Power assembly and vehicle

Abstract

The invention provides a power assembly and a vehicle, and relates to the technical field of vehicles. The power assembly comprises a motor, a speed reducer and a controller; the controller comprises a controller shell, a first control module and a second control module, wherein the first control module and the second control module are arranged in the controller shell. The first control module comprises a whole vehicle control unit, a motor control unit, a high-voltage battery management unit and a low-voltage battery management unit; the second control module comprises a charging control unit; the controller shell is provided with a first opening and a second opening, the controller shell is further provided with a first sealing cover and a second sealing cover, the first sealing cover is used for sealing the first opening in an openable and closable mode, the second sealing cover is used for sealing the second opening in an openable and closable mode, the first opening is opposite to the first control module, and the second opening is opposite to the second control module. Parts such as a vehicle-mounted charger can be safely and conveniently overhauled, and other electric devices cannot be collided and damaged.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and in particular, to a powertrain and a vehicle. Background Art

[0002] With the attenuation of global oil resources, new energy vehicles have been greatly developed due to their advantages such as low emission pollution, low noise generated by the drive system, and low energy consumption.

[0003] The powertrain of a new energy vehicle generally includes a motor, a reducer, and a controller. The main function of the controller is to convert the direct current of the power battery in the new energy vehicle into three-phase alternating current for the use of the motor. Electrical components such as an on-vehicle charger, a DC-DC converter, and a battery management system are usually integrated in the controller housing to improve the integration degree of the powertrain.

[0004] However, due to the large number of electrical components in the controller, when performing maintenance on some of the electrical components, such as the on-vehicle charger, it is easy to collide and damage other electrical components, resulting in low safety. Summary of the Invention

[0005] In view of the above problems, the embodiments of the present application provide a powertrain and a vehicle, which can safely and conveniently perform maintenance on components such as an on-vehicle charger without colliding and damaging other electrical components.

[0006] To achieve the above object, the embodiments of the present application provide the following technical solutions:

[0007] A first aspect of the embodiments of the present application provides a powertrain, which includes a motor, a reducer, and a controller, and the motor and the reducer are respectively electrically connected to the controller;

[0008] The controller includes a controller housing and a first control module and a second control module disposed in the controller housing; the first control module includes a vehicle control unit, a motor control unit, a high-voltage battery management unit, and a low-voltage battery management unit; the second control module includes a charging control unit;

[0009] The controller housing is provided with a first opening and a second opening, and the controller housing is further provided with a first cover and a second cover. The first cover is used to open and close the first opening, and the second cover is used to open and close the second opening. Among them, the first opening faces the first control module, and the second opening faces the second control module.

[0010] In some embodiments of the present application, the first opening and the second opening are respectively located on opposite side walls of the controller housing.

[0011] In some embodiments of the present application, a partition board is provided inside the controller housing, and the partition board is used to divide the inner cavity of the controller housing into two parts, and the first control module and the second control module are respectively located in the cavities on both sides of the partition board.

[0012] In some embodiments of the present application, the motor includes a motor housing and a motor body disposed inside the motor housing:

[0013] The speed reducer includes a speed reducer housing and a gear assembly disposed inside the speed reducer housing. The speed reducer housing is connected to the motor housing, the gear assembly is connected to the output shaft of the motor body, the gear assembly includes a plurality of gears, the plurality of gears are arranged in a first direction, the first direction is perpendicular to the output shaft of the motor body, and the motor housing and the speed reducer housing enclose an included angle area:

[0014] The controller is located on the side of the motor housing along the circumferential direction of the output shaft of the motor body, and at least one of the motor housing and the speed reducer housing is connected to the controller housing.

[0015] In some embodiments of the present application, at least a part of the controller housing protrudes into the included angle area, so that the second control module and the second cover are both located in the included angle area.

[0016] In some embodiments of the present application, the powertrain further includes a cooling unit, and the cooling unit has a cooling pipeline for the circulation of a cooling fluid;

[0017] The cooling pipeline includes a first cooling part and a second cooling part. The first cooling part is used for heat exchange with the first control module, and the second cooling part is used for heat exchange with the second control module. Wherein, the first cooling part and the second cooling part are connected.

[0018] In some embodiments of the present application, a first through hole and a second through hole are provided on the speed reducer housing. Both the first through hole and the second through hole communicate the inside and outside of the speed reducer housing, and both the first through hole and the second through hole are connected to the inner cavity of the motor housing. The height of the first through hole is greater than the height of the second through hole.

[0019] In some embodiments of the present application, the powertrain further includes an oil pump and a heat exchanger. The heat exchanger has a first cavity and a second cavity separated from each other. One end of the oil pump is communicated with the inner cavity of the motor housing, the other end of the oil pump is communicated with the first end of the first cavity, and the second end of the first cavity is respectively communicated with the speed reducer housing and the motor housing; the second cavity is communicated with the cooling pipeline.

[0020] In some embodiments of the present application, the charging control unit includes an on-vehicle charger and a DC-DC converter.

[0021] A second aspect of the embodiments of the present application provides a vehicle, which includes the powertrain described in the first aspect above.

[0022] Compared with the prior art, the powertrain and the vehicle provided by the embodiments of the present application have the following advantages:

[0023] The powertrain includes a motor, a reducer, and a controller. The motor and the reducer are electrically connected to the controller respectively to control the operation of the motor and the reducer through the controller. The electrical components in the controller are divided into two parts, namely, a first control module and a second control module. The first control module faces a first opening, and a first cover is provided on the first opening. The second control module faces a second opening, and a second cover is provided on the second opening. In this way, when the first control module is repaired, only the first cover needs to be opened, and the second control module can be protected by the second cover. When the second control module is repaired, only the second cover needs to be opened, and the first control module can be protected by the first cover, which has relatively high safety.

[0024] In addition to the technical problems solved by the embodiments of the present application, the technical features constituting the technical solutions, and the beneficial effects brought by these technical features of the technical solutions described above, other technical problems that can be solved by the powertrain and the vehicle provided by the embodiments of the present application, other technical features included in the technical solutions, and the beneficial effects brought by these technical features will be further described in detail in the specific implementation manners. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0026] Figure 1 It is a schematic structural diagram of the powertrain provided by the embodiments of the present application;

[0027] Figure 2 It is another schematic structural diagram of the powertrain provided by the embodiments of the present application;

[0028] Figure 3 It is another schematic structural diagram of the powertrain provided by the embodiments of the present application;

[0029] Figure 4 It is another schematic structural diagram of the powertrain provided by the embodiments of the present application;

[0030] Figure 5 An exploded view of the powertrain provided by the embodiment of the present application;

[0031] Figure 6 An exploded view of the controller provided by the embodiment of the present application.

[0032] Reference numerals:

[0033] 10: Powertrain;

[0034] 100: Electric motor;

[0035] 200: Reducer; 210: Reducer housing; 211: First through hole; 212: Second through hole; 213: Oil sump;

[0036] 300: Controller; 310: Controller housing; 311: Partition board; 320: Second control module; 330: First cover; 340: Second cover; 350: Fast charging interface; 360: Slow charging interface; 370: DC bus bolted connection interface;

[0037] 400: Oil pump;

[0038] 500: Heat exchanger; 510: Connecting pipeline;

[0039] X: First direction; Y: Second direction. Detailed implementation manners

[0040] In order to make the above objects, features, and advantages of the embodiments of the present application more obvious and understandable, the technical solutions in the embodiments of the present application will be clearly and completely described below 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. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

[0041] As described in the background art, in the related art, electrical components such as in-vehicle chargers, battery management systems, motor control units, and vehicle controllers in the controller are all integrated in the controller housing, making the integration degree of the controller relatively high and the size relatively small. In this way, the integration degree of the powertrain is relatively high. However, it will also cause damage to other electrical components due to collision when repairing and replacing some electrical components in the controller, and the safety is relatively low.

[0042] In view of this, an embodiment of the present application provides a powertrain and a vehicle. In the controller, electrical components are divided into two parts, namely a first control module and a second control module 320. One of the parts can centrally arrange electrical components with a relatively high failure rate. For example, the second control module 320 includes a charging control unit. In this way, when disassembling and overhauling electrical components with a relatively high failure rate, other electrical components will not be damaged by collision, and the safety is relatively high.

[0043] Figure 1 It is a schematic structural diagram of the powertrain provided by an embodiment of the present application. Figure 2 It is another schematic structural diagram of the powertrain provided by an embodiment of the present application. Figure 3 It is another schematic structural diagram of the powertrain provided by an embodiment of the present application. Figure 4 It is another schematic structural diagram of the powertrain provided by an embodiment of the present application. Figure 5 It is an exploded view of the powertrain provided by an embodiment of the present application. Figure 6 It is an exploded view of the controller provided by an embodiment of the present application.

[0044] Please refer to Figures 1 to 6 , this embodiment provides a powertrain 10, which is applied to a vehicle and used to provide power for the vehicle. The powertrain 10 includes a motor 100, a reducer 200, and a controller 300. The motor 100 and the reducer 200 are respectively electrically connected to the controller 300 to respectively control the operation of the motor 100 and the reducer 200.

[0045] In some embodiments of the present application, the controller 300 includes a controller housing 310 and a first control module and a second control module 320 arranged in the controller housing 310. That is, the electrical components in the controller 300 are divided into two parts. Exemplarily, the controller 300 includes two printed circuit boards (PCBs). Exemplarily, the first control module corresponds to the first circuit board, and the second control module 320 corresponds to the second circuit board.

[0046] In some embodiments of the present application, they can be distinguished according to the failure frequency of each electrical component. Exemplarily, some electrical components with a relatively high failure rate are used as the second control module 320.

[0047] In some embodiments of the present application, the first control module includes a vehicle control unit and a motor control unit (MCU). Among them, the vehicle control unit includes a vehicle controller (VCU), which is used to collect vehicle information, driver intention, control vehicle operation, diagnose vehicle faults, etc. The motor control unit can change the rotation state of the motor 100 according to the instructions of the vehicle controller.

[0048] In some embodiments of the present application, the first control module further includes a Battery Management System (BMS), which can be connected to the power battery and the vehicle, and is used to collect, process, store information during the operation of the power battery, exchange information with external devices (such as the vehicle controller), etc., to improve the safety and service life of the power battery.

[0049] In some embodiments of the present application, the battery management system includes a High Voltage BMS (HMBS) and a Low Voltage BMS (LMBS). Among them, the high-voltage battery management unit can integrate algorithms for controlling the operation of the high-voltage battery, and the low-voltage battery management unit can also integrate algorithms for controlling the operation of the low-voltage battery. The types of algorithms in the high-voltage battery management unit and the low-voltage battery management unit are not limited in this embodiment.

[0050] In some embodiments of the present application, the second control module 320 includes a charging control unit, and the charging control unit includes an On-board Charger (OBC) and a DC-DC converter. Among them, the on-board charger is a charger fixed on the vehicle and is used to charge the power battery. The DC-DC converter is used to convert the DC high voltage of the power battery into DC low voltage to supply power to the electrical components of the vehicle.

[0051] In some embodiments of the present application, the on-board charger and the DC-DC converter can be respectively arranged in the controller housing 310, or the on-board charger and the DC-DC converter can also be integrated into one body and arranged in the controller housing 310.

[0052] In some embodiments of the present application, a fast charging interface 350, a slow charging interface 360, a DC bus bolted connection interface 370, etc. are arranged on the controller housing 310. The fast charging interface 350 is used to connect to the high-voltage battery management unit, and the slow charging interface 360 is electrically connected to the on-board charger of the charging control unit. In this way, the charging mode of the vehicle provided in this embodiment is divided into two types: fast charging and slow charging. Users can choose different charging modes to charge the power battery according to the actual situation, which is more convenient to use.

[0053] In some embodiments of the present application, the first circuit board and the second circuit board are electrically connected and can interact. Exemplarily, the second circuit board is provided with an IGBT (Insulate-Gate Bipolar Transistor) module. The input end of the IGBT module is connected to the bus capacitor, and the output end is connected to the three-phase bus bar of the motor 100, and is used to convert the direct current of the power battery into alternating current.

[0054] In some embodiments of the present application, a Controller Area Network (CAN) interface may also be provided on the first circuit board. In this embodiment, the types, layouts, etc. of the electrical components on the first circuit board and the second circuit board are not limited.

[0055] In some embodiments of the present application, the controller housing 310 is provided with a first opening and a second opening. The controller housing 310 is further provided with a first cover 330 and a second cover 340. The first cover 330 is used to open and close the first opening, and the second cover 340 is used to open and close the second opening.

[0056] In this way, the controller housing 310, the first cover 330, and the second cover 340 can enclose a cavity for accommodating the first control module and the second control module 320.

[0057] In some embodiments of the present application, the first cover 330 and the controller housing 310, and the second cover 340 and the controller housing 310 can be connected by threaded fasteners, and the connection stability is relatively high.

[0058] In some embodiments of the present application, the first opening is opposite to the first control module, and the second opening is opposite to the second control module 320.

[0059] In this way, when the first cover 330 is opened, the first control module can be exposed, while the second control module 320 is still covered in the second cover 340, and the second cover 340 can protect the second control module 320. When the second cover 340 is opened, the second control module 320 can be exposed, while the first control module is still covered in the first cover 330, and the first cover 330 can protect the first control module.

[0060] In this way, by dividing the controller 300 into two parts and restricting the opening sizes corresponding to the two parts, the controller 300 can have a high integration degree, and when disassembling, assembling, and overhauling one part, the other part can be protected to avoid collision damage to the other part, and the safety is relatively high.

[0061] In some embodiments of the present application, the first opening and the second opening can be provided on any side wall of the controller housing 310. Exemplarily, the first opening and the second opening are provided on the same side wall of the controller housing 310. At this time, the first opening and the second opening can be communicated with each other or not.

[0062] In some embodiments of the present application, please refer to Figure 1 and Figure 2, the first opening and the second opening are respectively located on opposite side walls of the controller housing 310. Correspondingly, the first cover 330 and the second cover 340 are also located on opposite side walls of the controller housing 310. Exemplarily, the first opening and the second opening are respectively provided on the top wall and the bottom wall of the controller housing 310.

[0063] In this way, the first control module and the second control module 320 are arranged back to back. The electrical components on the first control module and the electrical components on the second control module 320 are at a relatively large distance. When disassembling, assembling, or overhauling one of the first control module and the second control module 320, the other one will not be damaged by collision.

[0064] In some embodiments of the present application, the inner cavity of the controller housing 310 may not be partitioned. The first control module and the second control module 320 are both arranged in the inner cavity of the controller housing 310 and are respectively connected to the inner wall of the controller housing 310.

[0065] In some embodiments of the present application, the inner cavity of the controller housing 310 can also be partitioned. A partition plate 311 (as shown in Figure 6 ) is provided in the controller housing 310. The partition plate 311 is used to divide the inner cavity of the controller housing 310 into two parts. For the convenience of description, these two cavities can be called the first cavity and the second cavity. The first control module and the second control module 320 are respectively located in the cavities on both sides of the partition plate 311, that is, the first control module is arranged in the first cavity, and the second control module 320 is arranged in the second cavity. In this way, the first control module and the second control module 320 can be separated by the partition plate 311, avoiding collision damage to the first control module or the second control module 320 during disassembly, assembly, or overhaul.

[0066] In some embodiments of the present application, the motor 100 includes a motor housing and a motor body arranged in the motor housing. The motor housing is used to protect the motor body. The motor body has an output shaft for outputting the power of the motor body.

[0067] In some embodiments of the present application, the speed reducer 200 includes a speed reducer housing 210 and a gear assembly (not shown) arranged in the speed reducer housing 210. The speed reducer housing 210 is used to protect the gear assembly. The speed reducer housing 210 is connected to the motor housing. In this way, the speed reducer 200 and the motor 100 can be connected as a whole, and the integration degree of the power assembly 10 is relatively high.

[0068] In some embodiments of the present application, the gear assembly is connected to the output shaft of the motor body. In this way, the speed of the output shaft of the motor body can be reduced. Among them, the gear assembly includes a plurality of gears. According to the deceleration requirement, the gear assembly can include a plurality of gears to set different reduction ratios, which are not limited in this embodiment.

[0069] In some embodiments of the present application, taking the gear assembly including two gears, an active gear and a driven gear, as an example for illustration. The active gear is coaxially connected to the output shaft of the motor body, and the driven gear meshes with the active gear.

[0070] In some embodiments of the present application, multiple gears are arranged along the first direction X, the rotation axes of the multiple gears are all parallel to the output shaft of the motor body, and the first direction X is perpendicular to the output shaft of the motor body. For the convenience of description, the output shaft of the motor body can extend along the second direction Y.

[0071] In this way, one end of the active gear of the speed reducer 200 is connected to the end of the motor 100 along the second direction Y, and one end of the driven gear of the speed reducer 200 protrudes from the motor 100 along the first direction X, that is, the motor 100 and the speed reducer 200 are approximately in an L shape, so that the motor housing and the speed reducer housing 210 enclose an included angle area.

[0072] In some embodiments of the present application, the controller 300 is located on the side of the motor housing along the circumferential direction of the output shaft of the motor body, and at least one of the motor housing and the speed reducer housing 210 is connected to the controller housing 310.

[0073] In some embodiments of the present application, the motor housing and the speed reducer housing 210 are both connected to the controller housing 310. The motor housing and the speed reducer housing 210 are both provided with bosses connected to the controller housing 310, and connection structures, such as bolt holes, are arranged on the bosses.

[0074] In this way, the motor 100, the speed reducer 200 and the controller 300 are connected as a whole, with a relatively high integration degree and a relatively high structural stability. Moreover, there is a relatively small distance between the motor 100 and the controller 300 and between the speed reducer 200 and the controller 300, so as to simplify the electrical connection structures between the motor 100 and the controller 300 and between the speed reducer 200 and the controller 300.

[0075] In some embodiments of the present application, at least part of the controller housing 310 protrudes into the included angle area. In this way, the controller housing 310 can be divided into two parts. One part is located on the side of the motor housing and the speed reducer housing 210, such as the top, and the other part is clamped between the motor housing and the speed reducer housing 210, so that the second control module 320 and the second cover 340 are both located in the included angle area.

[0076] In this way, even if the electrical components in the controller are divided into two parts for setting, it will not additionally increase the size of the power assembly 10. The power assembly 10 has a relatively high space utilization rate and a relatively compact structure. Moreover, the included angle area between the motor housing and the speed reducer housing 210 can form an operation area for disassembling and assembling the second cover 340 and the second control module 320, and the operation is relatively convenient.

[0077] In some embodiments of the present application, the powertrain 10 further includes a cooling unit for dissipating heat from the controller 300. The cooling unit has a cooling pipeline for the circulation of a cooling fluid, and the cooling fluid can be water or other cooling media.

[0078] In some embodiments of the present application, the cooling pipeline includes a first cooling portion and a second cooling portion. The first cooling portion is used for heat exchange with the first control module, and the first cooling portion can be a cold plate or a serpentine pipeline. The second cooling portion is used for heat exchange with the second control module 320, and the second cooling portion can be a cold plate or a serpentine pipeline. Wherein, the first cooling portion and the second cooling portion are connected and communicated.

[0079] In this way, heat dissipation and temperature reduction of the first control module and the second control module 320 can be achieved simultaneously through a single cooling pipeline, with a relatively simple structure and low manufacturing cost.

[0080] In some embodiments of the present application, there is lubricating oil in the reducer housing 210, which is used for lubricating components such as gear assemblies and bearings, and at the same time plays a role in cooling the reducer 200.

[0081] In some embodiments of the present application, please refer to Figure 4 , Figure 4 which shows a partial inner wall surface of the reducer housing 210. An oil sump 213 is further provided on the inner wall surface of the reducer housing 210. The oil sump 213 can be located between the driving gear and the driven gear and above the rotating shafts of the driving gear and the driven gear. In this way, when the driven gear rotates and drives the lubricating oil to splash, the splashed lubricating oil can be thrown into the oil sump 213, so that the lubricating oil in the oil sump 213 can provide lubrication for transmission parts such as bearings at positions with a relatively large height, thereby improving the lubrication uniformity of the reducer 200.

[0082] In some embodiments of the present application, the oil sump 213 and the reducer housing 210 can be cast by an integrally formed method to improve the integration between the oil sump 213 and the reducer housing 210, and reduce the assembly process and cost of the reducer 200.

[0083] In some embodiments of the present application, the reducer housing 210 is provided with a first through hole 211 and a second through hole 212. Both the first through hole 211 and the second through hole 212 communicate the inside and outside of the reducer housing 210, and both the first through hole 211 and the second through hole 212 are connected to the inner cavity of the motor housing. In this way, the reducer housing 210 and the motor housing can be interconnected through the first through hole 211 and the second through hole 212 respectively.

[0084] In some embodiments of the present application, the first through hole 211 is located within the area enclosed by the oil sump 213. In this way, the lubricating oil collected in the lubricating groove can be introduced into the motor housing through the first through hole 211, and the motor 100 can be lubricated and cooled.

[0085] In some embodiments of the present application, the height of the first through hole 211 is greater than the height of the second through hole 212. Exemplarily, the first through hole 211 is located above the driven gear rotating shaft, and the second through hole 212 is located below the driven gear rotating shaft.

[0086] In this way, the lubricating oil in the reducer housing 210 and the lubricating oil in the motor housing can flow through each other through the second through hole 212, and the lubricating oil levels in the reducer housing 210 and the motor housing are approximately the same, so as to improve the fluidity of the lubricating oil in the reducer 200 and the motor 100.

[0087] For example, when the lubricating oil level in the reducer housing 210 is higher than the lubricating oil level in the motor housing, the lubricating oil in the reducer housing 210 can be introduced into the motor housing through the second through hole 212. When the lubricating oil level in the motor housing is higher than the lubricating oil level in the reducer housing 210, the lubricating oil in the motor housing can be introduced into the reducer housing 210 through the second through hole 212.

[0088] That is to say, the lubricating oil of the reducer 200 and the lubricating oil of the motor 100 can flow through each other to effectively utilize the lubricating oil.

[0089] In some embodiments of the present application, the powertrain 10 further includes an oil pump 400 and a heat exchanger 500. The heat exchanger 500 has a first cavity (not shown) and a second cavity (not shown) that are separated from each other. One end of the oil pump 400 is communicated with the inner cavity of the motor housing, the other end of the oil pump 400 is communicated with the first end of the first cavity, and the second end of the first cavity is respectively communicated with the reducer housing 210 and the motor housing. Exemplarily, the first cavity can be communicated with the motor housing and the reducer housing 210 through different pipelines respectively. And, the second cavity is communicated with the cooling pipeline. Exemplarily, the second cavity is communicated with the first cooling part through a communication pipeline 510.

[0090] In this way, the oil pump 400 can pump the lubricating oil in the motor housing into the first cavity of the heat exchanger 500. At the same time, the cooling fluid of the cooling unit enters the second cavity, so that the cooling fluid and the lubricating oil can perform heat exchange and dissipate heat from the lubricating oil, and then the cooled lubricating oil is respectively introduced into the reducer housing 210 and the motor housing through two different pipelines to achieve the lubrication and cooling of the motor 100 and the reducer 200.

[0091] Moreover, since the second cavity is in communication with the cooling pipeline, the first control module, the second control module 320, and the lubricating oil can be cooled simultaneously by the cooling unit. Exemplarily, the cooling fluid can flow through the heat exchanger 500, the second cooling part, and the first cooling part in sequence through the cooling pipeline, so as to cool the heat exchanger 500, the second cooling part, and the first cooling part by means of heat exchange. After heat exchange and temperature rise, the cooling fluid can be cooled and then used to cool the heat exchanger 500, the second cooling part, and the first cooling part again. The cooling unit has a high cooling efficiency and a relatively simple structure.

[0092] In some embodiments of the present application, after the lubricating oil in the reducer housing 210 is collected in the oil sump 213, a part of it can be introduced into the motor housing again through the first through hole 211, so that the oil pump 400 can pump the lubricating oil from the motor housing.

[0093] In some embodiments of the present application, the height dimension of the motor 100 is relatively smaller than the height dimension of the reducer 200, that is, there is a height difference between the motor 100 and the reducer 200. To reduce the size of the powertrain 10, the upper ends of the motor 100 and the reducer 200 can be approximately flush, and the controller 300 is arranged above the motor 100 and the reducer 200. In this way, there is a height difference between the lower end of the motor 100 and the lower end of the reducer 200, and the oil pump 400 and the heat exchanger 500 are arranged below the motor 100, so that the structure of the powertrain 10 is relatively compact and the integration degree is relatively high. Moreover, by arranging the heat exchanger 500 below the motor 100, the pipelines between it and the motor housing and the reducer housing 210 can all have relatively small sizes, so as to reduce the design length of the overall oil circuit, which helps to reduce the oil circuit cost.

[0094] In this way, the motor housing, the reducer housing 210, the oil pump 400, and the heat exchanger 500 can form a complete lubricating oil circuit, and through this lubricating oil circuit, the reducer 200 and the motor 100 can be lubricated and cooled simultaneously, with a relatively compact structure and high efficiency.

[0095] This embodiment also provides a vehicle, which includes the above-mentioned powertrain 10. The structure, function, working principle, etc. of the powertrain 10 have been described in the above embodiments, and will not be elaborated in this embodiment.

[0096] In some embodiments of the present application, according to different vehicle types, the vehicle can be a sedan, a bus, or a truck. According to different power sources, the vehicle can be any one of an electric vehicle (EV), a pure electric vehicle (PEV / BEV), a hybrid electric vehicle (HEV), a range extended electric vehicle (REEV), a plug-in hybrid electric vehicle (PHEV), and a new energy vehicle.

[0097] By adopting the above-mentioned powertrain 10, the on-vehicle charger and the DC-DC converter can be conveniently disassembled and assembled for maintenance, without colliding and damaging other electrical components of the first control module, and the safety is relatively high.

[0098] In this specification, the embodiments or implementation manners are described in a progressive manner. Each embodiment focuses on the differences from other embodiments. The same or similar parts among the various embodiments can be referred to each other.

[0099] In the description of this specification, the description with reference to terms such as "one implementation manner", "some implementation manners", "illustrative implementation manner", "example", "specific example", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the implementation manner or example are included in at least one implementation manner or example of the present application. In this specification, the schematic expressions of the above terms do not necessarily refer to the same implementation manner or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more implementation manners or examples.

[0100] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A powertrain, characterized in that, It includes a motor, a reducer, and a controller, and the motor and the reducer are electrically connected to the controller respectively; The controller includes a controller housing and a first control module and a second control module arranged in the controller housing; the first control module includes a vehicle control unit, a motor control unit, a high-voltage battery management unit, and a low-voltage battery management unit; the second control module includes a charging control unit; The controller housing is provided with a first opening and a second opening, and the controller housing is also provided with a first cover and a second cover. The first cover is used to open and close the first opening, and the second cover is used to open and close the second opening. Among them, the first opening faces the first control module, and the second opening faces the second control module.

2. The powertrain according to claim 1, characterized in that, The first opening and the second opening are respectively located on opposite side walls of the controller housing.

3. The powertrain according to claim 2, wherein, A partition plate is arranged in the controller housing, and the partition plate is used to divide the inner cavity of the controller housing into two parts. The first control module and the second control module are respectively located in the cavities on both sides of the partition plate.

4. The powertrain according to any one of claims 1-3, characterized in that The motor includes a motor housing and a motor body arranged in the motor housing: The reducer includes a reducer housing and a gear assembly arranged in the reducer housing. The reducer housing is connected to the motor housing, and the gear assembly is connected to the output shaft of the motor body. The gear assembly includes a plurality of gears, and the plurality of gears are arranged along a first direction, and the first direction is perpendicular to the output shaft of the motor body. The motor housing and the reducer housing enclose an included angle area: The controller is located on the side of the motor housing along the circumferential direction of the output shaft of the motor body, and at least one of the motor housing and the reducer housing is connected to the controller housing.

5. The powertrain according to claim 4, characterized in that, At least part of the controller housing protrudes into the included angle area, so that the second control module and the second cover are both located in the included angle area.

6. The powertrain according to claim 4, wherein, The powertrain further includes a cooling unit, and the cooling unit has a cooling pipeline for the flow of a cooling fluid; The cooling pipeline includes a first cooling part and a second cooling part. The first cooling part is used for heat exchange with the first control module, and the second cooling part is used for heat exchange with the second control module. Among them, the first cooling part and the second cooling part are communicated with each other.

7. The powertrain according to claim 6, characterized in that The reducer housing is provided with a first through hole and a second through hole. Both the first through hole and the second through hole communicate the inside and outside of the reducer housing, and both the first through hole and the second through hole are communicated with the inner cavity of the motor housing. The height of the first through hole is greater than the height of the second through hole.

8. The powertrain according to claim 7, characterized in that, The powertrain further includes an oil pump and a heat exchanger. The heat exchanger has a first cavity and a second cavity which are separated from each other. One end of the oil pump communicates with the inner cavity of the motor housing, the other end of the oil pump communicates with the first end of the first cavity, and the second end of the first cavity communicates with the reducer housing and the motor housing respectively; the second cavity communicates with the cooling pipeline.

9. The powertrain according to any one of claims 1 to 3, characterized in that, The charging control unit includes an on-vehicle charger and a DC-DC converter.

10. A vehicle, characterized in that, It includes the powertrain according to any one of claims 1-9.

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