Power assembly with controllable oil path flow, heat exchanger and electric vehicle

Abstract

The power assembly comprises a shell, the heat exchanger, an oil pump, a temperature control valve, a first oil way and a second oil way, the shell comprises a speed reducer containing cavity, the speed reducer containing cavity is used for containing a gear set of a speed reducer, and an inlet of the oil pump is used for communicating with the speed reducer containing cavity; the first oil way and the second oil way are connected between an outlet of the oil pump and the speed reducer containing cavity in parallel. The heat exchanger is used for cooling the cooling oil in the first oil way. The temperature control valve is used for controlling the flow ratio of the first oil way to the second oil way. The first oil way where the heat exchanger is located is shunted and connected in parallel through the temperature control valve and the second oil way, low-temperature lubrication can be rapidly achieved, oil stirring losses of a speed reducer gear set are reduced, and the efficiency of a power assembly is improved.

Description

Technical Field

[0001] This application relates to the technical field of electric vehicles, and particularly to a powertrain with controllable oil flow, a heat exchanger, and an electric vehicle. Background Art

[0002] Existing electric vehicles usually use an integrated powertrain as the power source. To achieve the cooling and lubrication of the powertrain, an oil circuit is usually arranged in the powertrain. The powertrain includes a motor, a reducer, an oil pump, etc. The gear set in the reducer usually requires lubricating oil for lubrication to ensure the effective rotation of the gears and the effective transmission between the gears. When the external environmental temperature is low, the viscosity of the lubricating oil increases as the temperature of the lubricating oil decreases, making the rotation between the gears greatly affected by the lubricating oil with high viscosity, that is, the gears of the reducer generate a large amount of oil agitation loss, affecting the efficiency of the powertrain and the endurance of the whole vehicle. Summary of the Invention

[0003] This application provides a powertrain with controllable oil flow, a heat exchanger, and an electric vehicle.

[0004] In a first aspect, an embodiment of this application provides a powertrain with controllable oil flow. The powertrain includes a housing, a heat exchanger, an oil pump, a temperature control valve, a first oil circuit, and a second oil circuit. The housing includes a reducer accommodation cavity for accommodating the gear set of the reducer. The inlet of the oil pump is used to communicate with the reducer accommodation cavity. The first oil circuit and the second oil circuit are connected in parallel between the outlet of the oil pump and the reducer accommodation cavity. Among them, the heat exchanger is used to cool down the cooling oil in the first oil circuit. The temperature control valve is used to control the flow ratio of the first oil circuit and the second oil circuit.

[0005] In the embodiment of this application, the temperature control valve is used to control the flow ratio of the first oil circuit and the second oil circuit. When the cooling oil is at a low temperature, more cooling oil flows into the second oil circuit. When the cooling oil is at a high temperature, more cooling oil flows into the first oil circuit. The first oil circuit and the second oil circuit are beneficial to reducing the further cooling of the cooling oil at low temperatures. When the gear set of the reducer works, heat will be generated, which is beneficial to the rapid rise of the cooling oil temperature in the reducer accommodation cavity, thereby reducing the viscosity of the cooling oil and the system oil resistance, which is beneficial to ensuring the normal operation of the oil pump. At the same time, it is also beneficial to reduce the oil agitation loss of the reducer and improve the efficiency of the powertrain. The heat exchanger is used to cool down the cooling oil at high temperatures to prevent the reducer from overheating and affecting its working performance.

[0006] In one embodiment, the heat exchanger is located in the first oil circuit, and the temperature control valve is located in the second oil circuit or at the intersection of the first oil circuit and the second oil circuit.

[0007] In the embodiment of the present application, the heat exchanger is located in the first oil circuit and only cools the cooling oil in the first oil circuit, which can save the working load of the heat exchanger. The temperature control valve is located in the second oil circuit or at the intersection of the first oil circuit and the second oil circuit to control the flow ratio of the first oil circuit and the second oil circuit, so that the temperature control valve can accurately control the flow of the second oil circuit, ensuring that the cooling oil can enter the reducer accommodation cavity from the second oil circuit for lubricating the gear set of the reducer at low temperatures without passing through the heat exchanger, thereby improving the working efficiency of the reducer at low temperatures.

[0008] In one embodiment, the temperature control valve includes an inlet and an outlet. The second oil circuit includes a second oil inlet section and a second oil outlet section. The second oil inlet section is used to connect the outlet and the inlet of the oil pump, and the second oil outlet section is used to connect the outlet and the reducer accommodation cavity.

[0009] In the embodiment of the present application, the temperature control valve is a two-way valve, including an inlet and an outlet. The temperature control valve is located in the second oil circuit and is used to adjust the amount of cooling oil flowing through the second oil circuit. The cooling oil at the bottom of the reducer accommodation cavity flows into the reducer accommodation cavity for lubricating the reducer in sequence through the outlet of the oil pump, the second oil inlet section, the inlet of the temperature control valve, the internal flow channel of the temperature control valve, the outlet of the temperature control valve, and the second oil outlet section, or the cooling oil at the bottom of the reducer accommodation cavity flows through the first oil circuit in sequence through the outlet of the oil pump, and after being cooled by the heat exchanger, it flows into the reducer accommodation cavity. When the temperature of the cooling oil at the bottom of the reducer accommodation cavity is relatively low, it is beneficial for more cooling oil to flow through the second oil circuit without being cooled by the heat exchanger, which is conducive to quickly rising the oil temperature of the cooling oil, reducing the oil stirring loss when the gear set of the reducer rotates, and reducing the power loss of the power assembly.

[0010] In one embodiment, the temperature control valve includes an inlet and two outlets. The first oil circuit includes a first oil inlet section and a first oil outlet section. The inlet is used to connect the outlet of the oil pump, one outlet is used to connect the inlet of the second oil circuit, the first oil inlet section is used to connect the other outlet and the inlet of the heat exchanger, and the first oil outlet section is used to connect the outlet of the heat exchanger and the reducer accommodation cavity.

[0011] In the embodiment of the present application, the temperature control valve includes an inlet and two outlets. The temperature control valve is located at the intersection of the inlet of the first oil circuit and the inlet of the second oil circuit and is used to adjust the flow ratio of the cooling oil in the first oil circuit and the second oil circuit. The cooling oil at the bottom of the reducer accommodation cavity flows into the second oil circuit in sequence through the outlet of the oil pump, the inlet of the temperature control valve, one outlet, and the inlet of the second oil circuit, and then flows into the reducer accommodation cavity for lubricating the reducer. The cooling oil at the bottom of the reducer accommodation cavity flows into the reducer in the reducer accommodation cavity for cooling and lubricating in sequence through the outlet of the oil pump, the inlet of the temperature control valve, the other outlet, the first oil inlet section, the inlet of the heat exchanger, the internal oil channel of the heat exchanger, the outlet of the heat exchanger, and the first oil outlet section.

[0012] In the embodiment of the present application, when the temperature of the cooling oil at the bottom of the reducer accommodation cavity is relatively low, the amount of cooling oil flowing out from one outlet of the temperature control valve and flowing into the second oil circuit is relatively large, and the amount of cooling oil flowing out from the other outlet and flowing into the first oil circuit is relatively small. This is beneficial to reducing the heat dissipation of the low-temperature cooling oil, facilitating the rapid increase of the oil temperature, reducing the system oil resistance, enabling the oil pump to operate normally quickly, and at the same time is also beneficial to reducing the oil agitation loss of the gear set of the reducer and reducing the power loss. When the temperature of the cooling oil at the bottom of the reducer accommodation cavity is relatively high, the amount of cooling oil flowing out from one outlet of the temperature control valve and flowing into the second oil circuit is relatively small, and the amount of cooling oil flowing out from the other outlet and flowing into the first oil circuit is relatively large, which is beneficial to cooling the hot cooling oil and realizing the cooling and lubrication of the reducer.

[0013] In the embodiment of the present application, the flow rate ratio of the first oil circuit and the second oil circuit is simultaneously controlled by the three-way valve, making the operation simple and the control accuracy higher.

[0014] In one embodiment, the temperature control valve includes two inlets and one outlet. The first oil circuit includes a first oil inlet section and a first oil outlet section. One inlet is used to connect to the outlet of the second oil circuit. The first oil inlet section is used to connect to the outlet of the oil pump and the inlet of the heat exchanger. The first oil outlet section is used to connect to the outlet of the heat exchanger and the other inlet. The outlet is used to connect to the reducer accommodation cavity.

[0015] In the embodiment of the present application, the temperature control valve includes two inlets and one outlet, and the temperature control valve is located at the intersection of the outlet of the first oil circuit and the outlet of the second oil circuit. The reducer accommodation cavity is used to accommodate the reducer. The cooling oil at the bottom of the reducer accommodation cavity sequentially flows through the outlet of the oil pump, the first oil inlet section, the internal oil passage of the heat exchanger, the first oil outlet section, and flows into the temperature control valve from the other inlet, and flows out from the outlet for the cooling and lubrication of the reducer. At the same time, the cooling oil at the bottom of the reducer accommodation cavity sequentially flows through the outlet of the oil pump, the second oil circuit, the outlet of the second oil circuit, and one inlet and flows into the temperature control valve, and flows out from the outlet for the lubrication of the reducer.

[0016] In one embodiment, the powertrain further includes a third oil circuit and a fourth oil circuit. The inlet of the third oil circuit is used to connect to the outlet of the oil pump. The outlet of the third oil circuit is used to connect to the inlets of the first oil circuit and the second oil circuit. The inlet of the fourth oil circuit is used to connect to the outlets of the first oil circuit and the second oil circuit. The outlet of the fourth oil circuit is used to directly connect to the reducer accommodation cavity.

[0017] In the embodiment of the present application, the cooling oil at the bottom of the reducer accommodation cavity sequentially flows through the outlet of the oil pump, the inlet of the third oil circuit, the third oil circuit, the outlet of the third oil circuit, the inlet of the first oil circuit, the first oil circuit, the outlet of the first oil circuit, the inlet of the fourth oil circuit, and the fourth oil circuit, and directly flows into the reducer in the reducer accommodation cavity from the outlet of the fourth oil circuit. The high-temperature cooling oil exchanges heat through the heat exchanger, which is beneficial to reducing the oil temperature of the hot cooling oil and enabling the cooling and lubrication of the reducer.

[0018] In the embodiment of the present application, the cooling oil at the bottom of the reducer accommodating cavity directly flows into the reducer lubrication in the reducer accommodating cavity successively through the outlet of the oil pump, the inlet of the third oil passage, the third oil passage, the outlet of the third oil passage, the inlet of the second oil passage, the second oil passage, the outlet of the second oil passage, the inlet of the fourth oil passage, the fourth oil passage, and the outlet of the fourth oil passage. This is beneficial for the low-temperature cooling oil not to pass through the heat exchanger and for the cooling oil to quickly reach the reducer. When the gear set of the reducer works, it raises the temperature of the cooling oil, which is beneficial for the temperature of the cooling oil in the reducer accommodating cavity to rise rapidly, thereby reducing the viscosity of the cooling oil and lowering the system oil resistance. This is conducive to ensuring the normal operation of the oil pump and also helps to reduce the oil churning loss of the reducer and improve the power assembly efficiency.

[0019] In one embodiment, the temperature control valve and the second oil passage are stacked on the heat exchanger. The heat exchanger includes an oil inlet and an oil outlet. The oil inlet is used to communicate with the outlet of the oil pump, and the oil outlet is used to communicate with the reducer accommodating cavity. The second oil passage is in parallel with the oil passage between the oil inlet and the oil outlet. The inlet of the second oil passage is communicated with the oil inlet, and the outlet of the second oil passage is communicated with the oil outlet.

[0020] In the embodiment of the present application, the temperature control valve and the second oil passage are stacked on the heat exchanger, which is beneficial for reducing the pipeline layout and pipeline length of the second oil passage in the power assembly, making the structures of the temperature control valve, the second oil passage, and the heat exchanger more integrated, reducing the volume of the power assembly, and being conducive to the miniaturization of the power assembly.

[0021] In one embodiment, the temperature control valve stacked on the heat exchanger is a two-way valve or a three-way valve.

[0022] In one embodiment, the housing includes an intermediate housing and a reducer end cover. The intermediate housing includes a reducer accommodating groove and a second oil passage integrally formed by die casting. The reducer accommodating groove is used to cooperate with the reducer end cover to enclose a reducer accommodating cavity.

[0023] In the embodiment of the present application, the intermediate housing is integrally formed by die casting, and the process is simple. The reducer end cover is used to seal the reducer accommodating groove to form a reducer accommodating cavity, and the reducer accommodating cavity is used to accommodate the gear set of the reducer. The second oil passage is integrally formed in the intermediate housing, which is beneficial for saving die-casting materials, reducing production costs, and also helps to reduce additional pipeline layout and make the power assembly layout more reasonable.

[0024] In one embodiment, the intermediate housing further includes an oil pump accommodating groove and an oil outlet hole. The oil pump accommodating groove is used to accommodate the oil pump, and the oil outlet hole is used to communicate with the second oil passage. The opening of the oil outlet hole faces the reducer accommodating cavity.

[0025] In the embodiment of the present application, the opening of the oil outlet hole faces the reducer accommodating chamber, which is conducive to the cooling oil being input into the reducer accommodating chamber more smoothly. The oil outlet hole faces the opening of the reducer accommodating chamber, and the cooling oil can also be sprayed into the oil collecting tank for lubrication of the gear set of the reducer. In the embodiment of the present application, after the cooling oil is pumped out from the outlet of the oil pump accommodating chamber, it flows directly into the reducer accommodating chamber through the second oil path and the oil outlet formed by die casting in the intermediate housing, without passing through a long pipeline, so that the path of flowing into the reducer accommodating chamber is shorter, reducing oil resistance.

[0026] In one embodiment, the power assembly includes two heat exchangers, two oil pumps, two first oil circuits, two second oil circuits and a temperature control valve, and the housing includes two reducer accommodating chambers. The two reducer accommodating chambers are connected, the two second oil circuits are connected, and the temperature control valve is also used to control the flow ratio of the first oil circuit and the second oil circuit.

[0027] In an embodiment of the present application, the powertrain can be applied to a dual-motor powertrain, where the two motors are respectively connected to a reducer by transmission, and the housing of the powertrain includes two reducer accommodating chambers. The two second oil circuits are connected so that the cooling oil of each second oil circuit can flow into the two reducer accommodating chambers, thereby increasing the circulation range of the cooling oil. A temperature control valve is used to control the flow ratio of the first oil circuit and the second oil circuit, so that a temperature control valve can control the cooling oil flow of the two reducer accommodating chambers according to the temperature, thereby making the oil circuit of the dual-motor powertrain more flexible and more compatible with a variety of environments, thereby improving the cooling and lubrication efficiency of the powertrain oil circuit.

[0028] In the second aspect, the embodiment of the present application provides a temperature control valve integrated heat exchanger, the heat exchanger includes a temperature control valve, a valve channel and a plurality of flow plates, the plurality of flow plates are stacked, each flow plate includes four openings, two of which are used to circulate cooling oil, and the other two openings are used to circulate cooling liquid. The temperature control valve and the valve channel are arranged on one side of a flow plate, the temperature control valve is located in the valve channel, the inlet and outlet of the valve channel are respectively connected to the two openings of a flow plate, and the temperature control valve is used to control the flow of the valve channel.

[0029] In an embodiment of the present application, the heat exchanger is integrated with the valve channel, and the cooling oil flowing between two openings on the multiple circulation plates or the cooling liquid flowing between the other two openings respectively form multiple sub-oil channels or sub-liquid channels in the heat exchanger. The sub-oil channels and sub-liquid channels are stacked, which is beneficial to increase the heat exchange area of ​​the cooling oil and the coolant circulation, and is beneficial to improving the cooling efficiency of the cooling oil.

[0030] In the embodiments of the present application, the temperature control valve is used to control the flow rate of the valve passage. When the temperature of the cooling oil is relatively low, a relatively large amount of cooling oil flows into the valve passage, and a relatively small amount of cooling oil flows through the flow-through plate of the heat exchanger. This is beneficial for more cooling oil to bypass the heat exchanger for cooling, facilitating the rapid temperature rise of the low-temperature cooling oil, enabling the quick and normal operation of the oil pump, reducing the viscosity of the cooling oil, decreasing the system oil resistance, reducing the oil agitation loss during the operation of the gear set of the reducer, and reducing the power loss of the power assembly. When the temperature of the cooling oil is relatively high, a relatively small amount of cooling oil flows into the valve passage, and a relatively large amount of cooling oil flows through the flow-through plate of the heat exchanger. This is beneficial for more hot cooling oil to be cooled by the heat exchanger, facilitating the cooling and lubrication of the reducer and the motor, and controlling the temperature rise of the power assembly. The arrangement of the valve passage and the temperature control valve is conducive to achieving high efficiency in the operation of the power assembly.

[0031] In one embodiment, the valve passages are stacked between one flow-through plate and another flow-through plate.

[0032] In the embodiments of the present application, the temperature control valve is located within the valve passage, and the temperature control valve is used to control the flow rate of the valve passage. The temperature control valve and the valve passage are stacked between one flow-through plate and another flow-through plate of the heat exchanger, which is beneficial for integrating the valve passage within the heat exchanger without occupying excessive space outside the heat exchanger.

[0033] In one embodiment, the heat exchanger further includes a top plate, and the top plate is stacked on multiple flow-through plates, and the valve passages are stacked between the top plate and one flow-through plate.

[0034] In the embodiments of the present application, the top plate is located at the top of the heat exchanger in the direction perpendicular to the axial direction of the heat exchanger. No cooling oil or coolant flows above the top plate. It is used to connect and block the cooling oil or coolant flowing through the flow-through plate closest to the top plate, so as to isolate the oil passage and liquid passage inside the heat exchanger from the outside. In the embodiments of the present application, there is no need to connect the top plate to the cooling system of the whole vehicle through liquid pipes or pipelines. The temperature control valve and the valve passages are stacked between the top plate and one flow-through plate. In the direction perpendicular to the axial direction of the heat exchanger, the top plate, the valve passages, and multiple flow-through plates are arranged in sequence.

[0035] In one embodiment, the heat exchanger further includes a mounting plate, and the mounting plate is used to fix the power assembly housing, and the valve passages are stacked between one flow-through plate and the mounting plate.

[0036] In the embodiments of the present application, the mounting plate is located at the bottom of the heat exchanger in the direction perpendicular to the axial direction of the heat exchanger. The temperature control valve is located within the valve passage, and the temperature control valve and the valve passages are stacked between one flow-through plate and the mounting plate. In the direction perpendicular to the axial direction of the heat exchanger, the top plate, multiple flow-through plates, the valve passages, and the mounting plate are arranged in sequence.

[0037] In one embodiment, the mounting plate and the valve passage can be fixed within the powertrain housing, making the powertrain smaller in volume.

[0038] In a third aspect, an embodiment of the present application provides an electric vehicle, which includes a vehicle body, a cooling system, and the powertrain or the heat exchanger described in any one of the above. The vehicle body is used to fix the powertrain or the heat exchanger and the cooling system. The cooling system is used for heat exchange with the heat exchanger, and the powertrain is used to provide power for the wheels of the electric vehicle. In the embodiment of the present application, a branch of the oil fluid in the second oil passage of the powertrain does not flow through the heat exchanger, and a temperature control valve is provided in the second oil passage, which is beneficial to controlling the oil volume of the cooling oil flowing through the first oil passage and the second oil passage through the temperature control valve. When the temperature of the cooling oil is relatively low, the temperature control valve increases the opening degree of the oil flowing into the second oil passage, so that more cooling oil does not pass through the heat exchanger for cooling and is directly transported to the reducer accommodation cavity to lubricate the reducer, reducing the viscosity of the cooling oil and reducing the oil stirring loss when the reducer gear set is working. When the temperature of the cooling oil is relatively high, the temperature control valve increases the opening degree of the oil flowing into the first oil passage, so that more cooling oil enters the heat exchanger for cooling, and the cooled cooling oil is transported to the reducer for cooling and lubrication. The second oil passage and the temperature control valve are beneficial to improving the efficiency of the powertrain, and thus improving the overall performance of the electric vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will describe the drawings required to be used in the embodiments of the present application.

[0040] Figure 1 is a schematic structural diagram of an electric vehicle provided by an embodiment of the present application;

[0041] Figure 2 is a schematic structural diagram of a powertrain provided by an embodiment of the present application;

[0042] Figure 3 is a schematic structural diagram of a powertrain provided by an embodiment of the present application;

[0043] Figure 4 is a schematic structural diagram of a powertrain provided by an embodiment of the present application;

[0044] Figure 5 is a schematic structural diagram of a powertrain provided by an embodiment of the present application;

[0045] Figure 6 is a schematic structural diagram of a powertrain provided by an embodiment of the present application;

[0046] Figure 7 is a schematic structural diagram of a powertrain provided by an embodiment of the present application;

[0047] Figure 8It is a schematic structural diagram of a powertrain provided by an embodiment of the present application;

[0048] Figure 9 It is a schematic structural diagram of a powertrain provided by an embodiment of the present application;

[0049] Figure 10 It is a schematic structural diagram of a powertrain provided by an embodiment of the present application;

[0050] Figure 11 It is a schematic structural diagram of a powertrain provided by an embodiment of the present application;

[0051] Figure 12 It is a schematic structural diagram of a heat exchanger provided by an embodiment of the present application;

[0052] Figure 13 It is a schematic structural diagram of a heat exchanger provided by an embodiment of the present application;

[0053] Figure 14 It is a schematic structural diagram of an intermediate housing provided by an embodiment of the present application;

[0054] Figure 15 It is a schematic structural diagram of a powertrain provided by an embodiment of the present application;

[0055] Figure 16 It is a schematic structural diagram of a powertrain provided by an embodiment of the present application;

[0056] Figure 17 It is a schematic structural diagram of a powertrain provided by an embodiment of the present application;

[0057] Figure 18 It is a schematic structural diagram of a powertrain provided by an embodiment of the present application;

[0058] Figure 19 It is a schematic structural diagram of a powertrain provided by an embodiment of the present application;

[0059] Figure 20 It is a schematic structural diagram of a powertrain provided by an embodiment of the present application;

[0060] Figure 21 It is a schematic structural diagram of a powertrain provided by an embodiment of the present application;

[0061] Figure 22 It is a schematic structural diagram of a powertrain provided by an embodiment of the present application;

[0062] Figure 23 It is a schematic structural diagram of a powertrain provided by an embodiment of the present application;

[0063] Figure 24 It is a schematic structural diagram of a heat exchanger provided by an embodiment of the present application. Detailed implementation manners

[0064] Next, the technical solutions in the embodiments of the present application will be described with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments.

[0065] In this article, terms such as "first" and "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present application, unless otherwise stated, the meaning of "a plurality" is two or more.

[0066] In addition, in this article, orientation terms such as "upper" and "lower" are defined relative to the orientation shown in the structural schematic diagram in the accompanying drawings. It should be understood that these directional terms are relative concepts, and they are used for relative description and clarification, and they may change correspondingly according to the change of the orientation where the structure is placed.

[0067] For the convenience of understanding, the relevant technical terms involved in the embodiments of the present application will be explained and described first below.

[0068] Parallel: The parallel defined in the embodiments of the present application is not limited to absolute parallel. The definition of this parallel can be understood as substantially parallel, allowing non-absolute parallel situations caused by factors such as assembly tolerances, design tolerances, and the influence of structural flatness.

[0069] Perpendicular: The perpendicular defined in the embodiments of the present application is not limited to an absolute perpendicular intersection (the included angle is 90 degrees) relationship. It allows a non-absolute perpendicular intersection relationship caused by factors such as assembly tolerances, design tolerances, and the influence of structural flatness, and allows errors within a small angle range. For example, within the assembly error range of 80 degrees to 100 degrees, it can all be understood as a perpendicular relationship.

[0070] In order to improve the working efficiency of the reducer and reduce the oil churning loss of the reducer, an embodiment of the present application provides a powertrain with controllable oil flow. The powertrain includes a housing, a heat exchanger, an oil pump, a temperature control valve, a first oil circuit and a second oil circuit. The housing includes a reducer accommodation cavity for accommodating the gear set of the reducer. The inlet of the oil pump is used to communicate with the reducer accommodation cavity. The first oil circuit and the second oil circuit are connected in parallel between the outlet of the oil pump and the reducer accommodation cavity. Among them, the heat exchanger is used to cool the cooling oil in the first oil circuit. The temperature control valve is used to control the flow ratio of the first oil circuit and the second oil circuit. In the present application, the second oil circuit in the reducer oil circuit is used to divert a path of oil fluid that does not flow through the heat exchanger, and a temperature control valve is provided in the second oil circuit, which is beneficial to controlling the amount of cooling oil flowing through the first oil circuit and the second oil circuit through the temperature control valve. When the temperature of the cooling oil is relatively low, the temperature control valve increases the opening degree of the oil flowing into the second oil circuit, so that more cooling oil is directly transported to the reducer accommodation cavity for lubricating the reducer without being cooled by the heat exchanger, reducing the viscosity of the cooling oil and reducing the oil churning loss during the operation of the reducer gear set. When the temperature of the cooling oil is relatively high, the temperature control valve increases the opening degree of the oil flowing into the first oil circuit, so that more cooling oil enters the heat exchanger for cooling, and the cooled cooling oil is transported to the reducer for cooling and lubrication. The second oil circuit and the temperature control valve are beneficial to improving the efficiency of the powertrain.

[0071] The powertrain with a temperature control valve provided in the oil circuit provided by the embodiment of the present application is applied to an electric vehicle, and the heat exchanger provided by the embodiment of the present application is applied to the powertrain to improve the overall performance of the electric vehicle.

[0072] Please refer to Figure 1 , Figure 1 which is a schematic structural diagram of an electric vehicle 1 provided by an embodiment of the present application. In the embodiment of the present application, the electric vehicle 1 includes a powertrain 2, a vehicle body 3, a battery pack 4 and wheels 5. Among them, the powertrain 2 and the battery pack 4 are fixed to the vehicle body 3. The powertrain 2 is used to receive the power supply from the battery pack 4 and is used to drive the wheels 5.

[0073] In the embodiment of the present application, the battery pack 4 can also be referred to as a power battery.

[0074] In the embodiment of the present application, the electric vehicle 1 refers to a wheeled device driven or towed by a power device.

[0075] Next, the powertrain 2 and the heat exchanger 50 provided by the embodiment of the present application will be introduced in detail.

[0076] Please refer to Figure 2 and Figure 3 , Figure 2 which is a schematic structural diagram of the powertrain 2 provided by an embodiment of the present application, Figure 3Schematic diagram of the powertrain 2 provided by an embodiment of the present application. In one embodiment, the powertrain 2 includes a housing 10, a speed reducer 20, a motor 30, an oil pump 40, and a heat exchanger 50. The housing 10 includes a speed reducer accommodation cavity 700 and a motor accommodation cavity 800. The motor accommodation cavity 800 is used to accommodate the motor 30, and the speed reducer accommodation cavity 700 is used to accommodate the speed reducer 20. Among them, the motor 30 converts the electrical energy provided by the motor controller 70 into kinetic energy and transmits the kinetic energy to the input shaft 201 in the speed reducer 20. The input shaft 201 transmits the power to the internal gears of the speed reducer 20. The output shaft (not shown) of the speed reducer 20 is used to transmit the power of the motor 30 to the wheel 5. It should be noted that the input shaft 201 is the schematic position of the input shaft 201, and the heat exchanger 50 is the schematic position of the heat exchanger 50. Among them, the oil pump 40 is used to transport the cooling oil at the bottom 710 of the speed reducer accommodation cavity to the speed reducer accommodation cavity 700 and the motor accommodation cavity 800 for cooling and lubricating the speed reducer 20 and the motor 30. The bottom 710 of the speed reducer accommodation cavity can also be referred to as the oil reservoir in the speed reducer accommodation cavity 700.

[0077] In the embodiment of the present application, the motor 30 includes a stator (not shown), a rotor (not shown), and a motor shaft (not shown). The rotor is fixed to the motor shaft. The speed reducer 20 includes an input shaft 201, an intermediate shaft (not shown), an output shaft (not shown), and a gear train (not shown), etc. The motor shaft is in driving connection with the input shaft 201 of the speed reducer 20, and the power output by the motor shaft is decelerated through the gear train in the speed reducer 20.

[0078] In the embodiment of the present application, the motor accommodation cavity 800 communicates with the speed reducer accommodation cavity 700 along the axial direction O of the powertrain, and the motor accommodation cavity 800 and the speed reducer accommodation cavity 700 are arranged along the axial direction O of the powertrain.

[0079] Please continue to refer to Figure 1 and Figure 2 , in one embodiment, the powertrain 2 further includes a motor controller 70 (as shown in Figure 4 ). The motor controller 70 is used to receive the direct current of the battery pack 4 and output alternating current to the motor 30. The stator in the motor 30 is used to receive the alternating current output by the motor controller 70 to drive the rotor and the motor shaft in the motor 30 to rotate, and the rotation of the motor shaft drives the input shaft 201 to rotate.

[0080] Please refer to Figure 2 , Figure 4 , Figure 5 and Figure 6 , Figure 4 Schematic diagram of the powertrain 2 provided by an embodiment of the present application, Figure 5 Schematic diagram of the powertrain 2 provided by an embodiment of the present application. Figure 6Schematic diagram of the powertrain 2 provided by an embodiment of the present application. In one embodiment, a powertrain 2 with a temperature control valve in a reducer oil circuit includes a housing 10 (as Figure 2 shown), a heat exchanger 50, an oil pump 40, a temperature control valve 60, a first oil circuit 11, and a second oil circuit 12. The housing 10 includes a reducer accommodation cavity 700 (as Figure 2 shown). The reducer accommodation cavity 700 is used to accommodate the gear set (not shown) of the reducer 20. The inlet 401 of the oil pump 40 is used to communicate with the reducer accommodation cavity 700. Among them, the first oil circuit 11 and the second oil circuit 12 are connected in parallel between the outlet 402 of the oil pump 40 and the reducer accommodation cavity 700. The first oil circuit 11 and the second oil circuit 12 are connected in parallel. The heat exchanger 50 is used to cool down the cooling oil in the first oil circuit 11. The temperature control valve 60 is used to control the flow rate ratio of the first oil circuit 11 and the second oil circuit 12.

[0081] In the embodiment of the present application, the bottom 710 of the reducer accommodation cavity is used to accommodate the cooling oil. The inlet 401 of the oil pump 40 is used to communicate with the bottom 710 of the reducer accommodation cavity. The oil pump 40 is located at the bottom 710 of the reducer accommodation cavity (as Figure 3 shown), so that the inlet 401 of the oil pump 40 can communicate with the bottom 710 of the reducer accommodation cavity (as Figure 4 shown), which is beneficial for the oil pump 40 to provide oil pressure for the cooling oil at the bottom 710 of the reducer accommodation cavity, driving the cooling oil to be transported to the reducer 20 for cooling and lubricating the reducer 20. A second oil circuit 12 is provided in the oil circuit where the cooling oil flows into the reducer 20, which is used to divert a path of oil without passing through the heat exchanger 50, and a temperature control valve 60 is provided in the second oil circuit 12, which is beneficial for realizing the control of the flow rate of the cooling oil in the first oil circuit 11 and the second oil circuit 12, and improving the efficiency of the powertrain 2.

[0082] In the embodiment of the present application, the parallel connection of the first oil circuit 11 and the second oil circuit 12 means that the inlet 11a of the first oil circuit 11 is connected to the inlet 12a of the second oil circuit 12, and the outlet 11b of the first oil circuit and the outlet 12b of the second oil circuit are connected.

[0083] In the embodiment of the present application, the temperature control valve 60 is used to control the flow rate ratio of the first oil circuit 11 and the second oil circuit 12. When the cooling oil is at a low temperature, more cooling oil flows into the second oil circuit 12. When the cooling oil is at a high temperature, more cooling oil flows into the first oil circuit 11. The first oil circuit 11 and the second oil circuit 12 are beneficial for reducing the further cooling of the cooling oil at low temperatures. When the gear set of the reducer 20 works, heat will be generated, which is beneficial for the rapid rise of the cooling oil temperature in the reducer accommodation cavity 700, thereby reducing the viscosity of the cooling oil and the system oil resistance, which is beneficial for ensuring the normal operation of the oil pump 40. At the same time, it is also beneficial for reducing the churning loss of the reducer 20 and improving the efficiency of the powertrain 2. The heat exchanger 50 is used to cool down the cooling oil at high temperatures to prevent the reducer 20 from overheating and affecting its working performance.

[0084] In one embodiment, the heat exchanger 50 is located in the first oil path 11, and the temperature control valve 60 is located in the second oil path 12 or at the intersection of the first oil path 11 and the second oil path 12.

[0085] In the embodiment of the present application, as Figure 5 shown, the temperature control valve 60 is located in the second oil path 12. After the cooling oil at the bottom 710 of the reducer accommodation chamber is pumped out by the oil pump 40, the cooling oil flows through the second oil path 12 and the temperature control valve 60 in the second oil path 12, and then flows into the reducer 20 for lubricating the gear set of the reducer 20. Alternatively, after the cooling oil at the bottom 710 of the reducer accommodation chamber is pumped out by the oil pump 40, the cooling oil flows through the first oil path 11, is cooled by heat exchange through the heat exchanger 50 in the first oil path 11 and then flows out of the first oil path 11, and then flows into the reducer 20 for cooling and lubricating the gear set of the reducer 20.

[0086] In the embodiment of the present application, as Figure 4 shown, the temperature control valve 60 is located at the intersection of the inlet 11a of the first oil path and the inlet 12a of the second oil path. After the cooling oil at the bottom 710 of the reducer accommodation chamber is pumped out by the oil pump 40, it flows through the temperature control valve 60 and the first oil path 11 respectively, is cooled by the heat exchanger 50 in the first oil path 11, and then converges with the cooling oil flowing directly through the temperature control valve 60 and flowing out of the second oil path 12 and then flows into the reducer 20 in the reducer accommodation chamber 700 for lubricating the reducer 20.

[0087] In the embodiment of the present application, as Figure 6 shown, the temperature control valve 60 is located at the intersection of the outlet 11b of the first oil path and the outlet 12b of the second oil path. After the cooling oil at the bottom 710 of the reducer accommodation chamber is pumped out by the oil pump 40, it flows through the first oil path 11 and the heat exchanger 50 in the first oil path 11 and then flows to the temperature control valve 60, and then flows into the reducer 20 in the reducer accommodation chamber 700 for cooling and lubricating the reducer 20, or flows through the second oil path 12 and the temperature control valve 60 and directly flows into the reducer 20 without being cooled by the heat exchanger 50.

[0088] Please refer to Figure 6 , in one embodiment, the powertrain 2 further includes a heat source (not shown), the heat source is located in the oil path between the outlet 402 of the oil pump 40 and the bottom 710 of the reducer accommodation chamber, and the heat source is used to raise the temperature of the cooling oil. The heat source includes at least one of the gear set of the reducer 20, the motor stator, the motor rotor, and a heating resistor (not shown).

[0089] In the embodiment of the present application, the heat source heats up the cooling oil. The increase in the temperature of the cooling oil is beneficial to reducing the viscosity of the cooling oil, which is conducive to the rapid and normal operation of the oil pump 40 when the external ambient temperature is low, enabling the normal operation of the first oil passage 11 and the second oil passage 12. It is also beneficial to reducing the oil stirring loss during the operation of the gear set of the speed reducer 20 and improving the efficiency of the powertrain 2.

[0090] Please refer to Figure 4 , in one embodiment, the temperature control valve 60 includes a temperature-sensitive medium. The temperature-sensitive medium is configured to deform according to the temperature of the cooling oil flowing through the temperature control valve 60 to change the opening degree of the temperature control valve 60, or the temperature control valve 60 is configured to respond to a temperature control signal to change the opening degree.

[0091] In the implementation of the present application, the temperature control valve 60 includes a temperature-sensitive medium. The temperature-sensitive medium is configured to deform according to the temperature of the cooling oil flowing through the temperature control valve 60 to change the opening degree of the temperature control valve 60. When the temperature control valve 60 senses that the temperature of the cooling oil output by the oil pump 40 is low, the opening degree of the temperature control valve 60 for the second oil passage 12 becomes larger, or the opening degree of the temperature control valve 60 for the first oil passage 11 becomes smaller, so that more cooling oil does not pass through the heat exchanger 50 in the first oil passage 11 for cooling, preventing the cooling oil from being further cooled and increasing the viscosity of the cooling oil, reducing the oil stirring loss during the operation of the gear set of the speed reducer 20, and improving the efficiency of the powertrain 2. When the temperature control valve 60 senses that the temperature of the cooling oil output by the oil pump 40 is high, the opening degree of the temperature control valve 60 for the second oil passage 12 becomes smaller, and the opening degree of the temperature control valve 60 for the first oil passage 11 becomes larger, so that more hot cooling oil flows through the heat exchanger 50 in the first oil passage 11. The hot cooling oil flows into the speed reducer 20 after being cooled by the heat exchanger 50, which is beneficial to cooling and lubricating the speed reducer 20 and conducive to controlling the temperature rise of the powertrain 2. An exemplary temperature control valve 60 is a thermostat.

[0092] In the embodiment of the present application, the temperature control valve 60 is used to change the opening degree in response to a temperature control signal. When the motor controller 70 or other controllers receive a low-temperature signal, the temperature control valve 60 is controlled to increase the opening degree of the second oil passage 12 and decrease the opening degree of the first oil passage 11, so that more cooling oil does not pass through the heat exchanger 50 in the first oil passage 11, avoiding further cooling of the cooling oil and increasing the viscosity of the cooling oil, reducing the oil agitation loss when the gear set of the speed reducer 20 works, and improving the efficiency of the powertrain 2. When the motor controller 70 or other controllers receive a high-temperature signal, the temperature control valve 60 is controlled to decrease the opening degree of the second oil passage 12 and increase the opening degree of the first oil passage 11, so that more hot cooling oil flows through the heat exchanger 50 in the first oil passage 11. The hot cooling oil flows into the speed reducer 20 after being cooled by the heat exchanger 50, which is beneficial to cooling and lubricating the speed reducer 20 and controlling the temperature rise of the powertrain 2. An exemplary temperature control valve 60 is a solenoid valve. The low-temperature signal and the high-temperature signal in the temperature control signal can be derived from the motor controller 70 or the ambient temperature detected by the whole vehicle, the temperature of the motor stator or the motor rotor, the temperature of the cooling oil in the powertrain housing, etc.

[0093] Please refer to Figure 5 , in one embodiment, the temperature control valve 60 includes an inlet 61 and an outlet 62. The second oil passage 12 includes a second oil inlet section 12c and a second oil outlet section 12d. The second oil inlet section 12c is used to connect the outlet 402 and the inlet 401 of the oil pump 40, and the second oil outlet section 12d is used to connect the outlet 402 and the speed reducer accommodation cavity 700 (as Figure 2 shown).

[0094] In the embodiment of the present application, the temperature control valve 60 is a two-way valve, including an inlet 61 and an outlet 62. The temperature control valve 60 is located in the second oil passage 12 and is used to adjust the amount of cooling oil flowing through the second oil passage 12. The speed reducer accommodation cavity 700 is used to accommodate the speed reducer 20. The cooling oil at the bottom 710 of the speed reducer accommodation cavity flows into the speed reducer accommodation cavity 700 for lubricating the speed reducer 20 through the outlet 402 of the oil pump 40, the second oil inlet section 12c, the inlet 61 of the temperature control valve 60, the internal flow passage of the temperature control valve 60, the outlet 62 of the temperature control valve 60, and the second oil outlet section 12d in sequence, or the cooling oil at the bottom 710 of the speed reducer accommodation cavity flows into the speed reducer accommodation cavity 700 through the outlet 402 of the oil pump 40 and the first oil passage 11 and is cooled by the heat exchanger 50. When the temperature of the cooling oil at the bottom 710 of the speed reducer accommodation cavity is relatively low, it is beneficial that more cooling oil flows through the second oil passage 12 without being cooled by the heat exchanger 50, so as to quickly increase the oil temperature of the cooling oil, reduce the oil agitation loss when the gear set of the speed reducer 20 rotates, and reduce the power loss of the powertrain 2.

[0095] In one embodiment, when there is flow in both the first oil passage 11 and the second oil passage 12, the cooling oil in the first oil passage 11 and the second oil passage 12 converges at the outlet 11b of the first oil passage 11 and the outlet 12b of the second oil passage 12 and then flows into the reducer accommodating cavity 700. In one embodiment, when the temperature control valve 60 is a two-way valve and opens the second oil passage 12, the opening degree of the second oil passage 12 is relatively large, such that when all the cooling oil flows through the second oil passage 12 and does not flow through the first oil passage 11, only the cooling oil in the second oil passage 12 enters the reducer accommodating cavity 700.

[0096] Please refer to Figure 7 , Figure 7 which is a schematic structural diagram of the powertrain 2 provided by an embodiment of the present application. In one embodiment, the temperature control valve 60 is located in the second oil passage 12. The temperature control valve 60 includes an inlet 61 and an outlet 62. The cooling oil flowing through the temperature control valve 60 does not converge with the cooling oil cooled by the heat exchanger 50 in the first oil passage 11 and directly flows into the reducer accommodating cavity 700 (as shown in Figure 2 ), and the cooling oil in the first oil passage 11 and the second oil passage 12 separately flows into the reducer accommodating cavity 700.

[0097] Please refer to Figure 4 , in one embodiment, the temperature control valve 60 includes an inlet 61 and two outlets 62a, 62b. The first oil passage 11 includes a first oil inlet section 11c and a first oil outlet section 11d. The inlet 61 is used to connect to the outlet 402 of the oil pump 40. One outlet 62a is used to connect to the inlet 12a of the second oil passage 12. The first oil inlet section 11c is used to connect to the other outlet 62b and the inlet 59 of the heat exchanger 50. The first oil outlet section 11d is used to connect to the outlet 58 of the heat exchanger 50 and the reducer accommodating cavity 700 (as shown in Figure 2 ).

[0098] In the embodiment of the present application, the temperature control valve 60 is a three-way valve, including an inlet 61 and two outlets 62a, 62b. The temperature control valve 60 is located at the intersection of the inlet 11a of the first oil passage 11 and the inlet 12a of the second oil passage 12, and is used to adjust the flow ratio of the cooling oil in the first oil passage 11 and the second oil passage 12. The cooling oil at the bottom 710 of the reducer accommodating cavity sequentially passes through the outlet 402 of the oil pump 40, the inlet 61 of the temperature control valve 60, one outlet 62a, the inlet 12a of the second oil passage 12 and flows into the second oil passage 12, and then flows into the reducer accommodating cavity 700 for lubricating the reducer 20. The cooling oil at the bottom 710 of the reducer accommodating cavity sequentially passes through the outlet 402 of the oil pump 40, the inlet 61 of the temperature control valve 60, the other outlet 62b, the first oil inlet section 11c, the inlet 59 of the heat exchanger 50, the internal oil passage of the heat exchanger 50, the outlet 58 of the heat exchanger 50, the first oil outlet section 11d and flows into the reducer 20 in the reducer accommodating cavity 700 for cooling and lubricating the reducer 20.

[0099] In the embodiment of the present application, when the temperature of the cooling oil at the bottom 710 of the reducer accommodation cavity is relatively low, the amount of cooling oil flowing out from one outlet 62a of the temperature control valve 60 and flowing into the second oil passage 12 is relatively large, and the amount of cooling oil flowing out from the other outlet 62b and flowing into the first oil passage 11 is relatively small. This is beneficial to reducing the heat dissipation of the low-temperature cooling oil, facilitating the rapid increase of the oil temperature, reducing the system oil resistance, facilitating the normal operation of the oil pump 40 quickly, and at the same time, it is also beneficial to reducing the oil stirring loss of the gear set of the reducer 20 and reducing the power loss. When the temperature of the cooling oil at the bottom 710 of the reducer accommodation cavity is relatively high, the amount of cooling oil flowing out from one outlet 62a of the temperature control valve 60 and flowing into the second oil passage 12 is relatively small, and the amount of cooling oil flowing out from the other outlet 62b and flowing into the first oil passage 11 is relatively large, which is beneficial to cooling the hot cooling oil and realizing the cooling and lubrication of the reducer 20.

[0100] In the embodiment of the present application, the flow rate ratio of the first oil passage 11 and the second oil passage 12 is simultaneously controlled by the three-way valve, making the operation simple and the control accuracy higher.

[0101] Please refer to Figure 6 , in one embodiment, the temperature control valve 60 includes two inlets 61a, 61b and one outlet 62. The first oil passage 11 includes a first oil inlet section 11c and a first oil outlet section 11d. One inlet 61b is used to communicate with the outlet 12b of the second oil passage 12. The first oil inlet section 11c is used to communicate with the outlet 402 of the oil pump 40 and the inlet 59 of the heat exchanger 50. The first oil outlet section 11d is used to communicate with the outlet 58 of the heat exchanger 50 and the other inlet 61a. The outlet 62 is used to communicate with the reducer accommodation cavity 700 (as Figure 2 shown).

[0102] In the embodiment of the present application, the temperature control valve 60 is a three-way valve, including two inlets 61a, 61b and one outlet 62. The temperature control valve 60 is located at the intersection of the outlet 11b of the first oil passage 11 and the outlet 12b of the second oil passage 12. The reducer accommodation cavity 700 is used to accommodate the reducer 20. The cooling oil at the bottom 710 of the reducer accommodation cavity sequentially flows through the outlet 402 of the oil pump 40, the first oil inlet section 11c, the internal oil passage of the heat exchanger 50, and the first oil outlet section 11d, and flows into the temperature control valve 60 from the other inlet 61a, and flows out from the outlet 62 for cooling and lubricating the reducer 20. At the same time, the cooling oil at the bottom 710 of the reducer accommodation cavity sequentially flows through the outlet 402 of the oil pump 40, the second oil passage 12, the outlet 12b of the second oil passage 12, and one inlet 61b, and flows into the temperature control valve 60, and flows out from the outlet 62 for lubricating the reducer 20.

[0103] In the above Figure 4 , Figure 5 and Figure 6In the three embodiments shown, the layout of the temperature control valve 60 can be appropriately selected through the powertrain layout, making the layout more flexible.

[0104] Please refer to Figure 2 、 Figure 8 、 Figure 9 and Figure 10 , Figure 8 which is a schematic structural diagram of the powertrain 2 provided by an embodiment of the present application, Figure 9 which is a schematic structural diagram of the powertrain 2 provided by an embodiment of the present application, Figure 10 which is a schematic structural diagram of the powertrain 2 provided by an embodiment of the present application. In one embodiment, the housing 10 (as shown in Figure 2 ) further includes a motor accommodation cavity 800 (as shown in Figure 2 ), the motor accommodation cavity 800 is used to accommodate the motor 30, and both the first oil passage 11 and the second oil passage 12 are used to connect the outlet 402 of the oil pump 40, the reducer accommodation cavity 700 (as shown in Figure 2 ) and the motor accommodation cavity 800, and the temperature control valve 60 is located in the second oil passage 12 or at the intersection of the first oil passage 11 and the second oil passage 12.

[0105] In the embodiment of the present application, as shown in Figure 8 , the temperature control valve 60 is located in the second oil passage 12. The temperature control valve 60 includes an inlet 61 and an outlet 62. The second oil passage 12 includes a second oil inlet section 12c and a second oil outlet section 12d. The second oil inlet section 12c is used to connect the outlet 402 of the oil pump 40 and the inlet 401, and the second oil outlet section 12d is used to connect the outlet 402, the reducer accommodation cavity 700 and the motor accommodation cavity 800.

[0106] In the embodiment of the present application, as shown in Figure 9 , the temperature control valve 60 is located at the intersection of the inlet 11a of the first oil passage 11 and the inlet 12a of the second oil passage 12. The temperature control valve 60 includes an inlet 61 and two outlets 62a, 62b. The first oil passage 11 includes a first oil inlet section 11c and a first oil outlet section 11d. The inlet 61 is used to connect the outlet 402 of the oil pump 40. One outlet 62a is used to connect the inlet 12a of the second oil passage 12. The first oil inlet section 11c is used to connect the other outlet 62b and the inlet 59 of the heat exchanger 50, and the first oil outlet section 11d is used to connect the outlet 58 of the heat exchanger 50, the reducer accommodation cavity 700 and the motor accommodation cavity 800.

[0107] In the embodiment of the present application, as shown in Figure 10As shown, the temperature control valve 60 is located at the intersection of the outlet 11b of the first oil passage 11 and the outlet 12b of the second oil passage 12. The temperature control valve 60 includes two inlets 61a, 61b and one outlet 62. The first oil passage 11 includes a first oil inlet section 11c and a first oil outlet section 11d. One inlet 61b is used to connect to the outlet 12b of the second oil passage 12. The first oil inlet section 11c is used to connect to the outlet 402 of the oil pump 40 and the inlet 59 of the heat exchanger 50. The first oil outlet section 11d is used to connect to the outlet 58 of the heat exchanger 50 and the other inlet 61a. The outlet 62 is used to connect to the reducer accommodation cavity 700 and the motor accommodation cavity 800.

[0108] In Figure 8 and Figure 10 In the illustrated embodiment, the temperature control valve 60 not only controls the flow rate of the cooling oil flowing into the reducer accommodation cavity 700 according to the temperature, but also allows part of the cooling oil to quickly flow into the motor accommodation cavity 800, so that when the motor works in a low-temperature environment, the cooling oil is heated, and the cooling oil in the powertrain 2 system is accelerated to circulate, which is beneficial to improving the efficiency of the powertrain 2.

[0109] Please refer to Figure 11 , Figure 11 which is a schematic structural diagram of the powertrain 2 provided by an embodiment of the present application. In one embodiment, the first oil passage 11 is sequentially connected to the outlet 402 of the oil pump 40, the heat exchanger 50, the motor accommodation cavity 800 and the bottom 710 of the reducer accommodation cavity. The second oil passage 12 is sequentially connected to the outlet 402 of the oil pump 40, the temperature control valve 60 and the reducer accommodation cavity 700. There is no cross-confluence between the first oil passage 11 and the second oil passage 12. After the low-temperature cooling oil at the bottom 710 of the reducer accommodation cavity is pumped out by the oil pump 40, it flows into the second oil passage 12, and directly flows into the reducer accommodation cavity 700 after flowing out of the temperature control valve 60 for lubricating the reducer 20, which is beneficial to realizing the rapid temperature rise of the cooling oil. After the high-temperature cooling oil at the bottom 710 of the reducer accommodation cavity is pumped out by the oil pump 40, it flows into the first oil passage 11, and after heat exchange by the heat exchanger 50, it flows into the reducer accommodation cavity 700 and the motor accommodation cavity 800 respectively for cooling and lubricating the reducer 20 and the motor 30.

[0110] In one embodiment, part of the cooling oil flowing out of the outlet 58 of the heat exchanger 50 flows into the reducer accommodation cavity 700 before flowing into the motor accommodation cavity 800, so that when the ambient temperature is high, it is used to cool and lubricate the gear set of the reducer 20.

[0111] Please refer to Figure 4, in one embodiment, the powertrain 2 further includes a third oil passage 13 and a fourth oil passage 14. The inlet 13a of the third oil passage 13 is used to communicate with the outlet 402 of the oil pump 40. The outlet 13b of the third oil passage 13 is used to communicate with the inlet 11a of the first oil passage 11 and the inlet 12a of the second oil passage 12. The inlet 14a of the fourth oil passage 14 is used to communicate with the outlet 11b of the first oil passage 11 and the outlet 12b of the second oil passage 12. The outlet 14b of the fourth oil passage 14 is used to directly communicate with the reducer accommodation cavity 700.

[0112] In the embodiment of the present application, the cooling oil at the bottom 710 of the reducer accommodation cavity sequentially passes through the outlet 402 of the oil pump 40, the inlet 13a of the third oil passage 13, the third oil passage 13, the outlet 13b of the third oil passage 13, the inlet 11a of the first oil passage 11, the first oil passage 11, the outlet 11b of the first oil passage 11, the inlet 14a of the fourth oil passage 14, and the fourth oil passage 14, and directly flows into the reducer 20 in the reducer accommodation cavity 700 from the outlet 14b of the fourth oil passage 14. The high-temperature cooling oil exchanges heat through the heat exchanger 50, which is beneficial to reducing the oil temperature of the hot cooling oil and enabling the reducer 20 to be cooled and lubricated.

[0113] In the embodiment of the present application, the cooling oil at the bottom 710 of the reducer accommodation cavity sequentially passes through the outlet 402 of the oil pump 40, the inlet 13a of the third oil passage 13, the third oil passage 13, the outlet 13b of the third oil passage 13, the inlet 12a of the second oil passage 12, the second oil passage 12, the outlet 12b of the second oil passage 12, the inlet 14a of the fourth oil passage 14, the fourth oil passage 14, and the outlet 14b of the fourth oil passage 14 and directly flows into the reducer 20 in the reducer accommodation cavity 700 for lubrication. This is beneficial for the low-temperature cooling oil not to pass through the heat exchanger 50, facilitating the rapid arrival of the cooling oil at the reducer 20. When the gear set of the reducer 20 operates, it raises the temperature of the cooling oil, which is beneficial for the rapid increase of the cooling oil temperature in the reducer accommodation cavity 700, thereby reducing the viscosity of the cooling oil and the system oil resistance, facilitating the normal operation of the oil pump 40, and at the same time being beneficial for reducing the churning loss of the reducer 20 and improving the efficiency of the powertrain 2.

[0114] Please refer to Figure 9 , in one embodiment, the powertrain 2 further includes a fifth oil passage 15 and a motor accommodation cavity 800 (as Figure 2 shown), the motor accommodation cavity 800 is used to accommodate the motor 30. The inlet 15a of the fifth oil passage 15 is used to communicate with the outlet 11b of the first oil passage 11 and the outlet 12b of the second oil passage 12. The outlet 15b of the fifth oil passage 15 is used to directly communicate with the motor accommodation cavity 800.

[0115] In the embodiment of the present application, the motor accommodation cavity 800 is used to accommodate the motor 30, and the motor 30 is used to provide kinetic energy for the powertrain 2. The fifth oil passage 15 is used to convey cooling oil to cool and lubricate the motor 30 in the motor accommodation cavity 800. The cooling oil flows into the motor accommodation cavity 800 successively through the outlet 11b of the first oil passage 11, the inlet 15a of the fifth oil passage 15, the fifth oil passage 15, and the outlet 15b of the fifth oil passage 15 to cool and lubricate the motor 30, which is beneficial to realizing the temperature rise control of the powertrain 2. At the same time, the cooling oil flows into the motor accommodation cavity 800 successively through the outlet 12b of the second oil passage 12, the inlet 15a of the fifth oil passage 15, the fifth oil passage 15, and the outlet 15b of the fifth oil passage 15 to lubricate the motor 30.

[0116] Please refer to Figure 12 and Figure 13 , Figure 12 , which is a schematic structural diagram of the heat exchanger 50 provided by an embodiment of the present application. Figure 13 , which is a schematic structural diagram of the heat exchanger 50 provided by an embodiment of the present application. In one embodiment, the temperature control valve 60 and the second oil passage 12 are stacked on the heat exchanger 50. The heat exchanger 50 includes an oil inlet 51 and an oil outlet 52. The oil inlet 51 is used to communicate with the outlet 402 of the oil pump 40 (as Figure 11 shown), and the oil outlet 52 is used to communicate with the reducer accommodation cavity 700 (as Figure 2 shown). The second oil passage 12 is in parallel with the oil passage between the oil inlet 51 and the oil outlet 52. The inlet 12a of the second oil passage 12 is communicated with the oil inlet 51, and the outlet 12b of the second oil passage 12 is communicated with the oil outlet 52.

[0117] In the embodiment of the present application, the temperature control valve 60 and the second oil passage 12 are stacked on the heat exchanger 50, which is beneficial to reducing the pipeline layout and pipeline length of the second oil passage 12 in the powertrain 2, making the structures of the temperature control valve 60, the second oil passage 12, and the heat exchanger 50 more integrated, reducing the volume of the powertrain 2, and being beneficial to the miniaturization of the powertrain 2.

[0118] Please continue to refer to Figure 12 and Figure 13 . In one embodiment, the heat exchanger 50 is fixed to the housing 10 (as Figure 2 shown), and the temperature control valve 60 and the second oil passage 12 are stacked on the side of the heat exchanger 50 away from the housing 10. In one embodiment, the temperature control valve 60 and the second oil passage 12 are stacked between the heat exchange plates 53 of the heat exchanger 50. In one embodiment, the temperature control valve 60 and the second oil passage 12 are stacked between the heat exchanger 50 and the housing 10.

[0119] In the embodiment of the present application, there are various integration methods between the second oil passage 12 and the heat exchanger 50, such as Figure 12As shown, the temperature control valve 60 and the second oil passage 12 are stacked on the side of the heat exchanger 50 away from the housing 10, which is beneficial to the installation and fixation of the heat exchanger 50 and the housing 10. The temperature control valve 60 and the second oil passage 12 are stacked between the heat exchange plates 53 of the heat exchanger 50, which is beneficial to integrating the second oil passage 12 into the heat exchanger 50 without occupying too much space outside the heat exchanger 50. As Figure 13 shown, the temperature control valve 60 and the second oil passage 12 are stacked between the heat exchanger 50 and the housing 10, which is beneficial to the faster inflow of the low-temperature cooling oil in the housing 10 into the second oil passage 12 for lubricating the reducer 20, so as to accelerate the temperature rise of the cooling oil faster, reduce the viscosity of the cooling oil, reduce the system oil resistance, which is beneficial to reducing the oil stirring loss of the gear set of the reducer 20 and reducing the power loss of the powertrain 2. In one embodiment, the second oil passage 12 is integrated into the housing 10, and the temperature control valve 60 is located in the housing 10. At this time, the heat exchanger 50 is fixed on the surface of the housing 10, and the temperature control valve 60 and the second oil passage 12 do not additionally occupy the external space of the powertrain 2, making the structure of the powertrain 2 more integrated and smaller.

[0120] Please continue to refer to Figure 2 and Figure 3 , in one embodiment, the housing 10 includes an intermediate housing 100 and a reducer end cover 200. The intermediate housing 100 includes a reducer accommodation groove 300 and a second oil passage 12 integrally die-cast (as Figure 3 shown), and the reducer accommodation groove 300 is used to cooperate with the reducer end cover 200 to enclose a reducer accommodation cavity 700. Along the extension direction of the second oil passage 12 (as Figure 3 shown), the second oil inlet section 12c (as Figure 3 shown), the temperature control valve 60 (as Figure 3 shown) and the second oil outlet section 12d (as Figure 3 shown) are arranged in sequence.

[0121] In the embodiment of the present application, the intermediate housing 100 is integrally die-cast, and the process is simple. The reducer end cover 200 is used to cover the reducer accommodation groove 300 to form a reducer accommodation cavity 700, and the reducer accommodation cavity 700 is used to accommodate the gear set of the reducer 20. The second oil passage 12 (as Figure 3 shown) is integrally die-cast in the intermediate housing 100, which is beneficial to saving die-casting materials, reducing production costs, and also beneficial to reducing additional pipeline arrangements, making the layout of the powertrain 2 more reasonable.

[0122] In the embodiment of the present application, the temperature control valve 60 is located in the second oil passage 12 (as Figure 3 shown). After the cooling oil at the bottom 710 of the reducer accommodation cavity is pumped out by the oil pump 40 (as Figure 3 shown), it sequentially passes through the second oil inlet section 12c (as Figure 3 shown), the temperature control valve 60 (as Figure 3as shown) and the second oil outlet section 12d (such as Figure 3 shown), reaches the reducer accommodation cavity 700 to lubricate the gear set of the reducer 20 in the reducer accommodation cavity 700. In the embodiment of the present application, the second oil path 12 (such as Figure 3 shown) extends perpendicular to the axial direction O of the powertrain, which is beneficial to the second oil path 12 (such as Figure 3 shown) being die-cast in the intermediate housing 100, facilitating the faster supply of cooling oil for lubricating the reducer 20.

[0123] In the embodiment of the present application, the intermediate housing 100 can also be referred to as the assembly housing 100, the die-cast housing 100, the electric drive housing 100, etc.

[0124] Please continue to refer to Figure 2 and Figure 3 , in one embodiment, the housing 10 includes a motor end cover 400, and the intermediate housing 100 includes a motor accommodation groove 500 formed by integral die-casting.

[0125] In the embodiment of the present application, the motor end cover 400 is used to cover the motor accommodation groove 500 to form a motor accommodation cavity 800. The motor accommodation cavity 800 is used to accommodate the motor 30, and the motor 30 is used to provide kinetic energy for the powertrain 2. The fifth oil path 15 (such as Figure 2 shown) cools and lubricates the motor 30, and the fifth oil path 15 can be integrated on the motor accommodation groove 500 or arranged outside the motor accommodation groove 500.

[0126] Please continue to refer to Figure 2 , Figure 3 and Figure 14 , Figure 14 is a schematic structural diagram of the intermediate housing 100 provided by an embodiment of the present application. In one embodiment, the intermediate housing 100 further includes an oil pump accommodation groove 600 and an oil outlet hole 604 (such as Figure 14 shown). The oil pump accommodation groove 600 is used to accommodate the oil pump 40, the oil outlet is used to communicate with the second oil path, and the opening of the oil outlet hole 604 faces the reducer accommodation cavity 700.

[0127] In one embodiment, the outlet 601 of the oil pump accommodation groove 600 is communicated with the second oil inlet section 12c (such as Figure 3 shown), and the oil outlet hole 604 is used to communicate the second oil outlet section 12d (such as Figure 3 shown) and the reducer accommodation groove 300.

[0128] In the embodiment of the present application, after the cooling oil is pumped from the outlet 601 of the oil pump accommodation groove 600 into the second oil inlet section 12c (such as Figure 3 shown), it passes through the temperature control valve 60 and the second oil outlet section 12d (such as Figure 3flows into the reducer accommodation groove 300 from the oil outlet hole 604 as shown for lubricating the gear set of the reducer 20 in the reducer accommodation groove 300. The opening of the oil outlet hole 604 faces the reducer accommodation cavity 700, which is conducive to more smoothly inputting the cooling oil into the reducer accommodation cavity 700. The opening of the oil outlet hole 604 facing the reducer accommodation cavity 700 can also spray the cooling oil into an oil collecting groove (not shown) for lubricating the gear set of the reducer 20. It should be noted that Figure 3 The position of the outlet 601 in the figure is the schematic position of the outlet 601. Exemplarily, the outlet 601 is opened on the inner wall of the oil pump accommodation groove 600.

[0129] In the embodiment of the present application, after the cooling oil is pumped out from the outlet 601 of the oil pump accommodation groove 600, it directly flows into the reducer accommodation cavity 700 through the second oil passage 12 formed by die-casting in the intermediate housing 10, without passing through a long pipeline, making the path flowing into the reducer accommodation cavity 700 shorter and reducing the oil resistance.

[0130] In one embodiment, the second oil passage 12 is formed between the motor accommodation cavity 800 and the output shaft hole of the reducer, making the second oil passage 12 shorter.

[0131] Please continue to refer to Figure 3 , in one embodiment, the oil pump accommodation groove 600 includes a notch 602, and the notch 602 of the oil pump accommodation groove 600 faces away from the reducer accommodation groove 300 along the axial direction O of the power assembly. In the embodiment of the present application, it is beneficial to the installation and arrangement of the oil pump 40, beneficial to the smooth progress of the demolding process of the intermediate housing 100, and also beneficial to reducing the space occupied by the power assembly 2 along the axial direction O of the power assembly.

[0132] Please refer to Figure 3 , in one embodiment, the groove wall of the oil pump accommodation groove 600 includes two outlets 605 and 606, namely the first outlet 605 and the second outlet 606 respectively. The first outlet 605 is used to communicate with the inlet 11a of the first oil passage 11 (as Figure 3 shown), and the second outlet 606 is used to communicate with the inlet 12a of the second oil passage 12 (as Figure 3 shown). Among them, along the axial direction O of the power assembly, the second outlet 606 and the first outlet 605 are arranged between the reducer accommodation groove 300 and the notch 602 of the oil pump accommodation groove 600. Along the circumferential direction of the oil pump accommodation groove 600, the second outlet 606 and the first outlet 605 are spaced apart.

[0133] In the embodiment of the present application, the second outlet 606 and the first outlet 605 are located on the groove wall of the oil pump accommodation groove 600, which is conducive to the oil pump 40 more smoothly pumping the cooling oil into the second outlet 606 and the first outlet 605. The first outlet 605 is used to communicate with the inlet 11a of the first oil passage 11 (as Figure 3As shown, the oil pump 40 transports the cooling oil to the first oil passage 11 through the first outlet 605 (as Figure 3 shown), and the cooling oil in the first oil passage 11 (as Figure 3 shown) is cooled through heat exchange by the heat exchanger 50 and then input into the motor accommodation cavity 800 to cool and lubricate the motor 30 in the motor accommodation cavity 800. The second outlet 606 and the first outlet 605 are formed by a punching process, with a simple process, realizing the diversion of the cooling oil pumped out by the oil pump 40. The second outlet 606 is used to connect to the inlet 12a of the second oil passage 12 (as Figure 3 shown), and the oil pump 40 directly transports the cooling oil to the reducer accommodation cavity 700 through the second outlet 606 to lubricate the gear set of the reducer 20 in the reducer accommodation cavity 700. It should be noted that Figure 3 the positions of the two outlets 605 and 606 in

[0134] are the schematic positions of the two outlets 605 and 606.

[0135] In the embodiment of the present application, the second outlet 606 and the first outlet 605 are arranged axially along the power assembly O between the notch 602 of the reducer accommodation groove 300 and the oil pump accommodation groove 600, which is beneficial to reducing the space occupied by the power assembly 2 in the axial direction O of the power assembly, and at the same time is beneficial to the cooling oil flowing into the reducer accommodation cavity 700 from the second outlet 606 along a shorter path, reducing power loss.

[0135] In the embodiment of the present application, the second outlet 606 and the first outlet 605 are spaced circumferentially along the oil pump accommodation groove 600, which is beneficial to the spaced arrangement of the first oil passage 11 (as Figure 3 shown) connected to the first outlet 605 and the second oil passage 12 (as Figure 3 shown) connected to the second outlet 606, and is beneficial to the more reasonable arrangement of the pipelines between the first oil passage 11 (as Figure 3 shown) and the second oil passage 12 (as Figure 3 shown).

[0136] Please continue to refer to Figure 3 and Figure 14 , in an embodiment, the oil pump accommodation groove 600 further includes an accommodation groove oil inlet 603, and the accommodation groove oil inlet 603 is used to connect to the reducer accommodation cavity 700.

[0137] In the embodiment of the present application, cooling oil is stored at the bottom 710 of the reducer accommodation cavity. The oil inlet 603 of the accommodation groove is used to input the cooling oil at the bottom 710 of the reducer accommodation cavity into the oil pump accommodation groove 600, and then enter the oil pump 40 to pump the cooling oil out to the second outlet 606 and the first outlet 605. The oil inlet 603 of the accommodation groove is used to communicate with the reducer accommodation cavity 700. The cooling oil at the bottom 710 of the reducer accommodation cavity flows through the oil inlet 603 of the accommodation groove and the oil pump accommodation groove 600 in sequence, and is pumped into the second outlet 606 by the oil pump 40, and flows into the reducer accommodation cavity 700 from the second oil path 12 (as Figure 3 shown), for lubricating the gear set of the reducer 20. Subsequently, the cooling oil falls back to the bottom 710 of the reducer accommodation cavity, forming a circulating loop for the cooling oil to flow. Among them, the oil inlet 603 of the accommodation groove is also called the oil return hole.

[0138] Please continue to refer to Figure 2 and Figure 3 , in one embodiment, the powertrain 2 includes a housing 10, a heat exchanger 50, an oil pump accommodation groove 600, a temperature control valve 60 (as Figure 2 shown), a first oil path 11 (as Figure 2 shown), a second oil path 12 (as Figure 2 shown), a third oil path 13, a fourth oil path 14 and a fifth oil path 15. The housing 10 includes a reducer accommodation cavity 700 and a motor accommodation cavity 800. The reducer accommodation cavity 700 is used to accommodate the gear set of the reducer 20, the motor accommodation cavity 800 is used to accommodate the motor 30, the bottom 710 of the reducer accommodation cavity is used to accommodate the cooling oil, the oil pump accommodation groove 600 is used to accommodate the oil pump 40, and the inlet 401 of the oil pump 40 is used to communicate with the bottom 710 of the reducer accommodation cavity. Among them, the first oil path 11 (as Figure 2 shown) and the second oil path 12 (as Figure 2 shown) are respectively used to communicate the outlet 605 of the oil pump accommodation groove 600 and the reducer accommodation cavity 700. The first oil path 11 (as Figure 2 shown) and the second oil path 12 (as Figure 2 shown) are in parallel. The heat exchanger 50 is located in the first oil path 11 (as Figure 2 shown). The heat exchanger 50 is used to cool down the cooling oil. The temperature control valve 60 is located at the valve body position A1 (as Figure 2 shown).

[0139] In the embodiment of the present application, the cooling oil at the bottom 710 of the reducer accommodation cavity flows into the oil pump accommodation groove 600 from the oil inlet 603 of the oil pump accommodation groove 600. The oil pump 40 pumps the cooling oil in the oil pump accommodation groove 600 out from the first outlet 605 of the oil pump accommodation groove 600, passes through the third oil path 13 (as Figure 2 shown), and then flows through the first oil path 11 (as Figure 2 shown), and through the first oil path 11 (as Figure 2After being cooled by the heat exchanger 50 (as shown), it flows into the fifth oil passage 15 from the fourth oil passage 14, and then flows into the reducer accommodation cavity 700 or the motor accommodation cavity 800 from the fifth oil passage 15 for cooling and lubricating the reducer 20 or the motor 30. Alternatively, the cooling oil at the bottom 710 of the reducer accommodation cavity flows into the oil pump accommodation groove 600 from the accommodation groove oil inlet 603 of the oil pump accommodation groove 600. The oil pump 40 pumps the cooling oil in the oil pump accommodation groove 600 out from the first outlet 605 of the oil pump accommodation groove 600, passes through the third oil passage 13 (as Figure 2 shown), then flows through the second oil passage 12 (as Figure 2 shown), the second oil inlet section 12c of the second oil passage 12 (as Figure 2 shown), the temperature control valve 60 (as Figure 2 shown), and the second oil outlet section 12d of the second oil passage 12 (as Figure 2 shown), and flows into the fourth oil passage 14, and then immediately flows into the fifth oil passage 15, and respectively flows into the reducer accommodation cavity 700 or the motor accommodation cavity 800 from the fifth oil passage 15 for lubricating the reducer 20 or the motor 30.

[0140] Please continue to refer to Figure 2 and Figure 3 , in one embodiment, the first oil passage 11 and / or the second oil passage 12 are integrally die-cast in the reducer end cover 200, so that the structural integration degree of the power assembly 2 is higher, which is beneficial to the miniaturization of the power assembly 2.

[0141] In one embodiment, the second oil passage 12 can also adopt an external pipeline, and two openings communicating with the inlet 12a and the outlet 12b of the second oil passage 12 are formed in the reducer end cover 200.

[0142] Please continue to refer to Figure 2 and Figure 3 , in one embodiment, the temperature control valve 60 is located at the intersection of the inlet 11a of the first oil passage 11 (as Figure 2 shown) and the inlet 12a of the second oil passage 12 (as Figure 2 shown), that is, the valve body position A2 in Figure 2 .

[0143] In the embodiment of the present application, the cooling oil at the bottom 710 of the reducer accommodation cavity flows into the oil pump accommodation groove 600 from the oil inlet 51 of the oil pump accommodation groove 600. The oil pump 40 pumps the cooling oil in the oil pump accommodation groove 600 out from the first outlet 605 of the oil pump accommodation groove 600, passes through the third oil passage 13 (as Figure 2 shown), then flows through the temperature control valve 60 and the first oil passage 11 (as Figure 2 shown), and after being cooled by the heat exchanger 50 in the first oil passage 11 (as Figure 2 shown), it flows into the fifth oil passage 15 from the fourth oil passage 14 (as Figure 2As shown, it flows into the reducer accommodation cavity 700 or the motor accommodation cavity 800 from the fifth oil passage 15 for cooling and lubricating the reducer 20 or the motor 30. Alternatively, the cooling oil at the bottom 710 of the reducer accommodation cavity flows into the oil pump accommodation groove 600 from the accommodation groove oil inlet 603 of the oil pump accommodation groove 600. The oil pump 40 pumps out the cooling oil in the oil pump accommodation groove 600 from the first outlet 605 of the oil pump accommodation groove 600, passes through the third oil passage 13, and then flows through the temperature control valve 60 and the second oil passage 12 (as Figure 2 shown), flows into the fourth oil passage 14, then immediately flows into the fifth oil passage 15, and respectively flows into the reducer accommodation cavity 700 or the motor accommodation cavity 800 from the fifth oil passage 15 for lubricating the reducer 20 or the motor 30.

[0144] Please continue to refer to Figure 2 and Figure 3 , in an embodiment, the temperature control valve 60 is located at the intersection of the outlet 11b of the first oil passage 11 (as Figure 2 shown) and the outlet 12b of the second oil passage 12 (as Figure 2 shown), that is, Figure 2 the valve body position A3 in

[0145] In the embodiment of the present application, the cooling oil at the bottom 710 of the reducer accommodation cavity flows into the oil pump accommodation groove 600 from the oil inlet 51 of the oil pump accommodation groove 600. The oil pump 40 pumps out the cooling oil in the oil pump accommodation groove 600 from the first outlet 605 of the oil pump accommodation groove 600, passes through the third oil passage 13 (as Figure 2 shown), the first oil passage 11 (as Figure 2 shown), is cooled by the heat exchanger 50 in the first oil passage 11 (as Figure 2 shown) and then flows into the temperature control valve 60, then immediately flows into the fourth oil passage 14, and then flows into the fifth oil passage 15, and flows into the reducer accommodation cavity 700 or the motor 30 accommodation cavity from the fifth oil passage 15 for cooling and lubricating the reducer 20 or the motor 30. Alternatively, the cooling oil at the bottom 710 of the reducer accommodation cavity flows into the oil pump accommodation groove 600 from the accommodation groove oil inlet 603 of the oil pump accommodation groove 600. The oil pump 40 pumps out the cooling oil in the oil pump accommodation groove 600 from the first outlet 605 of the oil pump accommodation groove 600, passes through the third oil passage 13 and the second oil passage 12 (as Figure 2 shown) and flows into the temperature control valve 60, then immediately flows into the fourth oil passage 14, then flows into the fifth oil passage 15, and respectively flows into the reducer accommodation cavity 700 or the motor accommodation cavity 800 from the fifth oil passage 15 for lubricating the reducer 20 or the motor 30.

[0146] Please refer to Figure 2 , Figure 3 and Figure 15 , Figure 15The figure is a schematic structural diagram of a powertrain 2 provided by an embodiment of the present application. In one embodiment, the cooling oil at the bottom 710 of the reducer accommodation cavity flows into the oil pump accommodation groove 600 from the accommodation groove oil inlet 603 of the oil pump accommodation groove 600. The oil pump 40 pumps the cooling oil in the oil pump accommodation groove 600 out from the first outlet 605 of the oil pump accommodation groove 600, passes through the third oil path 13 (as Figure 2 shown), and then flows through the second inlet section 12c of the second oil path 12 (as Figure 15 shown), the temperature control valve 60 (as Figure 15 shown), and directly flows into the reducer accommodation cavity 700 from the second inlet section 12d (as Figure 15 shown). This is beneficial for the cooling oil to quickly reach the reducer 20 in the reducer accommodation cavity 700 and is beneficial for the rapid temperature rise of the low-temperature cooling oil in the reducer accommodation cavity 700. In the embodiment of the present application, the second oil path 12 is integrally die-cast on the reducer end cover 200, and the axis of the second oil path 12 is parallel to the axis O of the powertrain. It should be noted that Figure 15 the second oil path 12 in

[0147] is used to indicate the position of the second oil path 12. In the actual product, the second oil path 12 can be integrally die-cast inside the reducer end cover 200.

[0147] Please refer to Figure 16 and Figure 16 which is a schematic structural diagram of a powertrain 2 provided by an embodiment of the present application. In one embodiment, the powertrain 2 includes two heat exchangers 50a, 50b, two oil pumps 40a, 40b, two first oil paths 11e, 11f, two second oil paths 12e, 12f, and one temperature control valve 60. The housing 10 includes two reducer accommodation cavities 700 (as Figure 14 shown). The inlet 401 of each oil pump 40 is used to communicate with the bottom 710 of a reducer accommodation cavity. Among them, the two first oil paths 11e, 11f are respectively in parallel with the corresponding two second oil paths 12e, 12f. One first oil path 11 and one second oil path 12 are both used to communicate the outlet 402 of an oil pump 40 and a reducer accommodation cavity 700. One heat exchanger 50 is located in one first oil path 11, and one temperature control valve 60 is located at the intersection of one second oil path 12 or one second oil path 12 and one first oil path 11 in parallel with it. One temperature control valve 60 is used to control the flow rate ratio of one first oil path 11 and one second oil path 12 in parallel.

[0148] As Figure 16As shown, in the embodiment of the present application, the heat exchanger 50 is used to cool down the cooling oil. The reducer accommodation cavity 700 is used to accommodate the gear set of the reducer 20. The oil pump 40 is located at the bottom 710 of the reducer accommodation cavity, so that the inlet 401 of the oil pump 40 can communicate with the bottom 710 of the reducer accommodation cavity, which is beneficial for the oil pump 40 to provide oil pressure for the cooling oil at the bottom 710 of the reducer accommodation cavity, drive the cooling oil to be transported to the reducer 20, and supply the reducer 20 for cooling and lubrication. A temperature control valve 60 is used to control the flow rate ratio of a first oil passage 11 and a second oil passage 12 in parallel, which is beneficial for realizing the control of the cooling oil flow rate in the first oil passage 11 and the second oil passage 12, and improving the efficiency of the power assembly 2.

[0149] In the embodiment of the present application, the parallel connection of two first oil passages 11e, 11f and the corresponding two second oil passages 12e, 12f respectively means that the first oil passage 11e is in parallel with the second oil passage 12e, and the first oil passage 11f is in parallel with the second oil passage 12f. Among them, the inlet 11a of each first oil passage 11 is connected to the inlet 12a of each second oil passage 12, and the outlet 11b of each first oil passage 11 is connected to the outlets 12b of the two second oil passages 12.

[0150] In the embodiment of the present application, as Figure 16 shown, a temperature control valve 60 can be located at any one of the valve body positions B1, B2, B3, B4, B5, B6.

[0151] In the embodiment of the present application, more cooling oil flows into a second oil passage 12 at low temperature of the cooling oil, and more cooling oil flows into a first oil passage 11 at high temperature of the cooling oil. The setting of a first oil passage 11 and a second oil passage 12 is beneficial for reducing the heat dissipation of the cooling oil at low temperature. At the same time, heat will be generated when the gear set of a reducer 20 works, which is beneficial for the cooling oil temperature in a reducer accommodation cavity 700 to rise rapidly, thereby reducing the cooling oil viscosity and the system oil resistance, which is beneficial for ensuring the normal operation of an oil pump 40. At the same time, it is also beneficial for reducing the churning loss of a reducer 20 and improving the efficiency of the power assembly 2.

[0152] Please refer to Figure 14 and Figure 17 , Figure 17Schematic diagram of the powertrain 2 provided by an embodiment of the present application. In one embodiment, the powertrain 2 includes two heat exchangers 50a, 50b, two oil pumps 40a, 40b, two first oil circuits 11e, 11f, two second oil circuits 12e, 12f, and at least one temperature control valve 60. When a temperature control valve 60 is located at valve body position C1 or valve body position C2 in a second oil circuit 12e, the cooling oil can directly flow into a speed reducer 20 from a temperature control valve 60 without having to converge with the cooling oil flowing out of the first oil circuit 11e and then flow into the speed reducer accommodation cavity 700 (as Figure 14 shown). This is beneficial for a speed reducer 20 to receive low-temperature cooling oil faster for lubricating the gear set of a speed reducer 20, facilitating the rapid warming of the cooling oil, reducing the viscosity of the cooling oil, reducing the system oil resistance, facilitating the normal operation of an oil pump 40, and at the same time being beneficial for reducing the churning loss of a speed reducer 20 and improving the efficiency of the powertrain 2.

[0153] Please refer to Figure 16 , in one embodiment, the powertrain 2 includes two heat exchangers 50a, 50b, two oil pumps 40a, 40b, two first oil circuits 11e, 11f, two second oil circuits 12e, 12f, and two temperature control valves 60a, 60b. The housing 10 (as Figure 2 shown) includes two speed reducer accommodation cavities 700 (as Figure 14 shown). The inlet 401 of each oil pump 40 is used to communicate with the bottom 710 of a speed reducer accommodation cavity. Among them, the two first oil circuits 11e, 11f are respectively connected in parallel with the corresponding two second oil circuits 12e, 12f. A first oil circuit 11e and a second oil circuit 12e are used to communicate the outlet 402a of an oil pump 40a and a speed reducer accommodation cavity 700. A heat exchanger 50a is located in a first oil circuit 11e. A temperature control valve 60a is located in a second oil circuit 12e or at the intersection of a second oil circuit 12e and a first oil circuit 11e in parallel therewith. Another temperature control valve 60b is located in another second oil circuit 12f or at the intersection of another second oil circuit 12f and another first oil circuit 11f in parallel therewith. The two temperature control valves 60a, 60b are respectively used to control the flow rate ratio of the two parallel first oil circuits 11e, 11f and the two second oil circuits 12e, 12f.

[0154] In the embodiment of the present application, as Figure 16 shown, one of the two temperature control valves 60a, 60b, i.e., temperature control valve 60a, can be located at any one of valve body positions B1, B2, B3, and the other temperature control valve 60b can be located at any one of valve body positions B4, B5, B6.

[0155] In the embodiment of the present application, the two temperature control valves 60a and 60b are controlled simultaneously, which is beneficial to a relatively large amount of cooling oil flowing into the two second oil passages 12e and 12f at low temperatures of the cooling oil, and a relatively large amount of cooling oil flowing into the two first oil passages 11e and 11f at high temperatures of the cooling oil. The settings of the two first oil passages 11e and 11f and the two second oil passages 12e and 12f are beneficial to reducing the heat dissipation of the cooling oil at low temperatures. At the same time, heat is generated when the gear set of the speed reducer 20 operates, which is beneficial to the rapid increase in the temperature of the cooling oil in the speed reducer accommodation cavity 700, thereby reducing the viscosity of the cooling oil and the oil resistance of the system, which is beneficial to ensuring the normal operation of the two oil pumps 40a and 40b. At the same time, it is also beneficial to reducing the oil stirring loss of one speed reducer 20 and improving the efficiency of the powertrain 2.

[0156] Please refer to Figure 18 , Figure 18 which is a schematic structural diagram of the powertrain 2 provided by an embodiment of the present application. In one embodiment, the housing 10 includes two speed reducer accommodation cavities 700 (as Figure 14 shown), and the bottoms 710 of the two speed reducer accommodation cavities are connected and communicated.

[0157] In the embodiment of the present application, the bottom 710 of the speed reducer accommodation cavity stores cooling oil, and the bottoms 710 of the two speed reducer accommodation cavities are connected and communicated, which is beneficial to the convergence and connection of the cooling oil in the housing 10. When there is only one temperature control valve 60 in the housing 10 (as Figure 2 shown), the bottoms 710 of the two speed reducer accommodation cavities are connected and communicated, which is beneficial to the faster realization of the rapid heating of the low-temperature cooling oil in the housing 10 and enables the two oil pumps 40a and 40b to work normally quickly.

[0158] Please refer to Figure 19 , Figure 19 which is a schematic structural diagram of the powertrain 2 provided by an embodiment of the present application. In one embodiment, the powertrain 2 includes two heat exchangers 50a and 50b, two oil pumps 40a and 40b, two first oil passages 11e and 11f, two second oil passages 12e and 12f, and one temperature control valve 60. The housing 10 includes two speed reducer accommodation cavities 700 (as Figure 14 shown) and two motor accommodation cavities 800 (as Figure 3As shown in the figure, the inlet 401 of each oil pump 40 is used to communicate with the bottom 710 of a reducer accommodating cavity. Among them, two first oil circuits 11e and 11f are respectively in parallel with the corresponding two second oil circuits 12e and 12f. One first oil circuit 11 and one second oil circuit 12 are both used to communicate with the outlet 402 of an oil pump 40, a reducer accommodating cavity 700 and a motor accommodating cavity 800. A heat exchanger 50 is located in one first oil circuit 11. A temperature control valve 60 is located at the intersection of one second oil circuit 12 or a first oil circuit 11 in parallel with it. The temperature control valve 60 is used to control the flow ratio of a first oil circuit 11 and a second oil circuit 12 in parallel.

[0159] In the embodiment of the present application, as Figure 19 shown, the temperature control valve 60 can be located at any one of valve body positions B1, B2, B3, B4, B5, and B6.

[0160] In the embodiment of the present application, when the cooling oil flows into a second oil circuit 12 at a low temperature, the amount of cooling oil is relatively large. When the gear set of a reducer 20 and a motor 30 work, heat will be generated, which is conducive to the rapid rise of the temperature of the cooling oil in a reducer accommodating cavity 700, thereby reducing the viscosity of the cooling oil and the oil resistance of the system, which is conducive to ensuring the normal operation of an oil pump 40. At the same time, it is also conducive to reducing the churning loss of a reducer 20 and improving the efficiency of the power assembly 2. When the cooling oil flows into a first oil circuit 11 at a high temperature, the amount of cooling oil is relatively large, that is, the amount of cooling oil cooled and heat-exchanged by a heat exchanger 50 is relatively large. Therefore, it is conducive to the cooling and lubrication of a reducer 20 and a motor 30 by the cooling oil in a first oil circuit 11, which is conducive to realizing the temperature rise control of the power assembly 2.

[0161] Please refer to Figure 20 , Figure 20 which is a schematic structural diagram of the power assembly 2 provided by an embodiment of the present application. In one embodiment, when a temperature control valve 60 is located at valve body position C1 or valve body position C2 in a second oil circuit 12, the cooling oil can directly flow into a reducer 20 from the temperature control valve 60 without mixing with the cooling oil cooled by the heat exchanger 50 in the first oil circuit 11. It is conducive to a reducer 20 receiving low-temperature cooling oil faster for lubricating the gear set of a reducer 20, which is conducive to the rapid temperature rise of the cooling oil, reducing the viscosity of the cooling oil and the oil resistance of the system, which is conducive to ensuring the normal operation of an oil pump 40. At the same time, it is also conducive to reducing the churning loss of a reducer 20 and improving the efficiency of the power assembly 2.

[0162] Please continue to refer to Figure 19, in one embodiment, the powertrain 2 includes two heat exchangers 50a, 50b, two oil pumps 40a, 40b, two first oil circuits 11e, 11f, two second oil circuits 12e, 12f, and two temperature control valves 60a, 60b. The housing 10 includes two reducer accommodation cavities 700 (as shown in Figure 14 ), and two motor accommodation cavities 800 (as shown in Figure 3 ). Each motor accommodation cavity 800 is configured to accommodate one motor 30. The inlet 401 of each oil pump 40 is used to communicate with the bottom 710 of one reducer accommodation cavity. Among them, the two first oil circuits 11e, 11f are respectively in parallel with the corresponding two second oil circuits 12e, 12f. One first oil circuit 11 and one second oil circuit 12 are both used to communicate the outlet 402 of one oil pump 40, one reducer accommodation cavity 700, and one motor accommodation cavity 800. One heat exchanger 50 is located in one first oil circuit 11. One temperature control valve 60a is located at the intersection of one second oil circuit 12e or a first oil circuit 11e in parallel therewith. The other temperature control valve 60b is located at the intersection of the other second oil circuit 12f or a first oil circuit 11f in parallel therewith. The two temperature control valves 60a, 60b are respectively used to control the flow rate ratio of the two first oil circuits 11e, 11f and the two second oil circuits 12e, 12f in parallel.

[0163] In the embodiment of the present application, as shown in Figure 19 , one of the two temperature control valves 60a, 60b, i.e., the temperature control valve 60a, can be located at any one of valve body positions B1, B2, B3, and the other temperature control valve 60b can be located at any one of valve body positions B4, B5, B6.

[0164] In the embodiment of the present application, two temperature control valves 60a and 60b work simultaneously. When the cooling oil flows into the two second oil paths 12e and 12f at a low temperature, the amount of cooling oil flowing in is relatively large. The settings of the two first oil paths 11e and 11f and the two second oil paths 12e and 12f are conducive to reducing the heat dissipation of the cooling oil at a low temperature. At the same time, when the gear sets of the two speed reducers 20a and 20b and the two motors 30a and 30b work, heat is generated, which is conducive to the rapid rise of the cooling oil temperature in the accommodating cavities 700 of the two speed reducers, thereby reducing the viscosity of the cooling oil, reducing the system oil resistance, facilitating the normal operation of the two oil pumps 40a and 40b, and also conducive to reducing the oil churning loss of the two speed reducers 20a and 20b and improving the efficiency of the powertrain 2. When the cooling oil flows into the two first oil paths 11e and 11f at a high temperature, the amount of cooling oil flowing in is relatively large, and the hot cooling oil enters the two heat exchangers 50a and 50b for cooling more. When the cooling oil flows into the accommodating cavities 700 of the two speed reducers or the accommodating cavities 800 of the two motors, it is conducive to cooling and lubricating the two speed reducers 20a and 20b or the two motors 30a and 30b, which is conducive to controlling the temperature rise of the powertrain 2 and ensuring the normal operation of the powertrain 2. The two temperature control valves 60a and 60b are respectively used to control the flow rate ratio of the two parallel first oil paths 11e and 11f and the two second oil paths 12e and 12f, which is conducive to improving the efficiency of the powertrain 2.

[0165] Please refer to Figure 21 , Figure 21 which is a schematic structural diagram of the powertrain 2 provided by an embodiment of the present application. In one embodiment, the housing 10 includes two speed reducer accommodating cavities 700 (as shown in Figure 14 ) and two motor accommodating cavities 800 (as shown in Figure 3 ), and the bottoms 710 of the two speed reducer accommodating cavities are connected and communicated.

[0166] In the embodiment of the present application, the bottoms 710 of the speed reducer accommodating cavities store cooling oil, and the bottoms 710 of the two speed reducer accommodating cavities are connected and communicated, which is conducive to the confluence and connection of the cooling oil in the housing 10. When the gear sets of the speed reducers 20 and the motors 30 in the housing 10 work, a large amount of heat is generated, which is conducive to the rapid temperature rise of the low-temperature cooling oil in the housing 10, enabling the two oil pumps 40a and 40b to work quickly and normally, and also conducive to the faster cooling of the high-temperature cooling oil in the housing 10.

[0167] Please refer to Figure 22 , Figure 22Schematic diagram of the powertrain 2 provided by an embodiment of the present application. In one embodiment, the bottoms 710 of the two reducer accommodating cavities are connected and communicated, the two second oil paths 12e and 12f are connected and communicated, a temperature control valve 60 is located at the position where the two second oil paths 12e and 12f are connected and communicated. A temperature control valve 60 includes two inlets 61a, 61b and an outlet 62. One second oil path 12e is used to connect the outlet 402a of a oil pump 40a, one inlet 61a of a temperature control valve 60, one outlet 62 of a temperature control valve 60 and a reducer accommodating cavity 700. The other second oil path 12f is used to connect the outlet 402b of another oil pump 40b, the other inlet 61b of a temperature control valve 60, one outlet 62 of a temperature control valve 60 and another reducer accommodating cavity 700.

[0168] In the embodiment of the present application, the two reducer accommodating cavities 700 (as Figure 14 shown) are respectively used to accommodate two reducers 20a and 20b. Connecting the two second oil paths 12e and 12f is beneficial to realizing the control of the two first oil paths 11e and 11f and the two second oil paths 12e and 12f by using one temperature control valve 60. After the cooling oil at the bottom 710 of the reducer accommodating cavity is pumped out through the outlet 402a of an oil pump 40a, it flows into a reducer accommodating cavity 700 through one second oil path 12e, one inlet 61a of a temperature control valve 60 and the outlet 62 of a temperature control valve 60 for lubricating one reducer 20a. After the cooling oil at the bottom 710 of the reducer accommodating cavity is pumped out through the outlet 402b of another oil pump 40b, it flows into another reducer accommodating cavity 700 through the other second oil path 12f, the other inlet 61b of a temperature control valve 60 and the outlet 62 of a temperature control valve 60 for lubricating another reducer 20b.

[0169] In the embodiment of the present application, a temperature control valve 60 is located at the position where the two second oil paths 12e and 12f are connected and communicated, which is beneficial for a temperature control valve 60 to simultaneously regulate the flow rate of the cooling oil flowing through the two second oil paths 12e and 12f, and is beneficial to realizing the control effect of two temperature control valves 60 by using one temperature control valve 60.

[0170] Please continue to refer to Figure 22 . In one embodiment, as Figure 22 shown, a temperature control valve 60 can be located at any one of the valve body positions D1, D2, D3, D4, and D5.

[0171] Please refer to Figure 23 , Figure 23 Schematic diagram of the powertrain 2 provided by an embodiment of the present application. In one embodiment, the housing 10 further includes two motor accommodating cavities 800 (as Figure 3as shown) and two motors 30a, 30b. In the embodiment of the present application, a temperature control valve 60 can be located at any one of valve body positions D1, D2, D3, D4, and D5.

[0172] In the embodiment of the present application, two reducer accommodation cavities 700 are respectively used to accommodate two reducers 20a, 20b, and two motor accommodation cavities 800 are respectively used to accommodate two motors 30a, 30b. Connecting the two second oil passages 12e, 12f is conducive to using one temperature control valve 60 to control the two first oil passages 11e, 11f and the two second oil passages 12e, 12f.

[0173] Please continue to refer to Figure 12 and Figure 13 , in one embodiment, the heat exchanger 50 includes a temperature control valve 60, a valve passage 56, and a plurality of flow plates 57. The plurality of flow plates 57 are stacked. Each flow plate 57 includes four openings. Two of the openings 57a, 57b are used for the flow of cooling oil, and the other two openings 57c, 57d are used for the flow of coolant. Among them, the temperature control valve 60 and the valve passage 56 are arranged on one side of a flow plate 57. The temperature control valve 60 is located in the valve passage 56. The inlet 56a and the outlet 56b of the valve passage 56 are respectively communicated with two openings 57a, 57b of a flow plate 57. The temperature control valve 60 is used to control the flow rate of the valve passage 56.

[0174] In the embodiment of the present application, the heat exchanger 50 and the valve passage 56 are integrally arranged. The cooling oil or coolant flowing on the plurality of flow plates 57 forms a plurality of sub-oil passages or sub-liquid passages in the heat exchanger 50. The sub-oil passages and the sub-liquid passages are stacked, which is conducive to increasing the heat exchange area of the flow of the cooling oil and the coolant and improving the cooling efficiency of the cooling oil. The two openings 57a, 57b and the other two openings 57c, 57d are respectively arranged diagonally, which is conducive to the cooling oil and the coolant in the heat exchanger 50 to achieve convection and improve the cooling efficiency.

[0175] In the embodiment of the present application, the two openings 57a, 57b are respectively a heat exchange oil inlet hole 57a and a heat exchange oil outlet hole 57b. The heat exchange oil inlet hole 57a is communicated with the inlet 59 of the heat exchanger 50 (such as Figure 9 shown), the heat exchange oil outlet hole 57b is communicated with the outlet 58 of the heat exchanger 50 (such as Figure 9 shown). The inlet 56a of the valve passage 56 is communicated with the heat exchange oil inlet hole 57a, and the outlet 56b of the valve passage 56 is communicated with the heat exchange oil outlet hole 57b. The cooling oil flows through the valve passage 56 in sequence from the inlet 56a, the temperature control valve 60, and the outlet 56b of the valve passage 56.

[0176] In the embodiment of the present application, the temperature control valve 60 is used to control the flow rate of the valve passage 56. When the temperature of the cooling oil is relatively low, a relatively large amount of cooling oil flows into the valve passage 56, and a relatively small amount of cooling oil flows through the flow-through plate 57 of the heat exchanger 50. This is beneficial for more cooling oil to bypass the heat exchanger 50 without being cooled, facilitating the rapid heating of the low-temperature cooling oil, enabling the rapid and normal operation of the oil pump 40 (such as Figure 3 shown), reducing the viscosity of the cooling oil, decreasing the oil resistance of the system, reducing the oil agitation loss during the operation of the gear set of the speed reducer 20, and reducing the power loss of the power assembly 2. When the temperature of the cooling oil is relatively high, a relatively small amount of cooling oil flows into the valve passage 56, and a relatively large amount of cooling oil flows through the flow-through plate 57 of the heat exchanger 50. This is beneficial for more hot cooling oil to be cooled by the heat exchanger 50, facilitating the cooling and lubrication of the speed reducer 20 (such as Figure 2 shown) and the motor 30 (such as Figure 2 shown), and controlling the temperature rise of the power assembly 2. The arrangement of the valve passage 56 and the temperature control valve 60 is beneficial for achieving high efficiency in the operation of the power assembly 2.

[0177] Please continue to refer to Figure 12 . In one embodiment, the valve passages 56 are stacked between a flow-through plate 57e and another flow-through plate (not shown).

[0178] In the embodiment of the present application, the temperature control valve 60 is located within the valve passage 56, and the temperature control valve 60 is used to control the flow rate of the valve passage 56. The temperature control valve 60 and the valve passage 56 are stacked between a flow-through plate 57e of the heat exchanger 50 and another flow-through plate (not shown), which is beneficial for integrating the valve passage 56 within the heat exchanger 50 without overly occupying the space outside the heat exchanger 50.

[0179] Please continue to refer to Figure 12 and Figure 24 . Figure 24 FIG. Figure 24 shows a schematic structural diagram of the heat exchanger 50 provided in an embodiment of the present application. In one embodiment, the heat exchanger 50 further includes a top plate 54 (such as Figure 24 shown), the top plate 54 is stacked on a plurality of flow-through plates 57, and the valve passages 56 are stacked and arranged between the top plate 54 (such as Figure 12 shown) and a flow-through plate 57. Among them, Figure 12 the top plate 54 is not shown.

[0180] In the embodiment of the present application, the top plate 54 is located at the top of the heat exchanger 50 in the direction perpendicular to the axial direction O1 of the heat exchanger. No cooling oil or coolant flows above the top plate 54, and it is used to connect and block the cooling oil or coolant flowing through the flow-through plate 57 closest to the top plate 54 (such as Figure 24 shown), so as to isolate the oil passage and the liquid passage inside the heat exchanger 50 from the outside. In the embodiment of the present application, the top plate 54 (such as Figure 24Above the one shown, there is no need to communicate with the cooling system of the whole vehicle through liquid pipes or pipelines. The temperature control valve 60 and the valve channel 56 are stacked between the top plate 54 and a flow plate 57, along the direction perpendicular to the axial direction O1 of the heat exchanger, the top plate 54 (as Figure 24 shown), the valve channel 56, and a plurality of flow plates 57 are arranged in sequence.

[0181] In one embodiment, the top plate 54 (as Figure 24 shown) can be an integrally formed plate-like structure, making the processing technology simple.

[0182] In one embodiment, the top plate 54 (as Figure 24 shown) has the same structure as the flow plate 57, that is, there are also four flow holes in the top plate 54, and the inside of the four flow holes is blocked by a blocking member. So that one of the flow plates 57 can be used as the top plate 54, simplifying the process production mold.

[0183] Please refer to Figure 24 , in one embodiment, the top plate 54 includes two water holes (not shown).

[0184] In the embodiment of the present application, the two water holes are respectively communicated with the other two openings 57c, 57d of the flow plate 57, for connecting the coolant pipeline with the cooling system of the whole vehicle from above the top plate 51. One of the water holes is used to flow in the coolant for heat exchange and cooling of the cooling oil in the heat exchanger 50, and the other water hole is used to flow out the coolant with the temperature increased after heat exchange in the heat exchanger 50.

[0185] Please refer to Figure 24 , in one embodiment, the heat exchanger 50 further includes a mounting plate 55, and the mounting plate 55 is used to fix the housing 10 of the power assembly 2 (as Figure 2 shown), and the valve channels 56 are stacked between a flow plate 57f and the mounting plate 55.

[0186] In the embodiment of the present application, the mounting plate 55 is located at the bottom of the heat exchanger 50 along the direction perpendicular to the axial direction O1 of the heat exchanger. The temperature control valve 60 is located in the valve channel 56. The temperature control valve 60 and the valve channel 56 are stacked between a flow plate 57f and the mounting plate 55. Along the direction perpendicular to the axial direction O1 of the heat exchanger, the top plate 54, a plurality of flow plates 57, the valve channel 56, and the mounting plate 55 are arranged in sequence.

[0187] Please refer to Figure 24 , in one embodiment, the mounting plate 55 includes two oil holes 58, 59 (as Figure 9 shown). In the embodiment of the present application, the two oil holes 58, 59 of the mounting plate 55 are respectively the inlet 59 and the outlet 58 of the heat exchanger 50 (as Figure 9As shown in the figure, they are respectively connected to the heat exchange oil inlet hole 57a and the heat exchange oil outlet hole 57b on the flow plate 57. The two oil holes on the mounting plate 55 are respectively connected to the first oil inlet section 11c and the first oil outlet section 11d of the first oil circuit 11. The mounting plate 55 is located at the bottom of the heat exchanger 50 in the direction perpendicular to the axis O1 of the heat exchanger, and has two oil holes 58 and 59, which is beneficial for the heat exchanger 50 to receive the cooling oil from the inside of the housing 10 of the power assembly 2 more smoothly, and is also beneficial for inputting the cooled cooling oil in the heat exchanger 50 into the inside of the housing 10 of the power assembly 2 more smoothly.

[0188] Please refer to Figure 24 , in an embodiment, the mounting plate 55 includes two oil holes 58 and 59, and also includes two water holes (not shown). In the embodiment of the present application, the two oil holes 58 and 59 of the mounting plate 55 are respectively the inlet 59 and the outlet 58 of the heat exchanger 50 (as Figure 9 shown in the figure), and are respectively connected to the heat exchange oil inlet hole 57a and the heat exchange oil outlet hole 57b on the flow plate 57. The two water holes connect the coolant pipeline inside the housing 10 of the power assembly 2 to the cooling system of the whole vehicle. The two water holes and the two oil holes 58 and 59 are all located on the mounting plate 55, which is beneficial for the cooling water and the cooling oil to flow into the heat exchanger 50 from the inside of the housing 10 of the power assembly 2 more smoothly. At the same time, it is also beneficial for the cooling oil and the cooling water in the heat exchanger 50 to flow out of the heat exchanger 50 into the inside of the housing 10 of the power assembly 2 more smoothly. The two water holes are also arranged on the mounting plate 55, which is beneficial for integrating the cooling pipeline inside the housing 10 of the power assembly 2, so there is no need to arrange the cooling pipeline on the top plate 54 of the heat exchanger 50, which is beneficial for reducing the space occupied in the direction perpendicular to the axis O1 of the heat exchanger in the power assembly 2, beneficial for reducing the overall volume of the power assembly 2, and beneficial for realizing the miniaturized layout of the power assembly 2.

[0189] Please continue to refer to Figure 4 , the power assembly 2 further includes a coolant circuit 17. The coolant circuit 17 flows through the motor controller 70 to cool the motor controller 70 and then flows into the heat exchanger 50 to exchange heat with the oil passage of the heat exchanger 50, and then flows into the cooling system of the whole vehicle.

[0190] The above provides a detailed introduction to the power assembly, heat exchanger and electric vehicle with controllable oil circuit flow in the embodiments of the present application. Specific examples are used in this article to elaborate on the principle and embodiments of the present application. The description of the above embodiments is only used to help understand the method and its core idea of the present application; at the same time, for those of ordinary skill in the art, according to the idea of the present application, there will be changes in the specific embodiments and application scopes. In summary, the content of this specification should not be construed as a limitation to the present application.

Claims

1. A powertrain with controllable oil flow rate, characterized in that, the powertrain includes a housing, a heat exchanger, an oil pump, a temperature control valve, a first oil circuit and a second oil circuit. The housing includes a reducer accommodation cavity for accommodating the gear set of the reducer. The inlet of the oil pump is used to communicate with the reducer accommodation cavity. The first oil circuit and the second oil circuit are connected in parallel between the outlet of the oil pump and the reducer accommodation cavity, where: the heat exchanger is used to cool down the cooling oil in the first oil circuit; the temperature control valve is used to control the flow rate ratio of the first oil circuit and the second oil circuit.

2. The powertrain according to claim 1, characterized in that, the heat exchanger is located in the first oil circuit, and the temperature control valve is located in the second oil circuit or at the intersection of the first oil circuit and the second oil circuit.

3. The powertrain according to claim 1 or 2, characterized in that, the temperature control valve includes an inlet and an outlet. The second oil circuit includes a second oil inlet section and a second oil outlet section. The second oil inlet section is used to communicate the outlet of the oil pump and the inlet, and the second oil outlet section is used to communicate the outlet and the reducer accommodation cavity.

4. The powertrain according to claim 1 or 2, characterized in that, the temperature control valve includes an inlet and two outlets. The first oil circuit includes a first oil inlet section and a first oil outlet section. The inlet is used to communicate the outlet of the oil pump. One outlet is used to communicate the inlet of the second oil circuit. The first oil inlet section is used to communicate the other outlet and the inlet of the heat exchanger. The first oil outlet section is used to communicate the outlet of the heat exchanger and the reducer accommodation cavity.

5. The powertrain according to claim 1 or 2, characterized in that, the temperature control valve includes two inlets and an outlet. The first oil circuit includes a first oil inlet section and a first oil outlet section. One inlet is used to communicate the outlet of the second oil circuit. The first oil inlet section is used to communicate the outlet of the oil pump and the inlet of the heat exchanger. The first oil outlet section is used to communicate the outlet of the heat exchanger and the other inlet. The outlet is used to communicate the reducer accommodation cavity.

6. The powertrain according to any one of claims 1-5, characterized in that, the powertrain further includes a third oil circuit and a fourth oil circuit. The inlet of the third oil circuit is used to communicate the outlet of the oil pump. The outlet of the third oil circuit is used to communicate the inlets of the first oil circuit and the second oil circuit. The inlet of the fourth oil circuit is used to communicate the outlets of the first oil circuit and the second oil circuit. The outlet of the fourth oil circuit is used to directly communicate with the reducer accommodation cavity.

7. The powertrain according to any one of claims 1-6, characterized in that, The temperature control valve and the second oil passage are stacked on the heat exchanger. The heat exchanger includes an oil inlet and an oil outlet. The oil inlet is used to communicate with the outlet of the oil pump, and the oil outlet is used to communicate with the reducer accommodation cavity. The second oil passage is parallel to the oil passage between the oil inlet and the oil outlet. The inlet of the second oil passage communicates with the oil inlet, and the outlet of the second oil passage communicates with the oil outlet.

8. The powertrain according to any one of claims 1-7, wherein, the housing includes an intermediate housing and a reducer end cover. The intermediate housing includes a reducer accommodation groove and a second oil passage formed by integral die casting. The reducer accommodation groove is used to cooperate with the reducer end cover to enclose the reducer accommodation cavity.

9. The powertrain according to claim 8, wherein, the intermediate housing further includes an oil pump accommodation groove and an oil outlet hole. The oil pump accommodation groove is used to accommodate the oil pump. The oil outlet is used to communicate with the second oil passage. The opening of the oil outlet hole faces the reducer accommodation cavity.

10. The powertrain according to any one of claims 1-9, wherein, the powertrain includes two of the heat exchangers, two of the oil pumps, two of the first oil passages, two of the second oil passages and one temperature control valve. The housing includes two of the reducer accommodation cavities, wherein: the two reducer accommodation cavities are communicated with each other, the two second oil passages are communicated with each other, and the one temperature control valve is further used to control the flow rate ratio of the first oil passage and the second oil passage.

11. A temperature control valve integrated heat exchanger, wherein, the heat exchanger includes a temperature control valve, a valve passage and a plurality of flow plates. The plurality of flow plates are stacked. Each flow plate includes four openings. Two of the openings are used for the flow of cooling oil, and the other two openings are used for the flow of coolant, wherein: the temperature control valve and the valve passage are arranged on one side of one of the flow plates. The temperature control valve is located in the valve passage. The inlet and outlet of the valve passage are respectively communicated with the two openings of the one flow plate. The temperature control valve is used to control the flow rate of the valve passage.

12. The heat exchanger according to claim 11, wherein, the valve passages are stacked and arranged between the one flow plate and another flow plate.

13. The heat exchanger according to claim 11, wherein, the heat exchanger further includes a top plate. The top plate is stacked on the plurality of flow plates. The valve passages are stacked and arranged between the top plate and the one flow plate.

14. The heat exchanger according to claim 11, wherein, the heat exchanger further includes a mounting plate. The mounting plate is used to fix the powertrain housing. The valve passages are stacked and arranged between the one flow plate and the mounting plate.

15. An electric vehicle, wherein, The electric vehicle includes a vehicle body, a cooling system, and a powertrain as described in any one of claims 1-10 or a heat exchanger as described in any one of claims 11-14. The vehicle body is used to fix the powertrain or the heat exchanger and the cooling system. The cooling system is used for heat exchange with the heat exchanger. The powertrain is used to provide power for the wheels of the electric vehicle.

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