the first input bearing groove. This is beneficial to reduce the axial length of the powertrain while lubricating only one bearing of the input shaft.

[0053] In one embodiment, the reducer end cover includes a second input bearing groove, a fixing hole, and an oil guide protrusion. The second input bearing groove is used to accommodate another bearing of the input shaft, and the fixing hole is used to fix the sealing element.

[0054] The second input bearing groove is recessed along the axial direction of the input shaft, away from the reducer groove. The fixing hole penetrates the bottom of the second input bearing groove. Oil guide protrusions are distributed on the surface of the reducer end cover away from the reducer groove.

[0055] The housing's internal flow channels include a third internal flow channel, located inside the oil guide protrusion. This third internal flow channel transmits oil from the second internal flow channel to the oil passages in the second input bearing groove and the mounting hole. The oil passages in the mounting hole are located on the inner surface of the mounting hole, arranged sequentially along the axial sealing member of the input shaft, the oil passages in the mounting hole, and the shaft cavity of the input shaft. The oil passages in the second input bearing groove are located at the bottom of the groove.

[0056] In this embodiment, both the second input bearing groove and the fixing hole are located on the reducer end cover. The second input bearing groove is used to accommodate the other bearing of the input shaft, and the fixing hole is used to fix the sealing component. To achieve active lubrication of the other bearing of the input shaft and the input shaft itself, a third internal flow channel can be arranged on the reducer end cover to guide the oil in the second internal flow channel to the oil passages of the second input bearing groove and the fixing hole. Specifically, the second input bearing groove is recessed away from the reducer groove, so that the outer periphery of the second input bearing groove has space for arranging the oil guide protrusion, and the third internal flow channel is distributed inside the oil guide protrusion. To ensure that the third internal flow channel can lubricate both the input shaft and the other bearing of the input shaft, the oil passages of the second input bearing groove need to be distributed at the bottom of the second input bearing groove, and the oil passages of the second input bearing groove and the oil passages of the fixing hole form parallel branches. If the oil passage holes of the second input bearing groove are distributed on the inner surface of the groove wall of the second input bearing groove, since the distance between the groove wall of the second input bearing groove and the third internal flow channel is less than the distance between the fixing hole and the third internal flow channel, the oil in the third internal flow channel will need to flow into the second input bearing groove to lubricate the other bearing of the input shaft first, and then flow to the input shaft through the fixing hole, which is not conducive to improving lubrication efficiency.

[0057] In this embodiment, a portion of the oil in the third internal flow channel can flow into the shaft cavity of the input shaft through the oil passage of the fixing hole. In one embodiment, the oil flowing into the shaft cavity of the input shaft can continue to flow into the shaft cavity of the motor shaft, which is beneficial for lubricating the mating parts of the input shaft and the motor shaft and for cooling the motor shaft. The opening direction of the fixing hole is away from the bottom of the second input bearing groove, and the sealing parts are distributed inside the fixing hole to prevent leakage of oil flowing out from the oil passage of the fixing hole.

[0058] In one embodiment, the reducer end cover includes a second intermediate bearing groove for accommodating another bearing of the intermediate shaft. Along the axial direction of the intermediate shaft, the second intermediate bearing groove protrudes toward the intermediate driven wheel of the reducer, and the outer diameter of the intermediate driven wheel is larger than the outer diameter of the second intermediate bearing groove.

[0059] Two third oil guide ribs along the circumferential reducer end cover of the intermediate shaft are distributed on both sides of the notch in the groove wall of the second intermediate bearing groove. The second oil outlet is distributed between the electronic control groove and the intermediate driven wheel. The second oil outlet is used to transmit oil through the second oil injection port of the second nozzle to the gap between the two third oil guide ribs.

[0060] In this embodiment, one surface of the intermediate driven wheel along the axial direction of the intermediate shaft faces the reducer end cover, and the other surface faces the bottom of the reducer groove. A second intermediate bearing groove is located on the reducer end cover, and a second oil outlet is located at the bottom of the reducer groove, meaning the intermediate driven wheel is positioned between the second intermediate bearing groove and the second oil outlet. The outer diameter of the intermediate driven wheel is larger than the outer diameter of the second intermediate bearing groove. If the second oil outlet directly supplies oil to the notch in the second intermediate bearing groove through the second nozzle, the oil may be blocked by the intermediate driven wheel.

[0061] In this embodiment, two third oil guide ribs are arranged on both sides of the notch in the groove wall of the second intermediate bearing groove. The second oil injection port of the second nozzle sprays oil into the gap between the two third oil guide ribs. The two third oil guide ribs can guide the oil to the notch in the groove wall of the second intermediate bearing groove, which can effectively prevent the oil from being blocked by the intermediate driven wheel and improve the lubrication efficiency of the other bearing of the intermediate shaft. In order to realize the transmission of oil from the second nozzle to the gap between the two third oil guide ribs, the second oil outlet needs to be arranged between the electrical control groove and the intermediate driven wheel along the stacking direction of the electrical control groove and the reducer groove.

[0062] In this embodiment, the second intermediate bearing groove protrudes from the reducer end cover toward the intermediate driven wheel. The two third oil guide ribs actually utilize the space on the outer periphery of the second intermediate bearing groove, which can effectively control the axial space occupied by the second intermediate bearing groove and the two third oil guide ribs, which is conducive to realizing the miniaturization design of the reducer and powertrain.

[0063] In one embodiment, the reducer end cover includes a second output bearing groove for accommodating another bearing of the output shaft. A second oil outlet is used to transmit oil through a second injection port of a second nozzle to an oil passage hole in the groove wall of the second output bearing groove. A third oil guide rib is arranged in the groove wall of the second intermediate bearing groove, with the notch facing the output shaft. The oil passage holes in the groove wall of the second output bearing groove are distributed between the output shaft and the third oil guide rib.

[0064] In this embodiment, the active lubrication of the other bearing on the output shaft and the other bearing on the intermediate shaft shares the same second oil outlet. When the second oil outlet delivers oil to one third oil guide rib and another third oil guide rib through the second oil nozzle's second injection port, to reduce the difficulty of delivering oil from the second oil nozzle's second injection port to the oil passage of the second output bearing groove, the oil passage of the second output bearing groove should be adjacent to one of the third oil guide ribs, which helps to shorten the oil's movement path.

[0065] In one embodiment, the distance between the center of the second oil outlet and the input shaft is less than the distance between the center of the first oil outlet and the input shaft. The second oil injection port of the second nozzle is used to deliver oil to the meshing point between the input wheel and the intermediate driven wheel, and the second oil injection port of the second nozzle is used to deliver oil to the meshing point between the output wheel and the intermediate driving wheel.

[0066] In this embodiment, the distance between the center of the second oil outlet and the input shaft is less than the distance between the center of the first oil outlet and the input shaft. The second oil outlet is arranged between the electronic control slot and the intermediate driven wheel. The intermediate driving wheel and the intermediate driven wheel are coaxial, and the outer diameter of the intermediate driving wheel is smaller than the outer diameter of the intermediate driven wheel. Therefore, the second oil outlet is also arranged between the electronic control slot and the intermediate driving wheel. Compared with the first oil outlet, the second oil outlet is more conveniently positioned to deliver oil to the meshing points of the input wheel and the intermediate driven wheel, and the meshing points of the output wheel and the intermediate driving wheel, thus shortening the oil transmission path without increasing the space occupied by the nozzle.

[0067] In one embodiment, the wall of the motor slot includes a third oil outlet for transmitting oil from the second internal flow channel to the stator cooling channel and the oil injection ring of the drive motor. The stator cooling channel is formed between a portion of the outer surface of the stator of the drive motor and the wall of the motor slot, and the extension direction of the stator cooling channel is parallel to the axial direction of the drive motor. The oil injection ring surrounds the end of the winding along the circumference of the drive motor, and the oil injection ring is used to spray oil onto the end of the winding and the resolver bearing of the drive motor.

[0068] In this embodiment, the second internal flow channel is distributed inside the slot wall of the motor slot. The second internal flow channel transmits oil to the outer surface of the stator and the oil injection ring through the third oil outlet hole to achieve cooling of the stator, winding and resolver bearing, reduce the risk of over-temperature failure of the drive motor components, and improve the working efficiency of the drive motor.

[0069] In one embodiment, the bottom of the first intermediate bearing groove includes a through hole extending through the bottom of the groove. The through hole is axially aligned with the oil injection ring along the drive motor. The through hole is used to deliver a portion of the oil in the motor groove to a bearing on the active lubrication intermediate shaft of the first intermediate bearing groove.

[0070] In this embodiment, the oil sprayed by the oil injection ring onto the end of the winding falls onto the wall of the motor slot and then flows into the first intermediate bearing slot through the through hole, thus replenishing the amount of oil used to lubricate one bearing of the intermediate shaft. The through hole is opposite to the oil injection ring, which helps to reduce the difficulty of oil flowing from the motor slot into the first intermediate bearing slot.

[0071] Secondly, embodiments of this application provide an electric vehicle, which includes a power battery and a powertrain as described in any embodiment of the first aspect. The powertrain is used to receive power from the power battery and to drive the wheels of the electric vehicle.

[0072] In this embodiment of the application, the powertrain described in the first aspect is applied to an electric vehicle. Since the lubrication effect of the powertrain is improved, it helps to ensure the smooth and safe operation of the electric vehicle. Attached Figure Description

[0073] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the embodiments of this application will be described below.

[0074] Figure 1 This is a schematic diagram of an electric vehicle provided in an embodiment of this application;

[0075] Figure 2 This is a schematic diagram of the powertrain provided in an embodiment of this application;

[0076] Figure 3 This is an exploded view of the powertrain provided in the embodiments of this application;

[0077] Figure 4 This is a schematic diagram of the powertrain provided in an embodiment of this application;

[0078] Figure 5 This is a schematic diagram of the powertrain provided in an embodiment of this application;

[0079] Figure 6 This is a schematic diagram of the powertrain provided in an embodiment of this application;

[0080] Figure 7 This is a cross-sectional view of the powertrain provided in the embodiments of this application;

[0081] Figure 8 yes Figure 5 A partially enlarged view of section M in the powertrain shown;

[0082] Figure 9 This is an exploded view of the powertrain provided in the embodiments of this application;

[0083] Figure 10 This is an exploded view of the powertrain provided in the embodiments of this application;

[0084] Figure 11 This is a schematic diagram of the powertrain provided in an embodiment of this application;

[0085] Figure 12 This is a schematic diagram of the powertrain provided in an embodiment of this application;

[0086] Figure 13 This is a cross-sectional view of the powertrain provided in the embodiments of this application;

[0087] Figure 14 This is a schematic diagram of the powertrain provided in an embodiment of this application;

[0088] Figure 15 This is a schematic diagram of the powertrain provided in an embodiment of this application. Detailed Implementation

[0089] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0090] For ease of understanding, the English abbreviations and related technical terms used in the embodiments of this application will be explained and described below.

[0091] Parallelism: The parallelism defined in the embodiments of this application is not limited to absolute parallelism. This definition of parallelism can be understood as basic parallelism, allowing for situations where the parallelism is not absolute due to factors such as assembly tolerance, design tolerance, and structural flatness.

[0092] Perpendicularity: The perpendicularity defined in this application is not limited to an absolutely perpendicular intersection. Cases where the intersection is not absolutely perpendicular due to factors such as assembly tolerances, design tolerances, and structural flatness are allowed. Small angular errors are permissible, for example, within the range of 80 to 100 degrees, which can be understood as a perpendicular relationship.

[0093] Current powertrains suffer from insufficient lubrication. This application provides a powertrain whose housing includes a reducer slot, a reducer end cover, a motor slot, and an electronic control slot. The reducer end cover encloses the opening of the reducer slot, which accommodates the input shaft, intermediate shaft, and output shaft of the reducer in the powertrain. The intermediate shaft connects the input and output shafts. The motor slot accommodates the drive motor of the powertrain. The electronic control slot accommodates the motor controller of the powertrain. The openings of the reducer slot and the motor slot are opposite to each other along the axial direction of the drive motor, and the bottoms of the reducer slot and the electronic control slot are adjacent along the axial direction of the drive motor. The electronic control slot is stacked on top of the reducer slot and the motor slot, and the stacking direction of the electronic control slot, the reducer slot, and the motor slot intersects the axial direction of the drive motor.

[0094] The housing's internal flow channels include a first internal flow channel for receiving oil output from the powertrain's oil pump. The bottom of the reducer slot includes a first oil outlet for transferring oil from the first internal flow channel to the reducer slot via a first nozzle, actively lubricating a bearing on the intermediate shaft and a bearing on the output shaft. The first oil outlet is located between the intermediate shaft and the output shaft, and along the stacking direction of the electronic control slot and the reducer slot, the first oil outlet is closer to the electronic control slot than the intermediate shaft and the output shaft.

[0095] This application embodiment utilizes a first oil outlet hole to actively lubricate one bearing on the intermediate shaft and one bearing on the output shaft, which helps improve lubrication efficiency and reduces the number of oil outlet holes in the housing. The powertrain provided in this application embodiment can be applied to electric vehicles.

[0096] Please see Figure 1 , Figure 1 This is a schematic diagram of an electric vehicle 1 provided in an embodiment of this application. In one embodiment, the electric vehicle 1 includes a powertrain 10 and a power battery 20. In another embodiment, the electric vehicle 1 further includes a frame 30 for mounting the powertrain 10 and the power battery 20. The frame 30 is the structural skeleton of the electric vehicle 1, capable of withstanding environmental loads from both inside and outside the electric vehicle 1. In this embodiment, the electric vehicle 1 refers to a wheeled device driven or towed by a power unit. The power battery 20 supplies power to the powertrain 10; the power battery 20 can also be referred to as a battery pack. The powertrain 10 is the power source of the electric vehicle 1, and the powertrain 10 drives the wheels 40 of the electric vehicle 1.

[0097] Please see Figure 2 , Figure 2 This is a schematic diagram of a powertrain 10 provided in an embodiment of this application. In one embodiment, the powertrain 10 includes a reducer 200, a drive motor 300, and a motor controller 400. A power battery supplies power to the drive motor 300 via the motor controller 400. The drive motor 300 converts the electrical energy transmitted from the power battery into mechanical energy, and then transmits the mechanical energy to the reducer 200 to drive the wheels 40 to rotate.

[0098] In one embodiment, the powertrain 10 further includes an oil pump 500 for delivering oil to at least one of the reducer 200, the drive motor 300, or the motor controller 400.

[0099] In one embodiment, the motor controller 400 is used to convert the direct current transmitted by the power battery 20 into alternating current. In another embodiment, the motor controller 400 is used to control the drive motor 300 and the reducer 200.

[0100] In one embodiment, the drive motor 300 includes a stator 310, a rotor 320, and a motor shaft 330. When alternating current converted by the motor controller 400 is applied to the windings 311 of the stator 310, alternating magnetic flux is generated. The alternating magnetic flux generated by the windings 311 interacts with the permanent magnet flux generated by the rotor 320, causing the rotor 320 to rotate relative to the stator 310. The rotor 320 is fixedly connected to the motor shaft 330, causing the motor shaft 330 to rotate with the rotor 320. The stator 310 is rotatably connected to the motor shaft 330, allowing the motor shaft 330 to rotate relative to the stator 310, converting electrical energy into mechanical energy. The output end of the motor shaft 330 is used to transmit mechanical energy.

[0101] In one embodiment, the shaft and gears of the reducer 200 are used to change the transmission ratio between the drive motor 300 and the wheels. In another embodiment, the inner ring of the bearing of the reducer 200 is fixed to the shaft of the reducer 200, and the bearing of the reducer 200 is used to position and support the shaft of the reducer 200. The shaft of the reducer 200 includes an input shaft 210, an intermediate shaft 220, and an output shaft 230. The gears of the reducer 200 include an input gear 240, an intermediate driven gear 250a, an intermediate driving gear 250b, and an output gear 260. The reducer 200 also includes a differential 600, which is used to enable the left and right wheels to rotate at different speeds. The input shaft 210 is used to drive the motor shaft 330 of the drive motor 300, the intermediate shaft 220 is used to drive the input shaft 210 and the output shaft 230, and the output shaft 230 is used to drive the differential 600. The input wheel 240 is fixed to the input shaft 210, the intermediate driven wheel 250a and the intermediate driving wheel 250b are fixed to the intermediate shaft 220, and the output wheel 260 is fixed to the output shaft 230. The input wheel 240 is used to mesh with the intermediate driven wheel 250a, and the intermediate driving wheel 250b is used to mesh with the output wheel 260.

[0102] In one embodiment, the input shaft 210 and the motor shaft 330 are fixedly connected by a spline engagement, and the axial direction of the input shaft 210 is parallel to the axial direction of the drive motor 300.

[0103] In one embodiment, the reducer 200 is a parallel shaft reducer 200. That is, the axial direction of the input shaft 210 is parallel to the axial direction of the intermediate shaft 220 and the axial direction of the output shaft 230.

[0104] During the operation of the powertrain, the reducer's bearings need to rotate at high speed along with the reducer's shaft and withstand various loads. Therefore, one of the key factors in improving bearing reliability is the effectiveness of bearing lubrication. Insufficient lubrication, resulting in a lack of lubricating oil to form an oil film, will cause rapid bearing wear, and in severe cases, may pose safety risks.

[0105] This application embodiment improves the lubrication method of the reducer bearings, thereby enhancing the lubrication effect of the reducer bearings and ensuring the normal operation of the powertrain and electric vehicle.

[0106] The powertrain 10 provided in the embodiments of this application is described in detail below.

[0107] Please refer to the following: Figures 2 to 5 , Figure 3 An exploded view of the powertrain 10 provided in the embodiments of this application. Figure 4 This is a schematic diagram of the powertrain 10 provided in an embodiment of this application. Figure 5 This is a schematic diagram of the powertrain 10 provided in an embodiment of this application.

[0108] In one embodiment, the housing 100 of the powertrain 10 includes a reducer slot 110, a reducer end cap 120, a motor slot 130, and an electrical control slot 140. The reducer end cap 120 encloses the opening of the reducer slot 110, which accommodates the input shaft 210, intermediate shaft 220, and output shaft 230 of the reducer 200 in the powertrain 10. The intermediate shaft 220 provides a transmission connection between the input shaft 210 and the output shaft 230. The openings of the reducer slot 110 and the motor slot 130 are opposite to each other along the axial direction O of the drive motor 300 in the powertrain 10, and the electrical control slot 140 is stacked on top of the reducer slot 110 and the motor slot 130.

[0109] The internal flow channel of the housing 100 includes a first internal flow channel 150a, which receives oil output from the oil pump 500 of the powertrain 10. The bottom of the reducer slot 110 includes a first oil outlet 111, which is used to actively lubricate a bearing 221 of the intermediate shaft 220 and a bearing 231 of the output shaft 230 by transmitting the oil from the first internal flow channel 150a through the first nozzle 270. The first oil outlet 111 is distributed between the intermediate shaft 220 and the output shaft 230, and along the stacking direction of the electronic control slot 140 and the reducer slot 110, the first oil outlet 111 is closer to the electronic control slot 140 relative to the intermediate shaft 220 and the output shaft 230.

[0110] In this embodiment, for ease of description, one bearing 231 of the output shaft 230 is referred to as bearing 231a, and one bearing 221 of the intermediate shaft 220 is referred to as bearing 221a. In one embodiment, the inner ring of bearing 231a is fixed to the output shaft 230, and the inner ring of bearing 221a is fixed to the intermediate shaft 220.

[0111] In this embodiment, the motor slot 130 is used to accommodate the drive motor 300, and the electrical control slot 140 is used to accommodate the motor controller 400. In one embodiment, the stacking direction of the electrical control slot 140 and the reducer slot 110 intersects the axial direction O of the drive motor 300. In another embodiment, the stacking direction of the electrical control slot 140 and the reducer slot 110 is perpendicular to the axial direction O of the drive motor 300, which is beneficial for controlling the overall axial length of the powertrain 10.

[0112] In this embodiment, the intermediate shaft 220 is used to transmit power from the input shaft 210 to the output shaft 230. The bearings 231a and 221a rotate with the output shaft 230 and the intermediate shaft 220, respectively. It is necessary to ensure that the bearings 231a and 221a receive sufficient lubrication to extend the service life of the reducer 200 and improve the safety performance of the powertrain 10.

[0113] However, the current lubrication method for the bearings of the reducer 200 is typically passive lubrication: collecting oil thrown out by rotating parts such as gears in the reducer 200, or collecting oil leaking from certain structures, and then guiding the collected oil to the bearings of the reducer 200. This passive lubrication method is limited by the rotational speed of the rotating parts and the temperature of the oil. Too low a rotational speed will result in insufficient power for the oil during transmission, and too low a temperature will result in high oil viscosity. Both of these factors negatively impact oil collection and are detrimental to improving lubrication efficiency.

[0114] In this embodiment, to avoid the drawbacks of passive lubrication of the bearings of the reducer 200, an oil pump 500 actively supplies oil to the bearings of the reducer 200. Driven by the oil pump 500, the flow of the oil is less affected by the rotational speed of the rotating parts and the oil temperature, ensuring stable lubrication of bearings 231a and 221a. In one embodiment, the oil can be any one of ethylene glycol-based cooling oil, synthetic oil, and mineral oil.

[0115] Active lubrication involves the delivery of oil. In this embodiment, a first internal flow channel 150a is used to receive oil from the oil pump 500. The first internal flow channel 150a is an internal flow channel of the housing 100, integrally formed with the housing 100, resulting in strong structural stability. The location of the first internal flow channel 150a inside the housing 100 also avoids interference from the drive motor 300 or the reducer 200, which helps ensure stable oil delivery. Furthermore, the first internal flow channel 150a does not occupy the housing space of the powertrain 10, which is beneficial for achieving a miniaturized design of the powertrain 10.

[0116] In this embodiment, the first oil outlet 111 uses oil delivered through the first nozzle 270 to the first internal flow channel 150a. Using the first nozzle 270 to deliver oil allows for adjustment of the position of the first oil outlet 111 according to actual lubrication needs, which helps to expand the coverage area of ​​the oil in the reducer slot 110. In this embodiment, the first oil outlet 111 is arranged between the output shaft 230 and the intermediate shaft 220, which can simultaneously ensure the active lubrication of bearings 231a and 221a, improving lubrication efficiency. It also helps to reduce the number of oil outlets in the powertrain housing 100, reducing the risk of structural damage to the powertrain housing 100. The use of a nozzle to deliver oil to the first oil outlet 111 means that the opening direction of the first oil outlet 111 does not need to directly point towards bearings 231a and 221a, which helps to reduce the processing difficulty and cost of the first oil outlet 111.

[0117] In this embodiment, the bottom of the reducer groove 110 and the bottom of the motor groove 130 are adjacent along the axial direction O of the drive motor 300. It is understood that the structural strength and vibration resistance of the reducer groove 110 are generally superior to those of the reducer end cover 120. Compared to the first oil outlet 111 being located on the reducer end cover 120, this embodiment places the first oil outlet 111 at the bottom of the reducer groove 110, which enhances the stability of oil transmission from the first oil outlet 111 to the first nozzle 270 and reduces interference to the first nozzle 270. In one embodiment, the first oil outlet 111 is used to fix the first nozzle 270.

[0118] In this embodiment, along the stacking direction of the electrical control groove 140 and the reducer groove 110, the distance between the first oil outlet 111 and the electrical control groove 140 is less than the distance between the intermediate shaft 220 and the output shaft 230 and the electrical control groove 140. The first oil outlet 111 is closer to the electrical control groove 140 relative to the intermediate shaft 220 and the output shaft 230, facilitating the movement of oil by gravity after it is ejected from the first nozzle 270, which helps reduce power loss of the oil in the transmission path. If the first oil outlet 111 is farther from the electrical control groove 140 relative to the output shaft 230 and the intermediate shaft 220, the oil ejected from the first nozzle 270 still needs to resist gravity, which may result in insufficient power for the oil to move to the bearings 231a and 221a, hindering the improvement of lubrication efficiency for the bearings 231a and 221a.

[0119] Please refer to the following: Figures 5 to 7 , Figure 6 This is a schematic diagram of the powertrain 10 provided in an embodiment of this application. Figure 7 A cross-sectional view of the powertrain 10 provided in an embodiment of this application.

[0120] In one embodiment, the first internal flow channel 150a is distributed inside the bottom of the reducer groove 110, and the extending direction of the first internal flow channel 150a intersects the opening direction of the first oil outlet 111.

[0121] In this embodiment, the first internal flow channel 150a is distributed inside the bottom of the reducer groove 110, which helps to enhance the structural stability of the first internal flow channel 150a. Both the first internal flow channel 150a and the first oil outlet 111 are distributed at the bottom of the reducer groove 110, facilitating direct communication between the first internal flow channel 150a and the first oil outlet 111, reducing the difficulty of oil flowing from the first internal flow channel 150a to the first oil outlet 111. In this embodiment, the extension direction of the first internal flow channel 150a intersects the opening direction of the first oil outlet 111. The first oil outlet 111 can change the flow direction of the oil, so that the path of the first internal flow channel 150a does not necessarily point directly to the bearings 231a and 221a.

[0122] In one embodiment, the opening direction of the first oil outlet 111 is perpendicular to the extending direction of the first internal flow channel 150a. In another embodiment, the opening direction of the first oil outlet 111 is parallel to the axial direction O of the drive motor 300.

[0123] Please continue reading. Figures 5 to 7 In one embodiment, the oil pump 500 of the powertrain 10 is distributed on the side of the intermediate shaft 220 and the output shaft 230 away from the electronic control slot 140, and the first internal flow channel 150a is distributed between the intermediate shaft 220 and the output shaft 230.

[0124] In this embodiment, the first internal flow channel 150a and the oil pump 500 are arranged compactly, facilitating the connection between the first internal flow channel 150a and the oil pump 500, shortening the length of the first internal flow channel 150a, reducing power loss during oil transmission in the first internal flow channel 150a, and improving the lubrication efficiency of bearings 231a and 221a. The first internal flow channel 150a and the first oil outlet 111 are both distributed between the intermediate shaft 220 and the output shaft 230, which helps to shorten the oil transmission path. Furthermore, this embodiment reuses the space between the intermediate shaft 220 and the output shaft 230, facilitating control of the size of the powertrain 10. In one embodiment, the oil pump 500 is distributed on the side of the intermediate shaft 220 and the output shaft 230 away from the electrical control slot 140, which also facilitates oil pump 500 recovery, thereby improving oil utilization.

[0125] Please refer to the following: Figure 4 , Figure 5 and Figure 8 , Figure 8 for Figure 5 A partial enlarged view of section M in the powertrain 10 shown.

[0126] In one embodiment, the bottom of the reducer slot 110 includes a first output bearing slot 112, which is used to accommodate the bearing 231a of the output shaft 230.

[0127] The first oil outlet 111 is located between the intermediate shaft 220 and the first output bearing groove 112. The first oil injection port 271 of the first nozzle 270 is used to transmit oil to the notch 1121 of the groove wall of the first output bearing groove 112, and the notch 1121 of the groove wall of the first output bearing groove 112 is located between the first oil outlet 111 and the output shaft 230.

[0128] In this embodiment, for ease of description, the notch 1121 in the wall of the first output bearing groove 112, distributed between the first oil outlet 111 and the output shaft 230, is referred to as notch 1121a, and the first oil injection port 271 in the first nozzle 270 used to transmit oil to notch 1121a is referred to as first oil injection port 271a. The first oil injection port 271a of the first nozzle 270 is used to spray oil into notch 1121a of the first output bearing groove 112, and the oil flows into the first output bearing groove 112 from notch 1121a to actively lubricate the bearing 231a. Using nozzle oil spraying to lubricate the bearing 231a can reduce the number of internal flow channels in the housing 100, and reduce the processing difficulty and cost of the housing 100 of the powertrain 10.

[0129] In this embodiment, the distance between the notch 1121a of the first output bearing groove 112 and the first oil outlet 111 is less than the distance between the output shaft 230 and the first oil outlet 111. The notch 1121a of the first output bearing groove 112 is distributed on the side of the output shaft 230 near the first oil outlet 111, which helps to shorten the path of the oil from the first nozzle 270 to the first output bearing groove 112 and enhances the lubrication effect on the bearing 231a.

[0130] Please continue reading. Figure 4 , Figures 5 to 8 In one embodiment, along the axial direction O of the output shaft 230, the bottom of the first output bearing groove 112 is recessed away from the reducer end cover 120 relative to the groove bottom of the motor groove 130. A first oil guide rib 161 at the bottom of the reducer groove 110 extends from the motor groove 130 toward a notch 1121a in the groove wall of the first output bearing groove 112. Along the stacking direction of the electrical control groove 140 and the reducer groove 110, the first oil guide ribs 161 are distributed on the side of the groove wall of the first output bearing groove 112 away from the first oil outlet hole 111 at the notch 1121a.

[0131] In this embodiment, the first output bearing groove 112 is recessed away from the bottom of the motor groove 130 along the axial direction O of the output shaft 230. This means that the first output bearing groove 112 utilizes the space on the outer periphery of the motor groove 130, which can expand the accommodating space of the reducer groove 110 without increasing the axial length of the powertrain 10, and is beneficial to optimizing the layout of the reducer 200.

[0132] In this embodiment, when the first output bearing groove 112 is recessed away from the reducer end cover 120, the oil sprayed from the first oil injection port 271a of the first nozzle 270 is prone to leakage at the notch 1121a of the first output bearing groove 112. To improve lubrication efficiency, in this embodiment, the bottom of the reducer groove 110 includes a first oil guide rib 161. The first oil guide rib 161 is distributed on the side of the notch 1121a of the first output bearing groove 112 away from the first oil outlet 111, and the first oil guide rib 161 points from the motor groove 130 to the notch 1121a. The first oil guide rib 161 used to cooperate with the notch 1121a is referred to as the first oil guide rib 161a. The oil leaking from the notch 1121a can continue to flow into the notch 1121a under the guidance of the first oil guide rib 161a, reducing oil loss.

[0133] Please continue reading. Figure 8 In one embodiment, the first oil guide rib 161a forms an oil collecting groove 113 with the groove wall of the first output bearing groove 112, and the oil collecting groove 113 is recessed away from the reducer end cover 120 along the axial direction of the output shaft 230. The groove depth of the oil collecting groove 113 along the axial direction of the output shaft 230 is less than the groove depth of the first output bearing groove 112, and the notch 1121a of the groove wall of the first output bearing groove 112 faces the oil collecting groove 113.

[0134] In this embodiment, the oil collecting groove 113 formed by the first oil guide rib 161a and the groove wall of the first output bearing groove 112 is referred to as oil collecting groove 113a. When the oil sprayed by the first nozzle 270 splashes at the notch 1121a, if the groove wall of the first output bearing groove 112 cannot block the oil, some oil will have difficulty flowing into the first output bearing groove 112. In this embodiment, the groove wall of the first output bearing groove 112 and the first oil guide rib 161a cooperate to form the oil collecting groove 113a. The oil collecting groove 113a can block and guide the splashed oil into the notch 1121a, which helps to reduce oil loss. In this embodiment, the groove depth of the oil collecting groove 113a is less than the groove depth of the first output bearing groove 112, which helps to prevent oil from accumulating in the oil collecting groove 113a and accelerates the flow of oil.

[0135] Please continue reading. Figure 4 , Figure 5 and Figure 8In one embodiment, the bottom of the reducer slot 110 includes a first intermediate bearing slot 114 for accommodating a bearing 221a of the intermediate shaft 220. Along the axial direction of the intermediate shaft 220, the first intermediate bearing slot 114 protrudes towards the reducer end cover 120 relative to the first oil outlet 111, and the first intermediate bearing slot 114 is opposite to the first oil outlet 111 relative to the output shaft 230.

[0136] The first oil injection port 271 of the first nozzle 270 is used to transmit oil to the second oil guide rib 162 at the bottom of the reducer groove 110. The second oil guide rib 162 extends from the electronic control groove 140 toward the notch 1141 of the groove wall of the first intermediate bearing groove 114, and the notch 1141 of the groove wall of the first intermediate bearing groove 114 faces the electronic control groove 140 and is away from the intermediate shaft 220.

[0137] In this embodiment, for ease of description, the first oil injection port 271 in the first nozzle 270 used to transmit oil to the second oil guide rib 162 is referred to as the first oil injection port 271b. The first oil outlet 111 delivers oil to the notch 1121a of the first output bearing groove 112 and the notch 1141 of the first intermediate bearing groove 114 through the first oil injection ports 271a and 271b of the first nozzle 270, respectively. Integrating the first oil injection ports 271a and 271b into the first nozzle 270 helps to reduce the number of nozzles.

[0138] In this embodiment, the distance between the first intermediate bearing groove 114 and the first oil outlet 111 is relatively far. If the first oil injection port 271b of the first nozzle 270 sprays oil directly into the notch 1141 of the first intermediate bearing groove 114, the length of the first nozzle 270 needs to be extended. Furthermore, the first intermediate bearing groove 114 protrudes towards the reducer end cover 120 relative to the first oil outlet 111, causing the groove wall of the first intermediate bearing groove 114 to block the oil sprayed from the first oil injection port 271b of the first nozzle 270. To reduce the space occupied by the first nozzle 270 and enhance the effect of oil lubrication of the bearing 221a, in this embodiment, the bottom of the reducer groove 110 also includes a second oil guide rib 162. The second oil guide rib 162 is distributed between the electronic control groove 140 and the notch 1141 of the first intermediate bearing groove 114, serving as an intermediate structure for transmitting oil between the first nozzle 270 and the notch 1141. The second oil guide rib 162 used to transfer oil from the first injection port 271b to the notch 1141 is designated as the second oil guide rib 162a. The second oil guide rib 162a is used to receive the oil ejected from the first injection port 271b of the first nozzle 270, and to transfer the oil to the notch 1141 of the first intermediate bearing groove 114, so that the first oil outlet 111 and the first nozzle 270 can adapt to the application scenario where the first intermediate bearing groove 114 is located below.

[0139] Please continue reading. Figure 8 In one embodiment, the inner diameter of the notch 1141 in the groove wall of the first intermediate bearing groove 114 increases along the intermediate shaft 220 toward the second oil guide rib 162a.

[0140] In this embodiment, the notch 1141 of the first intermediate bearing groove 114 extends from the intermediate shaft 220 toward the second oil guide rib 162a. The notch 1141 is used to receive the oil delivered from the first nozzle 270 to the second oil guide rib 162a, and to transmit the oil to the first intermediate bearing groove 114. The inner diameter of the notch 1141 near the second oil guide rib 162a is relatively large, making it easier for the oil guided by the second oil guide rib 162a to flow into the notch 1141, thereby improving the efficiency of the notch 1141 in receiving oil and reducing oil loss. The inner diameter of the notch 1141 near the other end of the intermediate shaft 220 is relatively small, allowing the inner wall of the notch 1141 to collect and guide the oil, which helps to reduce the flow resistance of the oil.

[0141] Please refer to the following: Figure 8 and Figure 9 , Figure 9 An exploded view of the powertrain 10 provided in an embodiment of this application.

[0142] In one embodiment, the intermediate driving wheel 250b and the intermediate driven wheel 250a of the reducer 200 are fixed to the intermediate shaft 220. The first oil outlet 111, the first intermediate bearing groove 114, and the second oil guide rib 162a are distributed on the side of the intermediate driving wheel 250b away from the intermediate driven wheel 250a along the axial direction O of the intermediate shaft 220, and the outer diameter of the intermediate driving wheel 250b is smaller than the outer diameter of the intermediate driven wheel 250a.

[0143] The second oil guide rib 162a protrudes from the first intermediate bearing groove 114 toward the intermediate drive wheel 250b along the axial direction O of the intermediate shaft 220, and the intermediate drive wheel 250b is distributed between the second oil guide rib 162a and the intermediate shaft 220 along the radial direction R of the intermediate shaft 220. The distance between the second oil guide rib 162a and the intermediate drive wheel 250b along the radial direction R of the intermediate shaft 220 is less than the distance between the center of the first oil outlet hole 111 and the intermediate drive wheel 250b.

[0144] In this embodiment, one surface of the intermediate drive wheel 250b along the axial direction O of the intermediate shaft 220 faces the bottom of the reducer groove 110, and the other surface of the intermediate drive wheel 250b along the axial direction O of the intermediate shaft 220 faces the intermediate driven wheel 250a. The intermediate driven wheel 250a is used to engage the input wheel 240, and the intermediate drive wheel 250b is used to engage the output wheel 260. The outer diameter of the intermediate drive wheel 250b is smaller than the outer diameter of the intermediate driven wheel 250a, which facilitates the reducer 200 in performing its function of speed reduction and torque increase.

[0145] In this embodiment, the second oil guide rib 162a, in addition to lubricating the bearing 221a of the intermediate shaft 220, can also actively lubricate the intermediate driven wheel 250a and the intermediate shaft 220, thus achieving reuse of the second oil guide rib 162a. Specifically, the axial distance between the second oil guide rib 162a and the other surface of the intermediate driving wheel 250b is less than the axial distance between the groove wall of the first intermediate bearing groove 114 and the other surface of the intermediate driving wheel 250b, which is equivalent to the second oil guide rib 162a extending to one side of the intermediate driving wheel 250b along the radial direction R of the intermediate shaft 220. The second oil guide rib 162a can transmit the oil in the first internal flow channel 150a to the intermediate driving wheel 250b and the intermediate shaft 220, and the intermediate shaft 220 can continue to throw the oil to the first intermediate bearing groove 114. The second oil guide rib 162a can lubricate the intermediate drive wheel 250b while lubricating the bearing 221a, which helps to reduce the wear of the intermediate drive wheel 250b and the output wheel 260.

[0146] In this embodiment, the outer diameter of the intermediate drive wheel 250b is small, and the distance between the second oil guide rib 162a and the intermediate drive wheel 250b is smaller than the distance between the first oil outlet 111 and the intermediate drive wheel 250b. Compared with directly spraying oil onto the intermediate drive wheel 250b through the first nozzle 270, this embodiment lubricates the intermediate drive wheel 250b by means of the second oil guide rib 162a, which can avoid extending the length of the first nozzle 270.

[0147] In one embodiment, the projection of the radial second oil guide rib 162a along the intermediate shaft 220 overlaps with the projection of the intermediate drive wheel 250b.

[0148] Please refer to the following: Figure 9 and Figure 10 , Figure 10 An exploded view of the powertrain 10 provided in an embodiment of this application.

[0149] In one embodiment, the differential 600 is arranged between the first output bearing groove 112 and the reducer end cover 120. The output wheel 260 of the reducer 200 is used to drive the differential housing 610 of the differential 600. The differential housing 610 is used to house the planetary shaft 620 and the differential gear set 630 of the differential 600. The planetary shaft 620 is used to drive the differential gear set 630. The differential housing 610 includes a window 611 that extends through the differential housing 610, and the planetary shaft 620 is exposed through the window 611 of the differential housing 610. The window 611 of the differential housing 610 is distributed between the output shaft 230 and the first oil outlet 111. The first oil injection port 271c of the first nozzle 270 is used to deliver oil to the window 611 of the differential housing 610.

[0150] In this embodiment, the distance between the window 611 of the differential housing 610 and the first oil outlet 111 is less than the distance between the output shaft 230 and the first oil outlet 111. The window 611 of the differential housing 610 is distributed on the side of the output shaft 230 close to the first oil outlet 111, which helps to shorten the path of the oil from the first nozzle 270 to the window 611 of the differential housing 610 and enhances the lubrication effect on the differential 600.

[0151] In this embodiment, the planetary shaft 620 is used as an intermediate medium for lubricating the differential gear set 630. By guiding the oil to the planetary shaft 620, the rotation of the planetary shaft 620 expands the coverage of the oil, which is beneficial to the redistribution of the oil in the differential housing 610.

[0152] Please refer to the following: Figure 5 , Figure 11 and Figure 12 , Figure 11 This is a schematic diagram of the powertrain 10 provided in an embodiment of this application. Figure 12 This is a schematic diagram of the powertrain 10 provided in an embodiment of this application.

[0153] In one embodiment, the internal flow channels of the housing 100 include a second internal flow channel 150b, which is distributed inside the wall of at least one of the reducer slot 110 or the motor slot 130. The inlet of the second internal flow channel 150b is used to receive oil from the first internal flow channel 150a via the heat exchanger 900 of the powertrain 10. The outlet of the second internal flow channel 150b is used to transfer the oil from the first internal flow channel 150a to actively lubricate one bearing 211 and the other bearing 211 of the input shaft 210.

[0154] The bottom of the reducer slot 110 includes a second oil outlet 115, which is used to actively lubricate another bearing 221 of the intermediate shaft 220 and another bearing 231 of the output shaft 230 by transmitting oil from the first internal flow channel 150a through the second nozzle 280.

[0155] In this embodiment of the application, for ease of description, one bearing 211 of the input shaft 210 is referred to as bearing 211a, and the other bearing 211 of the input shaft 210 is referred to as bearing 211b. The other bearing 221 of the intermediate shaft 220 is referred to as bearing 221b, and the other bearing 231 of the output shaft 230 is referred to as bearing 231b.

[0156] In this embodiment, the second internal flow channel 150b is located differently from the first internal flow channel 150a within the housing 100. The second internal flow channel 150b is distributed within the wall of at least one of the reducer slot 110 or the motor slot 130, and communicates with the first internal flow channel 150a, thereby expanding the coverage area of ​​the oil in the powertrain 10. The heat exchanger 900 is used to cool the oil transferred from the first internal flow channel 150a to the second internal flow channel 150b, enabling the oil in the second internal flow channel 150b to lubricate and cool the components of the powertrain 10. In one embodiment, when the second internal flow channel 150b is distributed within the wall of the motor slot 130, the oil in the second internal flow channel 150b can be used to cool the drive motor 300. In one embodiment, the heat exchanger 900 and the electrical control tank 140 are stacked on the same side of the reducer tank 110 along the stacking direction of the electrical control tank 140 and the reducer tank 110.

[0157] In this embodiment, the second oil outlet 115 uses oil from the first internal flow channel 150a to be transmitted through the second nozzle 280. Using the second nozzle 280 to transmit oil allows for adjustment of the position of the second oil outlet 115 according to actual lubrication needs, which helps to expand the coverage area of ​​the oil in the powertrain 10. The use of a nozzle to transmit oil through the second oil outlet 115 means that the opening direction of the second oil outlet 115 does not need to directly point towards bearings 221b and 231b, which helps to reduce the processing difficulty and cost of the first oil outlet 111. Compared to the second oil outlet 115 being distributed on the reducer end cover 120, this embodiment places the second oil outlet 115 at the bottom of the reducer groove 110, which enhances the stability of oil transmission from the second oil outlet 115 to the second nozzle 280 and reduces interference to the second nozzle 280. In one embodiment, the second oil outlet 115 is used to fix the second nozzle 280.

[0158] In this embodiment of the application, the first internal flow channel 150a and the second oil outlet 115 are both distributed at the bottom of the reducer groove 110, which facilitates direct communication between the first internal flow channel 150a and the second oil outlet 115, reducing the difficulty of oil flowing from the first internal flow channel 150a to the second oil outlet 115.

[0159] In this embodiment, the active lubrication of the bearings of the input shaft 210, intermediate shaft 220 and output shaft 230 is achieved through the cooperation of the first internal flow channel 150a, the second internal flow channel 150b, the first oil outlet 111 and the second oil outlet 115, which helps to reduce the risk of insufficient local lubrication of the reducer 200.

[0160] Please continue reading. Figures 4 to 6In one embodiment, the bottom of the reducer slot 110 includes a first input bearing slot 116 for accommodating a bearing 211a of the input shaft 210. The first input bearing slot 116 is recessed along the axial direction O of the input shaft 210 toward the motor slot 130, causing the bottom of the motor slot 130 to form an annular protrusion.

[0161] The second internal flow channel 150b is used to transfer oil to the oil passage 1161 of the first input bearing groove 116, which is distributed on the inner surface of the groove wall. The opening direction of the oil passage 1161 of the first input bearing groove 116 is towards the axis of the first input bearing groove 116 along the radial direction R of the input shaft 210.

[0162] In this embodiment, the input shaft 210 of the reducer 200 is used for transmission connection to the motor shaft 330 of the drive motor 300. The axial direction O of the input shaft 210 is parallel to the axial direction O of the drive motor 300. Along the axial direction O of the input shaft 210, the bottom of the first input bearing groove 116 is opposite to the bottom of the motor groove 130, and along the axial direction O of the input shaft 210, the first input bearing groove 116 is recessed towards the motor groove 130. In this case, to facilitate the connection of the second internal flow channel 150b to the oil passage 1161 of the first input bearing groove 116, at least a portion of the second internal flow channel 150b is located inside the groove wall of the motor groove 130.

[0163] In this embodiment, since the oil in the first input bearing groove 116 comes from the second internal flow channel 150b instead of a nozzle, unlike the first intermediate bearing groove 114 and the first output bearing groove 112, the first input bearing groove 116 uses oil passage holes 1161 distributed on the inner surface of the groove wall to transport oil. The opening direction of the oil passage holes 1161 is radial R along the input shaft 210 toward the axis of the first input bearing groove 116. In one embodiment, a radial flow channel can be used to connect the second internal flow channel 150b and the oil passage hole 1161. The radial flow channel is equivalent to a radial branch of the second internal flow channel 150b, and the radial flow channel is distributed inside the bottom of the motor groove 130. In one embodiment, when the second internal flow channel 150b is adjacent to the groove wall of the first input bearing groove 116, the oil passage hole 1161 can also be directly connected to the second internal flow channel 150b.

[0164] In this embodiment, the first input bearing groove 116 is recessed toward the motor groove 130, which is equivalent to borrowing part of the space in the motor groove 130 to form the first input bearing groove 116. This is beneficial to reduce the axial length of the powertrain 10 while lubricating the bearing 211a of the input shaft 210.

[0165] Please refer to the following: Figures 11 to 13 , Figure 13A cross-sectional view of the powertrain 10 provided in an embodiment of this application.

[0166] In one embodiment, the reducer end cover 120 includes a second input bearing groove 121, a fixing hole 122 and an oil guide protrusion 123. The second input bearing groove 121 is used to accommodate the bearing 211b of the input shaft 210, and the fixing hole 122 is used to accommodate the sealing member 127.

[0167] The second input bearing groove 121 is recessed away from the reducer groove 110 along the axial direction O of the input shaft 210. The fixing hole 122 penetrates the bottom of the second input bearing groove 121. Oil guide protrusions 123 are distributed on the surface of the reducer end cover 120 away from the reducer groove 110.

[0168] The internal flow channels of the housing 100 include a third internal flow channel 150c, which is distributed inside the oil guide protrusion 123. The third internal flow channel 150c is used to transfer oil from the second internal flow channel 150b to the oil passage 1211 of the second input bearing groove 121 and the oil passage 1221 of the fixing hole 122. The oil passage 1221 of the fixing hole 122 is distributed on the inner surface of the fixing hole 122, and is arranged sequentially along the axial direction of the input shaft 210, the O-blocking member 127, the oil passage 1221 of the fixing hole 122, and the shaft cavity of the input shaft 210. The oil passage 1211 of the second input bearing groove 121 is distributed at the bottom of the second input bearing groove 121.

[0169] In this embodiment, the second input bearing groove 121 and the fixing hole 122 are both distributed on the reducer end cover 120. The second input bearing groove 121 is used to accommodate the bearing 211b, and the fixing hole 122 is used to fix the sealing member 127. To achieve active lubrication of the bearing 211b and the input shaft 210, a third internal flow channel 150c can be arranged in the reducer end cover 120 to guide the oil in the second internal flow channel 150b to the oil passage 1211 and the oil passage 1221. Specifically, the second input bearing groove 121 is recessed away from the reducer groove 110, so that the outer periphery of the second input bearing groove 121 has space for arranging the oil guide protrusion 123, and the third internal flow channel 150c is distributed inside the oil guide protrusion 123. To ensure that the third internal flow channel 150c can lubricate both the input shaft 210 and the bearing 211b, the oil passage holes 1211 of the second input bearing groove 121 need to be distributed at the bottom of the groove, with the oil passage holes 1211 and 1221 forming parallel branches. If the oil passage holes 1211 of the second input bearing groove 121 are distributed on the inner surface of the groove wall, since the distance between the groove wall of the second input bearing groove 121 and the third internal flow channel 150c is less than the distance between the fixing hole 122 and the third internal flow channel 150c, the oil in the third internal flow channel 150c will need to first flow into the second input bearing groove 121 to lubricate the bearing 211b, and then flow to the input shaft 210 through the fixing hole 122, which is not conducive to improving lubrication efficiency.

[0170] In this embodiment, a portion of the oil in the third internal flow channel 150c flows into the shaft cavity of the input shaft 210 through the oil passage 1221 of the fixing hole 122. In one embodiment, the oil flowing into the shaft cavity of the input shaft can continue to flow into the shaft cavity of the motor shaft, which is beneficial for lubricating the mating parts of the input shaft and the motor shaft and for cooling the motor shaft. The opening direction of the fixing hole 122 is away from the bottom of the second input bearing groove 121, and the sealing member 127 is distributed inside the fixing hole 122 to prevent leakage of the oil flowing out from the oil passage 1221 of the fixing hole 122.

[0171] Please refer to the following: Figure 3 , Figure 11 and Figure 12 In one embodiment, the reducer end cover 120 includes a second intermediate bearing groove 124 for receiving a bearing 221b of the intermediate shaft 220. Along the axial direction of the intermediate shaft 220, the second intermediate bearing groove 124 protrudes toward the intermediate driven wheel 250a of the reducer 200, and the outer diameter of the intermediate driven wheel 250a is larger than the outer diameter of the second intermediate bearing groove 124.

[0172] Two third oil guide ribs 163 of the circumferential C-type reducer end cover 120 along the intermediate shaft 220 are distributed on both sides of the notch 1241 in the groove wall of the second intermediate bearing groove 124. The second oil outlet 115 is distributed between the electronic control groove 140 and the intermediate driven wheel 250a. The second oil outlet 115 is used to transmit oil through the second oil injection port 281 of the second nozzle 280 to the gap between the two third oil guide ribs 163.

[0173] In the embodiments of this application, for ease of description, the second oil injection port 281 in the second nozzle 280 used to transmit oil to the two third oil guide ribs 163 is referred to as the second oil injection port 281a.

[0174] In this embodiment, one surface of the intermediate driven wheel 250a along the axial direction O of the intermediate shaft 220 faces the reducer end cover 120, and the other surface of the intermediate driven wheel 250a along the axial direction O of the intermediate shaft 220 faces the bottom of the reducer groove 110. The second intermediate bearing groove 124 is located in the reducer end cover 120, and the second oil outlet 115 is located at the bottom of the reducer groove 110, meaning the intermediate driven wheel 250a is positioned between the second intermediate bearing groove 124 and the second oil outlet 115. Since the outer diameter of the intermediate driven wheel 250a is larger than the outer diameter of the second intermediate bearing groove 124, if the second oil outlet 115 directly supplies oil to the notch 1241 of the second intermediate bearing groove 124 through the second nozzle 280, the oil may be blocked by the intermediate driven wheel 250a.

[0175] In this embodiment, two third oil guide ribs 163 are arranged on both sides of the notch 1241. The second oil spray port 281a of the second nozzle 280 sprays oil into the gap between the two third oil guide ribs 163. The two third oil guide ribs 163 can guide the oil to the notch 1241, which can effectively prevent the oil from being blocked by the intermediate driven wheel 250a and improve the lubrication efficiency of the bearing 221b. In order to realize the transmission of oil from the second nozzle 280 to the gap between the two third oil guide ribs 163, the second oil outlet hole 115 needs to be arranged between the electrical control groove 140 and the intermediate driven wheel 250a along the stacking direction of the electrical control groove 140 and the reducer groove 110.

[0176] In this embodiment, the second intermediate bearing groove 124 protrudes from the reducer end cover 120 toward the intermediate driven wheel 250a. The two third oil guide ribs 163 actually utilize the space on the outer periphery of the second intermediate bearing groove 124, which can effectively control the axial space occupied by the second intermediate bearing groove 124 and the two third oil guide ribs 163, which is conducive to realizing the miniaturization design of the reducer 200 and the power assembly 10.

[0177] Please continue reading. Figure 11 and Figure 12In one embodiment, the reducer end cover 120 includes a second output bearing groove 125 for accommodating a bearing 231b of the output shaft 230. A second oil outlet 115 is used to transmit oil through a second oil injection port 281 of a second nozzle 280 to an oil passage hole 1251 in the groove wall of the second output bearing groove 125. A third oil guide rib 163 is arranged in the notch 1241 of the groove wall of the second intermediate bearing groove 124 facing the output shaft 230. The oil passage holes 1251 in the groove wall of the second output bearing groove 125 are distributed between the output shaft 230 and a third oil guide rib 163.

[0178] In this embodiment, for ease of description, the oil passage 1251 of the second output bearing groove 125 distributed between the output shaft 230 and a third oil guide rib 163 is referred to as oil passage 1251a, and the second oil injection port 281 in the second nozzle 280 used to transmit oil to the oil passage 1251a is referred to as second oil injection port 281b. One third oil guide rib 163 is referred to as third oil guide rib 163a, and the other third oil guide rib 163 is referred to as third oil guide rib 163b.

[0179] In this embodiment, the active lubrication of the bearing 231b accommodated in the second output bearing groove 125 and the bearing 221b accommodated in the second intermediate bearing groove 124 shares the second oil outlet 115. When the second oil outlet 115 delivers oil to the third oil guide rib 163a and the third oil guide rib 163b through the second oil injection port 281a of the second nozzle 280, in order to reduce the difficulty of delivering oil from the second oil injection port 281b of the second nozzle 280 to the oil passage 1251a of the second output bearing groove 125, the oil passage 1251a should be adjacent to the third oil guide rib 163a, which is beneficial to shorten the movement path of the oil.

[0180] Please refer to the following: Figure 5 and Figure 14 , Figure 14 This is a schematic diagram of the powertrain 10 provided in an embodiment of this application.

[0181] In one embodiment, the distance between the center of the second oil outlet 115 and the input shaft 210 is less than the distance between the center of the first oil outlet 111 and the input shaft 210. The second oil injection port 281c of the second nozzle 280 is used to deliver oil to the meshing point between the input wheel 240 and the intermediate driven wheel 250a, and the second oil injection port 281d of the second nozzle 280 is used to deliver oil to the meshing point between the output wheel 260 and the intermediate driving wheel 250b.

[0182] In this embodiment, the distance between the center of the second oil outlet 115 and the input shaft 210 is less than the distance between the center of the first oil outlet 111 and the input shaft 210. The second oil outlet 115 is arranged between the electrical control groove 140 and the intermediate driven wheel 250a. The intermediate driving wheel 250b is coaxial with the intermediate driven wheel 250a, and the outer diameter of the intermediate driving wheel 250b is smaller than the outer diameter of the intermediate driven wheel 250a. Therefore, the second oil outlet 115 is also arranged between the electrical control groove 140 and the intermediate driving wheel 250b. Compared with the first oil outlet 111, the second oil outlet 115 is more conveniently positioned to deliver oil to the meshing point of the input wheel 240 and the intermediate driven wheel 250a, and the meshing point of the output wheel 260 and the intermediate driving wheel 250b, thus shortening the oil transmission path without increasing the space occupied by the nozzle. Integrating the second fuel injector 281a, the second fuel injector 281b, the second fuel injector 281c, and the second fuel injector 281d into the second nozzle 280 helps to reduce the number of parts in the powertrain 10 and simplifies the installation process.

[0183] In one embodiment, the second oil injection port 281c and the second oil injection port 281d are flat nozzles. In this embodiment, the flat nozzle is easier to achieve a flat spray angle than the round nozzle, so that the oil can cover the gear meshing area more evenly and enhance the lubrication effect on the gears of the reducer 200.

[0184] Please see Figure 15 , Figure 15 This is a schematic diagram of the powertrain 10 provided in an embodiment of this application.

[0185] In one embodiment, the wall of the motor slot 130 includes a third oil outlet 131 for transmitting oil from the second internal flow channel 150b to the stator cooling flow channel 340 and the oil injection ring. The stator cooling flow channel 340 is formed between a portion of the outer surface of the stator 310 and the wall of the motor slot 130, and the extending direction of the stator cooling flow channel 340 is parallel to the axial direction O of the drive motor 300. The oil injection ring surrounds the end of the winding 311 circumferentially around the drive motor 300, and the oil injection ring is used to spray oil onto the end of the winding 311 and the resolver bearing of the drive motor 300.

[0186] In this embodiment, the second internal flow channel 150b is distributed inside the groove wall of the motor slot 130. The second internal flow channel 150b transmits oil to the outer surface of the stator 310 and the oil injection ring through the third oil outlet 131, so as to achieve cooling of the stator 310, winding 311 and resolver bearing, reduce the risk of overheating failure of the drive motor 300 components, and improve the working efficiency of the drive motor 300.

[0187] Please continue reading. Figure 4 and Figure 6In one embodiment, the bottom of the first intermediate bearing groove 114 includes a through hole 1142, which penetrates the bottom of the first intermediate bearing groove 114. Along the axial direction of the drive motor 300, the through hole 1142 is opposite to the oil injection ring. The through hole 1142 is used to transport a portion of the oil in the motor groove 130 to the first intermediate bearing groove 114 to actively lubricate the bearing 221a.

[0188] In this embodiment, the oil sprayed by the oil injection ring onto the end of the winding 311 falls onto the wall of the motor slot 130 and then flows into the first intermediate bearing slot 114 through the through hole 1142, thus replenishing the amount of oil used to lubricate the bearing 221a. The through hole 1142 is opposite to the oil injection ring, which helps to reduce the difficulty of oil flowing from the motor slot 130 into the first intermediate bearing slot 114.

[0189] Please continue reading. Figure 15 In one embodiment, the housing 100 of the powertrain 10 further includes a motor end cover 170 for enclosing the opening of the motor slot 130. The motor end cover 170 includes a motor bearing slot 171 for accommodating a bearing of the motor shaft 330. The internal flow channels of the housing 100 also include a fourth internal flow channel 150d, which is distributed inside the motor end cover 170. The fourth internal flow channel 150d is used to transfer oil from the second internal flow channel 150b to the oil passage 1711 of the motor bearing slot 171. The oil passage 1711 of the motor bearing slot 171 is distributed on the inner surface of the slot wall of the motor bearing slot 171.

[0190] In this embodiment, the fourth internal flow channel 150d for conveying oil to the motor bearing groove 171 is located inside the motor end cover 170, which can effectively avoid the problem of oil leakage, improve the utilization rate of oil, and reduce the interference of rotating parts such as rotor 320 on oil delivery, which is conducive to ensuring that the fourth internal flow channel 150d stably delivers oil to the motor bearing groove 171.

[0191] In this embodiment, the oil passage holes 1711 of the motor bearing groove 171 are distributed on the inner surface of the groove peripheral wall of the motor bearing groove 171. The fourth internal flow channel 150d delivers oil to the motor bearing groove 171 through the oil passage holes 1711, which is equivalent to the fourth internal flow channel 150d communicating with the inner surface of the groove peripheral wall of the motor bearing groove 171. This helps to reduce oil loss at the oil passage holes 1711 of the motor bearing groove 171. In addition, the oil passage holes 1711 of the motor bearing groove 171 are distributed on the groove peripheral wall of the motor bearing groove 171, so that after the oil flows through the oil passage holes 1711, it can flow along the axial direction O of the drive motor 300 towards the bottom and opening of the motor bearing groove 171, which helps to prolong the contact time between the oil and the bearing of the drive motor 300 and enhance the wetting effect of the oil on the bearing of the drive motor 300.

[0192] Please continue reading. Figure 5 and Figure 6 In one embodiment, the powertrain 10 further includes a coarse filter and a fine filter 700, and the bottom of the reducer slot 110 also includes an oil return hole 117. The oil return hole 117 is used to recover oil and transport oil to the coarse filter. The oil pump 500 is connected to both the coarse filter and the fine filter 700. The coarse filter is used to filter and remove impurities from the oil input to the oil pump 500, and the fine filter 700 is used to filter and remove impurities from the oil input to the first internal flow channel 150a. The fine filter 700 has a greater filtration capacity than the coarse filter, and the particle size of the impurities filtered by the fine filter 700 is smaller than that filtered by the coarse filter.

[0193] The coarse filter, fine filter 700, and return oil port 117 are all located on the side of the intermediate shaft 220 and output shaft 230 opposite to the electrical control slot 140. The coarse filter and return oil port 117 are adjacent along the axial direction O of the drive motor 300, and the fine filter 700 and oil pump 500 are adjacent along the axial direction O of the drive motor 300. The fine filter 700 and oil pump 500 are both located between the intermediate shaft 220 and output shaft 230. The arrangement direction of the coarse filter and oil pump 500 intersects the axial direction O of the drive motor 300.

[0194] In this embodiment, the coarse filter and the fine filter 700 are used to filter the oil to obtain high-quality oil with a high degree of cleanliness, prevent excessive impurities from entering the reducer slot 110 and the motor slot 130, and ensure the normal operation of the reducer 200 and the drive motor 300.

[0195] In this embodiment, the bottom of the reducer groove 110, facing away from the electrical control groove 140, forms an oil reservoir. The return oil hole 117 guides the oil that falls back into the oil reservoir under gravity to the coarse filter, which is beneficial for realizing the recycling of oil. The first internal flow channel 150a is distributed inside the bottom of the reducer groove 110 and between the intermediate shaft 220 and the input shaft 210. It can be arranged in a way that coordinates with the return oil hole 117, the coarse filter, the oil pump 500, and the fine filter 700, which helps to reduce the difficulty of oil flowing from the return oil hole 117 into the first internal flow channel 150a.

[0196] The active lubrication path of this application embodiment is summarized as follows: In one embodiment, the oil in the oil reservoir flows sequentially through the return oil hole 117, the coarse filter, the oil pump 500, and the fine filter 700, and flows into the first internal flow channel 150a. Part of the oil in the first internal flow channel 150a flows to the first oil outlet 111, and the first oil outlet 111 actively lubricates the bearing 231a of the output shaft 230, the bearing 221a of the intermediate shaft 220, and the planetary shaft 620 of the differential housing 610 through the first nozzle 270. Part of the oil in the first internal flow channel 150a flows to the second oil outlet 115, and the second oil outlet 115 actively lubricates the bearing 221b of the intermediate shaft 220, the bearing 231b of the output shaft 230, the meshing point of the input wheel 240 and the intermediate driven wheel 250a, and the meshing point of the output wheel 260 and the intermediate driving wheel 250b through the second nozzle 280. Part of the oil in the first internal flow channel 150a flows to the second internal flow channel 150b through the heat exchanger 900. Part of the oil in the second internal flow channel 150b actively lubricates the bearing 211a of the input shaft 210 through the oil passage 1161 of the first input bearing groove 116. Part of the oil in the second internal flow channel 150b actively lubricates the input shaft 210 and its bearing 211b through the third internal flow channel 150c of the reducer end cover 120. Part of the oil in the second internal flow channel 150b actively lubricates the stator 310, winding 311, and resolver bearing through the third oil outlet 131 of the motor groove 130. Part of the oil in the second internal flow channel 150b flows through the fourth internal flow channel 150d of the motor end cover 170 and actively lubricates the motor shaft 330 bearing through the oil passage 1711 of the motor bearing groove 171. Under the influence of gravity, the oil falls from the bearing grooves, fixing holes 122 or gears back to the oil storage pool in the reducer groove 110, forming a circulation loop for oil flow.

[0197] In addition to actively lubricating the reducer 200 and the drive motor 300, this embodiment of the application can also passively lubricate the reducer 200. By combining active and passive lubrication, the utilization rate of the oil is effectively improved, and the risk of insufficient local lubrication of the reducer 200 is reduced.

[0198] Please continue reading. Figure 4 and Figure 5In one embodiment, the bottom of the reducer groove 110 further includes a first oil guide rib 161b. The first oil guide rib 161b is arranged on the side of the output shaft 230 opposite to the first oil guide rib 161a, and is adjacent to the notch 1121b of the groove wall of the first output bearing groove 112. The distance between the first oil guide rib 161b and the first oil outlet 111 is greater than the distance between the first oil guide rib 161a and the first oil outlet 111. The first oil guide rib 161b is used to convey the oil thrown out by the output wheel 260 and other gears to the notch 1121b of the groove wall of the first output bearing groove 112, passively lubricating the bearing 231a.

[0199] In this embodiment, since the first internal flow channel 150a and the first oil outlet 111 are both distributed between the intermediate shaft 220 and the output shaft 230, the first oil guide rib 161a is used to receive the oil sprayed from the first nozzle 270, which helps to reduce the difficulty of oil spraying and reduce oil loss. It also provides space for arranging the first oil guide rib 161b on the side of the output shaft 230 away from the first oil outlet 111.

[0200] Please continue reading. Figure 5 and Figure 8 In one embodiment, the bottom of the reducer groove 110 further includes a second oil guide rib 162b and a second oil guide rib 162c, which are distributed on both sides of the notch 1141 of the first intermediate bearing groove 114 along the circumferential direction C of the intermediate shaft 220. The distance between the second oil guide rib 162b and the second oil guide rib 162c increases along the notch 1141 toward the electrical control groove 140.

[0201] In this embodiment, the second oil guide rib 162a faces the notch 1141, and the second oil guide rib 162b and the second oil guide rib 162c surround the notch 1141. The second oil guide rib 162b and the second oil guide rib 162c are distributed on both sides of the second oil guide rib 162a, so that the second oil guide rib 162b and the second oil guide rib 162c can replenish the collected oil to the bearing 221a in scenarios such as the reducer 200 reversing or the vehicle climbing a slope, which is beneficial to improving the efficiency of oil collection and increasing the amount of oil flowing into the notch 1141.

[0202] In this embodiment, the spaces between the second oil guide ribs 162b and 162c and the second oil guide rib 162a can temporarily store a portion of the collected oil, or the spaces between the second oil guide ribs 162b and 162c can temporarily store a portion of the collected oil, which helps to reduce the oil churning loss of the bearing 221a.

[0203] In this embodiment, the extension directions of the second oil guide rib 162b and the second oil guide rib 162c intersect, and the angle formed by the second oil guide rib 162b and the second oil guide rib 162c faces the electrical control groove 140 and is away from the notch 1141, which is beneficial to improving the efficiency of oil collection. The second oil guide rib 162b and the second oil guide rib 162c enable the collection of oil ejected from the gears even in scenarios such as the vehicle climbing steep slopes, and, in conjunction with active lubrication, reduce the risk of insufficient lubrication of the bearing 221a in special scenarios.

[0204] Please continue reading. Figure 4 and Figure 5 In one embodiment, the bottom of the reducer slot 110 further includes a fourth oil guide rib 164, which extends from the electronic control slot 140 toward the differential housing 610. The fourth oil guide rib 164 is adjacent to the planetary shaft 620 along the axial direction O of the output shaft 230. The fourth oil guide rib 164 is used to transfer the collected oil to the planetary shaft 620 and the window 611 of the differential housing 610.

[0205] In this embodiment, the fourth oil guide rib 164 is used to achieve passive lubrication of the differential 600. Both surfaces of the fourth oil guide rib 164 along the circumferential direction C of the output shaft 230 can be used to collect oil thrown out by the gears. The oil collected by the fourth oil guide rib 164 flows to the windows 611 of the planetary shaft 620 and the differential housing 610, respectively, to replenish the amount of oil lubricating the planetary shaft 620 and the differential gear set 630.

[0206] Please continue reading. Figure 4 and Figure 5 In one embodiment, the bottom of the reducer groove 110 further includes a fifth oil guide rib 165a and a fifth oil guide rib 165b, which are distributed on the side of the input shaft 210 opposite to the second oil guide rib 162b. The extending directions of the fifth oil guide ribs 165a and 165b intersect, and the fifth oil guide ribs 165a and 165b are used to form an oil collecting groove 113b. The notch 1162 of the groove wall of the first input bearing groove 116 faces the oil collecting groove 113b.

[0207] In this embodiment, the fifth oil guide rib 165a, the fifth oil guide rib 165b, and the second oil guide rib 162b are located on both sides of the input shaft 210. The different oil guide ribs are rationally arranged to avoid the fifth oil guide rib 165a and the fifth oil guide rib 165b occupying the space of the second oil guide rib 162b. The opening direction of the included angle between the fifth oil guide rib 165a and the fifth oil guide rib 165b faces the notch 1162 of the first input bearing groove 116. The oil collecting groove 113b formed by the fifth oil guide rib 165a and the fifth oil guide rib 165b is used to collect the oil thrown out by the shaft and gears, and to guide the oil into the notch 1162 to replenish the amount of oil lubricating the bearing 211a.

[0208] Please continue reading. Figure 11 and Figure 12 In one embodiment, the reducer end cover 120 further includes a third oil guide rib 163c, which is distributed between the third oil guide ribs 163a and 163b, extending from the electrical control groove 140 toward the notch 1241 of the second intermediate bearing groove 124. The extending directions of the third oil guide ribs 163a, 163b, and 163c intersect. Along the axial direction O of the intermediate shaft 220, the third oil guide rib 163c protrudes relative to the second intermediate bearing groove 124 toward the intermediate driven wheel 250a, and along the radial direction R of the intermediate shaft 220, the intermediate driven wheel 250a is distributed between the third oil guide rib 163c and the intermediate shaft 220.

[0209] In this embodiment, the two surfaces of the third oil guide rib 163c along the circumferential direction C of the intermediate shaft 220 are used to collect oil for passive lubrication of the bearing 221b and the intermediate driven wheel 250a. The third oil guide rib 163c faces the notch 1241 of the second intermediate bearing groove 124, and the oil can flow into the notch 1241 under the guidance of the third oil guide rib 163c. The third oil guide rib 163c extends to one side of the intermediate driven wheel 250a along the radial direction R of the intermediate shaft 220, so that the third oil guide rib 163c can transmit the oil thrown out by the gear to the intermediate driven wheel 250a and the intermediate shaft 220, and the intermediate shaft 220 can continue to throw the oil to the second intermediate bearing groove 124. In addition to lubricating the bearing 221b, the third oil guide rib 163c can also lubricate the intermediate driven wheel 250a, which helps to reduce the wear of the intermediate driven wheel 250a and the input wheel 240.

[0210] Please continue reading. Figure 11 and Figure 12 In one embodiment, the reducer end cover 120 further includes a sixth oil guide rib 166, which is distributed on the side of the output shaft 230 opposite to the oil passage hole 1251a of the second output bearing groove 125. The sixth oil guide rib 166 is used to transport the collected oil to the oil passage hole 1251b of the second output bearing groove 125. In this embodiment, the sixth oil guide rib 166 is used to cooperate with the oil passage hole 1251b to achieve passive lubrication of the bearing 231b. Since the output shaft 230 needs to be connected to the wheel drive, in order to reduce the impact on the structural strength of the second output bearing groove 125 and improve the NVH performance of the powertrain 10, the second output bearing groove 125 guides oil through the oil passage holes 1251a and 1251b.

[0211] Please continue reading. Figure 3 and Figure 5In one embodiment, the reducer 200 further includes an oil baffle 290, which is distributed on the side of the input shaft 210, intermediate shaft 220, and output shaft 230 away from the electrical control slot 140. The oil baffle 290 is fixed to the bottom of the reducer slot 110. Along the axial direction of the intermediate shaft 220, the oil baffle 290 is opposite to the oil return hole 117. In this embodiment, the oil baffle 290 and the oil return hole 117 are arranged adjacent to each other, which can alleviate the situation where air near the oil return hole 117 is agitated by the gears, reduce the risk of air being sucked into the oil pump 500, and ensure the normal operation of the oil pump 500.

[0212] In one embodiment, one end of the oil baffle 290 is located on the side of the input wheel 240 facing away from the electrical control groove 140, and the other end of the oil baffle 290 is located on the side of the output wheel 260 facing away from the electrical control groove 140. The distance between one end of the oil baffle 290 and the input wheel 240 along the stacking direction of the electrical control groove 140 and the reducer groove 110 is less than the distance between the other end of the oil baffle 290 and the input wheel 240. One end of the oil baffle 290 is used to guide oil to the input wheel 240. In this embodiment, at least a portion of the oil baffle 290 is located in the oil reservoir. The oil ejected from the gears, such as the driven wheel 250a, is guided by one end of the oil baffle 290, enabling passive lubrication of the input wheel 240 and reducing the risk of wear on the input wheel 240.

[0213] In one embodiment, the oil baffle plate 290 has an oil baffle boss 291 that protrudes relative to the first intermediate bearing groove 114, and the oil baffle boss 291 surrounds the side of the intermediate driven wheel 250a away from the electrical control groove 140. The oil baffle boss 291 of this embodiment can separate part of the oil in the oil reservoir from the intermediate driven wheel 250a, reducing the oil churning loss of the intermediate driven wheel 250a.

[0214] Please continue reading. Figure 11 and Figure 12 In one embodiment, the reducer end cover 120 further includes an oil baffle 126. The oil baffle 126 protrudes towards the reducer groove 110 relative to the groove wall of the second intermediate bearing groove 124. The oil baffle 126 is distributed on the side of the second input bearing groove 121 opposite to the electrical control groove 140. The oil baffle 126 surrounds the intermediate driven wheel 250a. In this embodiment, the oil baffle 126 can block part of the oil flowing out of the second input bearing groove 121 and part of the oil thrown out by the gear, avoiding excessive oil volume stirred up by the intermediate driven wheel 250a, which helps to reduce the oil churning loss of the intermediate driven wheel 250a.

[0215] The powertrain and electric vehicle provided in the embodiments of this application have been described in detail above. Specific examples have been used to illustrate the principles and embodiments of this application. The descriptions of the embodiments above are only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in specific embodiments and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A powertrain, characterized by, The housing of the power assembly comprises a reducer groove, a reducer end cover, a motor groove and an electronic control groove, the reducer end cover is used to enclose the slot opening of the reducer groove, the reducer groove is used to accommodate the input shaft, the intermediate shaft and the output shaft of the reducer in the power assembly, the intermediate shaft is used to drive connect the input shaft and the output shaft, the slot opening of the reducer groove and the slot opening of the motor groove are opposite along the axial direction of the driving motor in the power assembly, the electronic control groove is stacked with the reducer groove and the motor groove, the internal flow channel of the housing comprises a first internal flow channel, the first internal flow channel is used to receive the oil output by the oil pump of the power assembly, the bottom of the reducer groove comprises a first intermediate bearing groove, a first oil outlet hole and a second oil guide rib, wherein: The first intermediate bearing groove is used to accommodate a bearing of the intermediate shaft, the notch of the groove wall of the first intermediate bearing groove is towards the electronic control groove and away from the intermediate shaft; The first oil outlet hole is distributed between the intermediate shaft and the output shaft, the first oil outlet hole is close to the electronic control groove relative to the intermediate shaft and the output shaft along the stacking direction of the electronic control groove and the reducer groove; The first oil outlet hole is used to transmit the oil of the first internal flow channel through a first nozzle, the first oil outlet hole of the first nozzle is used to transmit the oil to the second oil guide rib of the bottom of the reducer groove, and the second oil guide rib is from the electronic control groove towards the notch of the groove wall of the first intermediate bearing groove.

2. The powertrain of claim 1, wherein, The first internal flow channel is distributed inside the bottom of the reducer groove, and the extension direction of the first internal flow channel intersects with the opening direction of the first oil outlet hole.

3. The powertrain of claim 1 or 2, wherein, The oil pump of the power assembly is distributed on the side of the intermediate shaft and the output shaft away from the electronic control groove, and the first internal flow channel is distributed between the intermediate shaft and the output shaft.

4. The powertrain of any one of claims 1-3, wherein, The bottom of the reducer groove comprises a first output bearing groove, and the first output bearing groove is used to accommodate a bearing of the output shaft, wherein: The first oil outlet hole is distributed between the intermediate shaft and the first output bearing groove, the first oil outlet hole of the first nozzle is used to transmit the oil to the notch of the groove wall of the first output bearing groove, and the notch of the groove wall of the first output bearing groove is distributed between the first oil outlet hole and the output shaft.

5. The powertrain of claim 4, wherein, The first output bearing groove is recessed relative to the bottom of the motor groove away from the reducer end cover along the axial direction of the output shaft, the first oil guide rib of the bottom of the reducer groove is from the motor groove towards the notch of the groove wall of the first output bearing groove, and the first oil guide rib is distributed on the side of the notch of the groove wall of the first output bearing groove away from the first oil outlet hole along the stacking direction of the electronic control groove and the reducer groove.

6. The powertrain of claim 5, wherein, The first oil guide rib is used to form an oil collecting groove with the groove wall of the first output bearing groove, the recessed direction of the oil collecting groove is away from the reducer end cover along the axial direction of the output shaft, the groove depth of the oil collecting groove is smaller than the groove depth of the first output bearing groove along the axial direction of the output shaft, and the notch of the groove wall of the first output bearing groove is towards the oil collecting groove.

7. The powertrain of any one of claims 1-6, wherein, The first intermediate bearing groove protrudes towards the reducer end cover relative to the first oil outlet hole along the axial direction of the intermediate shaft, and is away from the first oil outlet hole relative to the intermediate driven gear along the axial direction of the intermediate shaft.

8. The powertrain of claim 7, wherein, The inner diameter of the notch of the groove wall of the first intermediate bearing groove increases along the direction of the intermediate shaft towards the second oil guide rib.

9. The powertrain of claim 7 or 8, characterized in that, The intermediate driving gear of the reducer and the intermediate driven gear of the reducer are fixed to the intermediate shaft, the first oil outlet hole, the first intermediate bearing groove and the second oil guide rib are distributed on the side of the intermediate driving gear away from the intermediate driven gear along the axial direction of the intermediate shaft, and the outer diameter of the intermediate driving gear is smaller than the outer diameter of the intermediate driven gear, wherein: The second oil guide rib protrudes towards the intermediate driving gear relative to the first intermediate bearing groove along the axial direction of the intermediate shaft, the intermediate driving gear is distributed between the second oil guide rib and the intermediate shaft along the radial direction of the intermediate shaft, and the distance between the second oil guide rib and the intermediate driving gear along the radial direction of the intermediate shaft is smaller than the distance between the center of the first oil outlet hole and the intermediate driving gear.

10. The powertrain of any one of claims 1-9, wherein, The internal flow channel of the housing comprises a second internal flow channel, the second internal flow channel is distributed inside the groove wall of at least one of the reducer groove or the motor groove, the inlet of the second internal flow channel is used to receive the oil liquid of the first internal flow channel through the heat exchanger of the power assembly, and the outlet of the second internal flow channel is used to transmit the oil liquid of the first internal flow channel to actively lubricate one bearing of the input shaft and another bearing of the input shaft. The groove bottom of the reducer groove comprises a second oil outlet hole, and the second oil outlet hole is used to transmit the oil liquid of the first internal flow channel through a second nozzle to actively lubricate another bearing of the intermediate shaft and another bearing of the output shaft.

11. The powertrain of claim 10, wherein, The groove bottom of the reducer groove comprises a first input bearing groove, the first input bearing groove is used to accommodate the one bearing of the input shaft, and the first input bearing groove is recessed towards the motor groove along the axial direction of the input shaft so that the groove bottom of the motor groove forms an annular protrusion. The second internal flow channel is used to transmit oil liquid to the oil passage of the first input bearing groove, the oil passage of the first input bearing groove is distributed on the inner surface of the groove wall of the first input bearing groove, and the opening direction of the oil passage of the first input bearing groove along the radial direction of the input shaft is towards the axis of the first input bearing groove.

12. The powertrain of claim 10 or 11, characterized in that, The reducer end cover comprises a second input bearing groove, a fixing hole and an oil guide protrusion, the second input bearing groove is used to accommodate the another bearing of the input shaft, and the fixing hole is used to fix a sealing member. The second input bearing groove is recessed away from the reducer groove along the axial direction of the input shaft, the fixing hole penetrates the groove bottom of the second input bearing groove, and the oil guide protrusion is distributed on the surface of the reducer end cover away from the reducer groove. The inner flow channel of the housing comprises a third inner flow channel distributed in the inner part of the oil guide protrusion, the third inner flow channel is used for transmitting the oil in the second inner flow channel to the oil passage of the second input bearing groove and the oil passage of the fixing hole, the oil passage of the fixing hole is distributed on the inner surface of the fixing hole, the plugging member, the oil passage of the fixing hole and the shaft cavity of the input shaft are arranged in sequence along the axial direction of the input shaft, and the oil passage of the second input bearing groove is distributed on the groove bottom of the second input bearing groove.

13. The powertrain of any one of claims 10-12, wherein, The reducer end cover comprises a second intermediate bearing groove for accommodating the other bearing of the intermediate shaft, the second intermediate bearing groove is protruded towards the intermediate driven wheel of the reducer along the axial direction of the intermediate shaft, and the outer diameter of the intermediate driven wheel is greater than the outer diameter of the second intermediate bearing groove; Two third oil guide ribs of the reducer end cover are distributed on both sides of the gap of the groove wall of the second intermediate bearing groove along the circumferential direction of the intermediate shaft, the second oil outlet is distributed between the electric control groove and the intermediate driven wheel, and the second oil outlet is used for transmitting the oil to the gap between the two third oil guide ribs through the second oil injection port of the second nozzle.

14. The powertrain of claim 13, wherein, The reducer end cover comprises a second output bearing groove for accommodating the other bearing of the output shaft, the second oil outlet is used for transmitting the oil to the oil passage of the groove wall of the second output bearing groove through the second oil injection port of the second nozzle, one third oil guide rib is arranged on the side of the gap of the groove wall of the second intermediate bearing groove towards the output shaft, and the oil passage of the groove wall of the second output bearing groove is distributed between the output shaft and the one third oil guide rib.

15. An electric vehicle characterized by comprising: The electric vehicle comprises a power battery and a power assembly according to any one of claims 1-14, the power assembly is used for receiving the power supply of the power battery and driving the wheels of the electric vehicle.

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