Power assembly with adjustable liquid level and electric vehicle

Abstract

The invention discloses a liquid level adjustable power assembly and an electric vehicle, and relates to the technical field of electric vehicles, a speed reducer cavity of the power assembly is used for containing a gear shaft assembly of a speed reducer, the power assembly comprises a main oil storage tank and an auxiliary oil storage tank containing an output shaft gear, and a barrage and a controllable flow channel of the barrage are used for separating and communicating the main oil storage tank and the auxiliary oil storage tank respectively. The main oil storage tank actively outputs oil to the auxiliary oil storage tank through a controllable flow channel, and the auxiliary oil storage tank passively receives oil overflowing the barrage from the main oil storage tank. According to the gear shaft assembly, the barrage and the controllable flow channel are arranged, so that the main oil storage tank guides and controls oil in the main oil storage tank to flow into the auxiliary oil storage tank in a mode of coordination of active oil drainage and passive oil drainage, and the oil in the auxiliary oil storage tank is adjusted according to different working conditions of the power assembly, so that the operation reliability of the gear shaft assembly is improved, and the service life of the gear shaft assembly is prolonged. And therefore, the running resistance of oil liquid is reduced for different working conditions under the condition that the lubricating efficiency of the power assembly is guaranteed.

Description

Technical Field

[0001] The present application relates to the technical field of electric vehicles, and in particular to a powertrain with adjustable liquid level and an electric vehicle. Background Art

[0002] During the operation of the powertrain, friction and pressure will be generated between the gear assembly of the reducer and between the various components of the drive motor, which may cause damage to the reducer and the drive motor. In order to ensure the stability of the gear assembly and the drive motor and reduce the wear of the gear assembly of the reducer and the various components of the drive motor, oil is added to the gear assembly and the drive motor, and the oil is sufficient in the reducer cavity. However, the oil carried by the powertrain during operation will generate resistance, and the resistance generated by the oil is different under different working conditions. Excessive resistance of the oil can easily lead to reduced efficiency of the powertrain. It is difficult for existing powertrains to regulate the amount of oil in the reducer cavity according to various working conditions, and it is difficult to achieve the adjustment of the oil running resistance under different working conditions while ensuring lubrication efficiency. Summary of the Invention

[0003] The present application provides a powertrain with adjustable liquid level, wherein the reducer chamber of the powertrain is used to accommodate the gear shaft assembly of the reducer, the reducer chamber includes a main oil reservoir and a secondary oil reservoir, the secondary oil reservoir is used to accommodate the output shaft gear of the reducer, wherein: the main oil reservoir and the secondary oil reservoir are separated by a weir, the weir includes a controllable flow channel, the controllable flow channel is used to connect the main oil reservoir and the secondary oil reservoir; the main oil reservoir is used to actively output oil to the secondary oil reservoir through the controllable flow channel; the secondary oil reservoir is used to passively receive oil in the main oil reservoir that overflows the weir. The powertrain provided in the embodiment of the present application separates the main oil reservoir and the secondary oil reservoir by setting a weir, and the secondary oil reservoir is used to accommodate the output shaft gear and oil of the reducer, so that the output shaft gear can carry oil to various positions of the gear shaft assembly when it is running, thereby achieving lubrication, cooling and other protection for the gear shaft assembly. The main oil reservoir serves as a transitional channel for the oil, allowing some of the oil to enter the main reservoir. The weir then controls the flow of oil into the auxiliary reservoir, regulating the oil volume in the auxiliary reservoir and enhancing the lubrication of the gear assembly. This, in turn, improves the operating efficiency of the gear assembly. Specifically, when the main oil reservoir is full, the oil overflows over the weir into the auxiliary reservoir, a process known as passive oil drainage from the main reservoir. This prevents insufficient lubrication of the gear assembly due to insufficient oil in the auxiliary reservoir, ensuring that the oil volume in the auxiliary reservoir is sufficient to support stable operation of the gear assembly. Furthermore, a controllable flow channel is provided on the weir, which is controlled to open or close according to different operating conditions, controlling the flow of oil from the main reservoir to the auxiliary reservoir or stopping it. For example, when the temperature of the motor stator is low, one of the controllable flow channels opens to enhance the gear assembly's ability to stir the oil, reducing the oil viscosity and improving the powertrain's operating efficiency. When the powertrain's torque is high or the powertrain is traveling on a steep slope, a controllable flow channel opens to enhance the passive lubrication of the pinion assembly during operation, preventing increased wear between the pinion assemblies. The main oil reservoir of this application coordinates active and passive oil drainage to guide and control the flow of oil from the main reservoir into the auxiliary reservoir. The amount of oil in the auxiliary reservoir is adjusted according to the powertrain's operating conditions, improving the operational reliability of the pinion assembly and thereby reducing the oil's operating resistance for different operating conditions while ensuring lubrication efficiency.

[0004] In one possible implementation, the controller of the powertrain is used to open the controllable flow channel under at least one of the following conditions: the oil temperature is less than or equal to a preset temperature, the powertrain torque is greater than the preset torque, and the powertrain driving slope is greater than the preset slope. The controller is used to store a preset temperature, a preset torque, and a preset slope, and the controller is used to detect the actual temperature of the oil, the actual torque of the powertrain, and the actual driving slope of the powertrain, and control the opening of a controllable flow channel based on the comparison between the detection result and the preset result. Specifically, when the oil temperature is less than or equal to a preset temperature, the oil viscosity increases and the lubrication efficiency decreases, then a controllable flow channel is opened to increase the amount of oil in the auxiliary oil storage tank, thereby allowing the output shaft gear to stir more oil to reduce the viscosity of the oil, thereby achieving efficient operation of the powertrain. When the powertrain's torque exceeds the preset torque, friction between the pinion assembly and the motor components increases, potentially leading to increased gear wear. Furthermore, when the powertrain travels on a slope greater than the preset gradient, the oil level in the auxiliary oil reservoir tilts, reducing the amount of oil exposed to the output shaft gears. This results in insufficient passive lubrication of the pinion assembly by the oil carried by the output shaft gears during operation. Under these two operating conditions, a controllable flow path is opened to increase the oil volume in the auxiliary oil reservoir, thereby enhancing passive lubrication of the pinion assembly and reducing friction between the pinions during operation, ensuring the reliability of the pinion assembly.

[0005] In one possible implementation, the powertrain's oil pump return port is configured to penetrate the inner wall of the auxiliary oil reservoir and connect the auxiliary oil reservoir with the powertrain's oil pump. The auxiliary oil reservoir is configured to actively discharge oil through the oil pump return port. By having the oil pump return port penetrate the inner wall of the auxiliary oil reservoir and connect the auxiliary oil reservoir with the oil pump to guide the oil in the auxiliary oil reservoir into the oil pump, the oil pump and a controllable flow channel can be coordinated to achieve circulation of lubricating fluid within the powertrain, further precisely controlling the amount of oil in the auxiliary oil reservoir. When a controllable flow channel is closed, the oil pump can draw oil from the auxiliary oil reservoir, rapidly reducing the amount of oil in the auxiliary oil reservoir to meet current operating conditions, thereby improving the operating efficiency of the powertrain.

[0006] In one possible implementation, the distance between the oil pump return port and one of the bottom walls of the reducer chamber is less than the height of the weir. By making the distance between the oil pump return port and one of the bottom walls of the reducer chamber less than the height of the weir, oil overflowing from the main oil reservoir over the weir can enter the oil pump return port, ensuring that oil in the auxiliary oil reservoir can enter the oil pump return port, preventing the oil pump from idling and ensuring the oil pump delivers the required amount of oil to the drive motor.

[0007] In one possible implementation, the motor oil outlet of the reducer cavity is used to penetrate the inner wall of the main oil reservoir, and the main oil reservoir is used to passively receive the oil actively discharged from the auxiliary oil reservoir through the motor oil outlet. By making the motor oil outlet penetrate the inner wall of the main oil reservoir, the oil discharged from the motor oil outlet first enters the main oil reservoir, and the main oil reservoir transitions and controls the oil discharged from the motor oil outlet to prevent the oil discharged from the motor oil outlet from directly entering the auxiliary oil reservoir, causing the oil in the auxiliary oil reservoir to be out of control, and it is difficult to achieve the optimal balance between the lubrication and resistance of the oil. The oil in the auxiliary oil reservoir is discharged from the oil pump return port, flows into the oil pump, and is then transported from the oil pump to the motor cavity, and then discharged from the motor cavity through the motor oil outlet to the main oil reservoir, completing the circulation of the oil in the powertrain.

[0008] In one possible implementation, along the radial direction of the powertrain, the weir is configured to be located on the same side of the reducer's input shaft as the reducer's output shaft, and the weir is configured to be located on the same side of the reducer's input shaft as the motor oil outlet of the reducer chamber. By locating the weir and the reducer's output shaft on the same side of the reducer's input shaft, the output shaft gear transfers the oil it carries to the input shaft gear during operation. Due to inertia and gravity, the oil can then flow from the input shaft gear into the main oil reservoir, ensuring that the main oil reservoir can passively receive the oil carried by the gear assembly. This helps to maintain the oil level in the main oil reservoir and thereby improves control over active oil drainage from the main oil reservoir. Furthermore, the weir and the motor oil outlet of the reducer chamber are located on the same side of the input shaft, ensuring that the oil carried by the output shaft gear can flow smoothly into the main oil reservoir along the direction of rotation of the input shaft under the action of gravity.

[0009] In one possible implementation, the input shaft and the motor oil outlet are arranged so that the reducer intermediate shaft and the motor oil outlet are located on either side of the input shaft. By locating the reducer intermediate shaft and the motor oil outlet on either side of the reducer input shaft, the intermediate shaft is positioned higher in the reducer cavity, ensuring that there is sufficient space between the intermediate shaft and a bottom wall of the reducer cavity to accommodate a weir. This allows the height of the weir to be increased based on actual conditions, thereby increasing the oil storage capacity of the main oil reservoir and the ability of the main oil reservoir to control the oil flow between the main and auxiliary oil reservoirs under different operating conditions through a controllable flow channel.

[0010] In one possible implementation, the weir includes a through hole, which is used to pass through the weir and connect the main oil reservoir and the auxiliary oil reservoir, and the through hole is used to accommodate a valve. By setting a through hole that passes through the weir to connect the main oil reservoir and the auxiliary oil reservoir, and the through hole is used to accommodate a valve, a valve can control the opening and closing of a through hole according to actual working conditions. When a valve controls a through hole to open, the oil in the main oil reservoir flows to the auxiliary oil reservoir to ensure passive lubrication of the gear shaft assembly; when a valve controls a through hole to close, the active oil leakage of the main oil reservoir is stopped, so that the oil in the auxiliary oil reservoir is reduced, which is beneficial to improving the operating efficiency of the gear shaft assembly. By setting a valve and a through hole on the weir, the powertrain can reduce the running resistance of the oil for different working conditions while ensuring lubrication efficiency.

[0011] In one possible implementation, the powertrain includes an oil guide plate and a baffle. Along the radial direction of the powertrain, the oil guide plate, the input shaft of the powertrain, the intermediate shaft of the powertrain, and the output shaft are arranged in sequence. A portion of the oil guide plate extends between the input shaft and the motor oil outlet of the reducer chamber. The input shaft, the oil guide plate, and the baffle are arranged in sequence. By arranging the oil guide plate, the input shaft of the powertrain, the intermediate shaft of the powertrain, and the output shaft in sequence along the radial direction of the powertrain, and by partially extending the oil guide plate between the input shaft and the motor oil outlet of the reducer chamber, the oil guide plate can collect and guide the oil carried by the gear assembly to the main oil reservoir, thereby preventing the oil from being thrown out by the running gear assembly to various locations in the reducer chamber, resulting in oil loss. By arranging the input shaft, the oil guide plate and the baffle in sequence along the radial direction of the powertrain, the oil guide plate and the baffle divide the main oil reservoir into two, thereby reducing the oil storage capacity of the main oil reservoir, which is beneficial to saving the amount of oil.

[0012] In one possible implementation, the length of the baffle along the radial direction of the powertrain is equal to the distance between the oil guide plate and the inner wall of the reducer chamber, and the width of the baffle along the axial direction of the powertrain is equal to the distance between the inner walls of the reducer chamber. By ensuring that the length of the baffle is equal to the distance between the oil guide plate and the inner wall of the reducer chamber, and the width of the baffle is equal to the distance between the inner walls of the reducer chamber, the baffle can be stably fixed between the housing and the end cover, and the baffle can completely separate the space on both sides of the baffle in the radial direction of the powertrain, preventing oil from leaking into the space to the left of the baffle and being unable to drain.

[0013] In one possible implementation, the baffle is longer than the weir along the intermediate shaft of the reducer toward the motor oil outlet. By making the baffle longer than the weir, oil in the main oil reservoir will only passively drain from the lower weir into the auxiliary oil reservoir, thereby directing the flow of oil from the main oil reservoir to the auxiliary oil reservoir. This helps improve control of the flow direction of oil in the main oil reservoir by a controllable flow channel.

[0014] In one possible implementation, the inner wall of the reducer cavity includes a groove, the length of which is greater than or equal to the length of the weir along the radial direction of the powertrain, and the length of which is equal to the length of the weir along the arrangement direction of the input shaft and the output shaft of the reducer, and the groove is used to accommodate one side of the weir along the axial direction of the powertrain. By providing a groove on the inner wall of the reducer cavity, and the length of the groove is greater than or equal to the length of the weir along the radial direction of the powertrain, the groove can accommodate at least part of the weir, so as to ensure the stability of the weir during oil flow. The length of the groove along the arrangement direction of the input shaft and the output shaft of the reducer is equal to the length of the weir, so that the weir can be stuck in a groove, and the side wall of a groove can resist the weir, preventing the high flow velocity and impact force of the oil from damaging the weir when the gears and the like stir the oil.

[0015] In one possible implementation, the powertrain housing encloses an oil sump, which is located on opposite sides of the input shaft from the motor oil outlet of the reducer chamber. The sump wall includes another controllable flow channel, and a gap is defined between the notch of the sump and the inner wall of the reducer chamber. The sump is configured to actively discharge oil through the other controllable flow channel to the main oil reservoir, which passively receives oil from the sump that overflows the notch. By locating the sump and the motor oil outlet on opposite sides of the input shaft, oil can flow from the sump and irrigate the input shaft, input shaft gear, and input shaft bearings, enhancing the lubrication effect of the oil on the two meshing gear shaft assemblies. Furthermore, by providing a gap between the notch of the sump and the inner wall of the reducer chamber, oil carried by the gears during operation can enter the sump through the gap between the notch of the sump and the top wall of the reducer chamber, thereby filling the sump with oil. Furthermore, oil can overflow from the sidewalls of the oil sump and flow into the main oil reservoir by gravity, replenishing the main oil reservoir. Another controllable flow channel is provided on the wall of the oil sump, which is used to control the flow of oil from the oil sump into the main oil reservoir according to different operating conditions. This ensures that, while the oil stored in the oil sump lubricates the input shaft and its gears, the oil flowing from the oil sump into the main oil reservoir can increase the amount of oil that is actively drained from the main oil reservoir to the auxiliary oil reservoir.

[0016] In one possible implementation, along the axial direction of the powertrain, the length of the weir is equal to the spacing between the inner walls of the reducer cavity, and the two sides of the weir are respectively used to connect to the inner walls of the reducer cavity. By making the length of the weir equal to the spacing between the inner walls of the reducer cavity and the two sides of the weir connected to the inner walls of the reducer cavity, the weir can be fixed in the reducer cavity, preventing the high flow rate and impact force of the oil when the gears stir the oil from damaging the weir. At the same time, it prevents the oil in the main and auxiliary oil reservoirs from leaking through the gap between the weir and the inner wall of the reducer cavity, which would affect the control of the oil flow from the main oil reservoir to the auxiliary oil reservoir.

[0017] The present application also provides an electric vehicle, comprising a powertrain and wheels, wherein the powertrain is configured to drive one or more of the wheels to rotate. The present application separates a main oil reservoir from a secondary oil reservoir by providing a weir, and provides a controllable channel on the weir, so that the main oil reservoir can control the flow of oil through a coordinated approach of active and passive oil drainage, thereby achieving lubrication of the gear shaft assembly of the reducer with the oil, thereby improving the operating efficiency of the gear shaft assembly and thereby enhancing the overall performance of the reducer, namely the electric vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 is a schematic diagram of an electric vehicle provided in an embodiment of the present application;

[0019] Figure 2 is a schematic diagram of an electric vehicle provided in an embodiment of the present application;

[0020] Figure 3 is a schematic diagram of a powertrain provided in an embodiment of the present application;

[0021] Figure 4 is a schematic diagram of a powertrain provided in an embodiment of the present application;

[0022] Figure 5 is a schematic diagram of a gear shaft assembly provided in an embodiment of the present application;

[0023] Figure 6 This is a schematic diagram of a weir provided by an embodiment of the present application;

[0024] Figure 7 is a schematic diagram of a powertrain provided in an embodiment of the present application;

[0025] Figure 8 is a schematic diagram of a powertrain provided in an embodiment of the present application;

[0026] Figure 9 is a schematic diagram of a powertrain provided in an embodiment of the present application;

[0027] Figure 10This application embodiment provides Figure 7 A partial schematic diagram of

[0028] Figure 11 is a partial schematic diagram of a powertrain provided in an embodiment of the present application;

[0029] Figure 12 This application embodiment provides Figure 7 A partial schematic diagram of

[0030] Figure 13 This is a schematic diagram of a baffle and a weir provided in an embodiment of the present application;

[0031] Figure 14 is a schematic diagram of a powertrain provided in an embodiment of the present application;

[0032] Figure 15 This is a schematic diagram of an end cap provided in an embodiment of the present application;

[0033] Figure 16 This is a schematic diagram of the oil collecting tank provided in an embodiment of the present application. DETAILED DESCRIPTION

[0034] The embodiments of the present application are described below in conjunction with the drawings in the embodiments of the present application.

[0035] In the electric vehicle sector, the powertrain is a core component responsible for efficiently converting electrical energy into mechanical energy and transmitting it to the wheels to propel the vehicle. The powertrain typically consists of a speed reducer and an electric motor. The electric motor converts electrical energy into mechanical energy and transmits it to the speed reducer. The speed reducer, through the meshing transmission of the gears of the pinion assembly, converts the high speed and low torque of the input shaft into low speed and high torque on the output shaft, meeting the power requirements of various operating scenarios.

[0036] During operation, friction and pressure are generated between the gear assembly of the reducer and the various components of the drive motor, causing damage to the reducer and drive motor. Wear is particularly prominent under high-speed and heavy-load conditions. To ensure the stability of the gear assembly and drive motor and reduce wear on their components, additional oil is provided to the gear assembly and drive motor. The cavities containing the gear assembly and drive motor contain a sufficient amount of oil to ensure sufficient contact with the oil during operation, providing lubrication, cooling, and other protective functions. However, the oil carried by the powertrain during operation generates resistance, and this resistance varies under different operating conditions. Excessive resistance can easily reduce the efficiency of the powertrain. Existing powertrains have difficulty regulating the amount of oil in the reducer cavity according to various operating conditions, making it difficult to adjust the oil resistance under different operating conditions while maintaining lubrication efficiency.

[0037] In response to the above problems, an embodiment of the present application provides a powertrain that can adjust the amount of oil in the reducer chamber according to different working conditions. The reducer chamber of the powertrain is used to accommodate the gear shaft assembly of the reducer. The reducer chamber includes a main oil reservoir and an auxiliary oil reservoir. The auxiliary oil reservoir is used to accommodate the output shaft gear of the reducer, wherein: the main oil reservoir and the auxiliary oil reservoir are separated by a weir, and the weir includes a controllable flow channel, and the controllable flow channel is used to connect the main oil reservoir and the auxiliary oil reservoir; the main oil reservoir is used to actively output oil to the auxiliary oil reservoir through a controllable flow channel; and the auxiliary oil reservoir is used to passively receive oil that overflows from the main oil reservoir over the weir. The powertrain provided in the embodiment of the present application divides the reducer chamber into a main oil reservoir and an auxiliary oil reservoir by setting a weir. The auxiliary oil reservoir is used to accommodate the output shaft gear and oil of the reducer, so that the output shaft gear can carry oil to various positions of the gear shaft assembly when it is running, thereby achieving lubrication, cooling and other protections for the gear shaft assembly. The main oil reservoir serves as a transition tank for the oil, allowing part of the oil to enter the main oil reservoir, and then controlling the oil flow into the auxiliary oil reservoir through the weir to adjust the amount of oil in the auxiliary oil reservoir, thereby enhancing the lubrication effect of the oil in the auxiliary oil reservoir on the gear shaft assembly while reducing the viscous resistance of the oil. Specifically, when the main oil reservoir is full of oil, the oil in the main oil reservoir overflows the weir and flows into the auxiliary oil reservoir, which is the passive oil leakage of the main oil reservoir, to prevent the oil in the auxiliary oil reservoir from being too little, resulting in insufficient lubrication of the gear shaft assembly, and to ensure that the oil in the auxiliary oil reservoir can support the stable operation of the gear shaft assembly. In addition, a controllable flow channel is set on the weir, and a controllable flow channel is controlled to open or close according to different working conditions to control the main oil reservoir to output or stop outputting oil to the auxiliary oil reservoir. For example, when the temperature of the motor stator is less than or equal to a preset temperature, a controllable flow channel opens to enhance the pinion assembly's ability to stir the oil, reduce oil viscosity, and improve the powertrain's operating efficiency. When the powertrain's torque exceeds a preset torque or when the powertrain's driving gradient exceeds a preset gradient, a controllable flow channel opens to enhance passive lubrication of the pinion assembly during operation, preventing increased wear between the pinion assemblies. By controlling the amount of oil in the auxiliary oil reservoir through the provision of a weir and a controllable flow channel on the weir, the powertrain can reduce oil resistance for different operating conditions while ensuring lubrication efficiency.

[0038] This application provides an electric vehicle 1, see Figure 1 , Figure 1: is a schematic diagram of an electric vehicle 1 provided in an embodiment of the present application. The electric vehicle 1 includes a powertrain 10 and a plurality of wheels 20. The powertrain 10 is used to generate a driving force, and the driving force is used to drive the wheels 20 so that the wheels 20 can rotate, thereby allowing the electric vehicle 1 to run smoothly. In one embodiment, the powertrain 10 is electrically connected to the wheels 20 to achieve driving of the wheels 20. In one embodiment, the electric vehicle 1 also includes a power battery 30, which is used to be electrically connected to the powertrain 10. The power battery 30 provides electrical energy to the powertrain 10, and the powertrain 10 converts the electrical energy into mechanical energy, and then transmits the mechanical energy to the wheels 20.

[0039] See also Figure 1 In one embodiment, the electric vehicle 1 has at least two wheels 20 to ensure stable operation of the electric vehicle 1, and both wheels 20 are electrically connected to the powertrain 10. It is understood that the electric vehicle 1 can be a two-wheeled, three-wheeled, or four-wheeled vehicle. In one embodiment, the electric vehicle 1 includes a pure electric vehicle 1 (BEV, Battery Electric Vehicle), a hybrid electric vehicle (HEV, Hybrid Electric Vehicle), and a range-extended battery vehicle (REEV, Range Extended Electric Vehicle).

[0040] This application provides a powertrain 10, see Figure 1 and Figure 2 , Figure 2 This is a schematic diagram of an electric vehicle 1 provided in an embodiment of the present application. The powertrain 10 includes a drive motor 110 and a reducer 120. The drive motor 110 converts the electrical energy of the power battery 30 into mechanical energy, and the drive motor 110 can generate rotational power and transmit it to the reducer 120. The reducer 120 receives the rotational power of the drive motor 110 and adjusts it to match the power requirements of the wheels 20, so that the power can be effectively transmitted to the wheels 20, allowing the wheels 20 to run smoothly, and thus allowing the electric vehicle 1 to run smoothly.

[0041] See also Figure 2 、 Figure 3 and Figure 4 , Figure 3 is a schematic diagram of a powertrain 10 provided in an embodiment of the present application. Figure 41 is a schematic diagram of a powertrain 10 provided in an embodiment of the present application. In this embodiment, the powertrain 10 includes a housing 130, which is used to enclose a reducer cavity 150 and a motor cavity 111, thereby accommodating a reducer 120 and a drive motor 110, respectively, to ensure the stability of the reducer 120 and the drive motor 110. In one embodiment, the reducer cavity 150 of the powertrain 10 is used to accommodate the gear assembly 121 of the reducer 120 to ensure the stability of the gear assembly 121.

[0042] See also Figure 1 、 Figure 2 、 Figure 3 、 Figure 4 and Figure 5 , Figure 5 1 is a schematic diagram of a gear assembly 121 provided in an embodiment of the present application. The gear assembly 121 is used to convert the kinetic energy of the drive motor 110 into kinetic energy suitable for driving the wheels 20 to ensure the smooth operation of the powertrain 10. In one embodiment, the gear assembly 121 includes a transmission shaft (1211, 1212, 1213), gears (1214, 1215, 1216) and a bearing 1217. The transmission shaft (1211, 1212, 1213) is used to transmit power to the wheels 20 to drive the wheels 20 to operate smoothly. Gears (1214, 1215, 1216) are mounted on transmission shafts (1211, 1212, 1213) to enable the transmission shafts (1211, 1212, 1213) to drive the gears (1214, 1215, 1216) to rotate, transmitting power to the gears (1214, 1215, 1216). The high speed of the drive motor 110 is then adjusted to a low speed suitable for driving the wheels 20 through the engagement between the different gears (1214, 1215, 1216), ensuring that the wheels 20 can adapt to the requirements of different working conditions, allowing the wheels 20 to operate smoothly under different working conditions. Bearings 1217 are used to support the transmission shafts (1211, 1212, 1213) to ensure the stability of the transmission shafts (1211, 1212, 1213) during operation.

[0043] See also Figure 5 In one embodiment, the transmission shafts (1211, 1212, 1213) of the gear assembly 121 include an output shaft 1213, which is provided with an output shaft gear 1216 and an output shaft bearing 1217. The output shaft bearing 1217 is used to support the output shaft 1213 to ensure the stability of the output shaft 1213 during operation. The output shaft gear 1216 is mounted on the output shaft 1213 so that the output shaft gear 1216 drives the output shaft 1213 to operate and output the power of the powertrain 10.

[0044] The present application embodiment provides a powertrain 10, see Figure 3 、 Figure 4 、 Figure 5 and Figure 6 , Figure 6 It is a schematic diagram of the weir 160 provided in an embodiment of the present application.

[0045] See also Figure 3 、 Figure 4 and Figure 5 In the embodiment of the present application, the reducer cavity 150 of the powertrain 10 is used to accommodate the pinion assembly 121 of the reducer 120. The pinion assembly 121 is used to transmit and adjust the power output by the drive motor 110. In one embodiment, the housing 130 encloses the reducer cavity 150 along the axial direction of the powertrain 10. The reducer cavity 150 is used to accommodate the pinion assembly 121, which helps to ensure the stability of the pinion assembly 121.

[0046] See also Figure 3 and Figure 4 In one embodiment, the reducer cavity 150 is used to contain oil, and the oil submerges a bottom wall 151 of the reducer cavity. Figure 3 In an embodiment of the present application, the reducer chamber 150 includes a main oil reservoir 152 and a secondary oil reservoir 153. In one embodiment, the main oil reservoir 152 and the secondary oil reservoir 153 are connected. The main oil reservoir 152 serves as a transition tank, allowing part of the oil to enter the main oil reservoir 152, and then transfer to the secondary oil reservoir 153 through the main oil reservoir 152 to replenish the secondary oil reservoir 153 with oil, so as to ensure that there is enough oil in the secondary oil reservoir 153 to lubricate the output shaft gear 1216. In one embodiment, the oil includes lubricating oil, which is used to lubricate and cool the moving parts inside the powertrain 10.

[0047] See also Figure 3 and Figure 5 In the embodiment of the present application, the auxiliary oil reservoir 153 is used to accommodate the output shaft gear 1216 of the reducer 120. In one embodiment, the distance between the output shaft gear 1216 and a bottom wall 151 of the reducer chamber is greater than the liquid level of the oil in the auxiliary oil reservoir 153, so that the output shaft gear 1216 can contact the oil in the auxiliary oil reservoir 153. When the output shaft gear 1216 is in operation, the oil can be carried to various positions of the gear assembly 121 to lubricate and cool the gear assembly 121.

[0048] See also Figure 3 and Figure 6 In one embodiment, along the radial direction of the powertrain 10, see Figure 3 and Figure 6In the X direction shown, the main oil reservoir 152, the weir 160, and the auxiliary oil reservoir 153 are arranged in sequence, so that the main oil reservoir 152 and the auxiliary oil reservoir 153 are separated by the weir 160. It can be understood that the radial direction of the power assembly 10 is a direction perpendicular to the axial direction of the output shaft 1213 of the speed reducer 120.

[0049] In the embodiment of the present application, the auxiliary oil reservoir 153 is used to passively receive the oil in the main oil reservoir 152 that overflows the weir 160. Figure 3 and Figure 6 In the Z direction shown, when the oil level in the main oil reservoir 152 is higher than the height H1 of the weir, the oil can overflow from the weir 160 and flow into the auxiliary oil reservoir 153, which is passive oil drainage of the main oil reservoir 152. By receiving oil from the main oil reservoir 152, the auxiliary oil reservoir 153 avoids insufficient oil in the auxiliary oil reservoir 153, which would lead to insufficient lubrication of the gear shaft assembly 121, and ensures that the oil level in the auxiliary oil reservoir 153 is sufficient to support the stable operation of the gear shaft assembly 121.

[0050] In one embodiment, along the radial direction of the power assembly 10, see Figure 3 and Figure 6 In the Z direction shown, the height of the weir 160 can be set according to actual needs to improve the passive regulation of the oil in the main oil storage tank 152 and the auxiliary oil storage tank 153, and ensure that the amount of oil in the auxiliary oil storage tank 153 can support the stable operation of the gear shaft assembly 121; at the same time, reduce the resistance brought by the oil when the gear shaft assembly 121 is operating, and ensure the efficiency of the output shaft gear 1216.

[0051] See also Figure 3 and Figure 6 In an embodiment of the present application, the weir 160 includes a controllable flow channel 154, which is used to connect the main oil storage tank 152 and the auxiliary oil storage tank 153, providing a channel for the oil in the main oil storage tank 152 to flow into the auxiliary oil storage tank 153, so that the oil in the main oil storage tank 152 can replenish the auxiliary oil storage tank 153.

[0052] See also Figure 3 and Figure 5 and Figure 6In an embodiment of the present application, the main oil reservoir 152 is used to actively output oil to the auxiliary oil reservoir 153 through a controllable flow channel 154. In one embodiment, a controllable flow channel 154 is controlled according to different operating conditions to control whether the oil in the main oil reservoir 152 flows into the auxiliary oil reservoir 153, so as to ensure that the oil lubricates the gear assembly 121 of the reducer 120, thereby improving the operating efficiency of the gear assembly 121 and achieving the balance between the stability of the powertrain 10 and the efficiency of the powertrain 10. Specifically, when the oil in the auxiliary oil reservoir 153 is insufficient to support the lubrication of the gear assembly 121, a controllable flow channel 154 is opened, and the main oil reservoir 152 can transport oil to the auxiliary oil reservoir 153 through a controllable flow channel 154, thereby replenishing the oil in the auxiliary oil reservoir 153 to ensure the stability and reliability of the operation of the gear assembly 121. When the oil in the secondary oil reservoir 153 is sufficient to lubricate the pinion assembly 121, a controllable flow channel 154 is closed or throttled, stopping the oil in the primary oil reservoir 152 from flowing into the secondary oil reservoir 153. This reduces the resistance of the oil in the secondary oil reservoir 153 to the pinion assembly 121. By regulating the flow direction of the oil through the controllable flow channel 154, it is possible to ensure that the oil lubricates the pinion assembly 121 of the reducer 120, thereby ensuring the operating efficiency of the pinion assembly 121 and achieving a balance between the stability and efficiency of the powertrain 10. Specifically, the controllable flow channel 154 can be opened and closed based on the temperature of the motor stator, the torque of the powertrain 10, and the slope of the powertrain 10, to determine whether the oil in the primary oil reservoir 152 flows into the secondary oil reservoir 153.

[0053] The powertrain 10 provided in the embodiment of the present application separates the main oil reservoir 152 from the auxiliary oil reservoir 153 by providing a weir 160. The auxiliary oil reservoir 153 is used to accommodate the output shaft gear 1216 of the reducer 120 and oil, so that the output shaft gear 1216 can carry oil and transfer it to various positions of the gear assembly 121 during operation, thereby achieving lubrication, cooling and other protection for the gear assembly 121. The main oil reservoir 152 serves as a transitional tank for the oil, allowing some oil to enter the main oil reservoir 152. The weir 160 then controls the oil flow into the auxiliary oil reservoir 153 to regulate the amount of oil in the auxiliary oil reservoir 153, thereby enhancing the lubrication effect of the oil in the auxiliary oil reservoir 153 on the gear assembly 121, and thereby improving the operating efficiency of the gear assembly 121. Specifically, when the main oil reservoir 152 is filled with oil, the oil in the main oil reservoir 152 overflows the weir 160 and flows into the auxiliary oil reservoir 153, i.e., passive oil drainage of the main oil reservoir 152. This prevents insufficient oil in the auxiliary oil reservoir 153 from causing insufficient lubrication of the gear assembly 121, and ensures that the oil in the auxiliary oil reservoir 153 can support the stable operation of the gear assembly 121. Furthermore, a controllable flow channel 154 is provided on the weir 160. The controllable flow channel 154 is controlled to open or close according to different operating conditions, thereby controlling the main oil reservoir 152 to output or stop outputting oil to the auxiliary oil reservoir 153. For example, when the temperature of the motor stator is low, a controllable flow channel 154 is opened to enhance the gear assembly 121's ability to stir the oil, reduce the oil viscosity, and improve the operating efficiency of the powertrain 10. When the torque of the powertrain 10 is high or when the powertrain 10 is traveling on a steep slope, a controllable flow channel 154 opens to enhance the passive lubrication of the gear assembly 121 by the oil during operation, thereby preventing increased wear between the gear assembly 121. The main oil reservoir 152 of the present application guides and controls the oil in the main oil reservoir 152 to flow into the auxiliary oil reservoir 153 through a coordinated approach of active and passive oil drainage. The amount of oil in the auxiliary oil reservoir 153 is adjusted according to the different operating conditions of the powertrain 10, thereby improving the operating reliability of the gear assembly 121 and thereby achieving the goal of reducing the operating resistance of the oil in different operating conditions while ensuring lubrication efficiency.

[0054] In one embodiment, see Figure 6 and Figure 7 , Figure 7 It is a schematic diagram of the powertrain 10 provided in an embodiment of the present application. The controller of the powertrain 10 is used to open a controllable flow channel 154 under at least one of the operating conditions: the oil temperature is less than or equal to a preset temperature, the torque of the powertrain 10 is greater than the preset torque, and the driving slope of the powertrain 10 is greater than the preset slope.

[0055] See also Figure 4 、 Figure 6 and Figure 7In one embodiment, the powertrain 10 further includes a controller, which is used to control a controllable flow channel 154 according to different working conditions so as to open or close the controllable flow channel 154 to ensure lubrication of the oil, thereby improving the operating efficiency of the gear shaft assembly 121, and enabling the powertrain 10 to reduce the operating resistance of the oil under different working conditions while ensuring lubrication efficiency.

[0056] See also Figure 4 、 Figure 6 and Figure 7 In one embodiment, the powertrain 10 includes a temperature sensor, which is used to detect the temperature of the oil in real time and output the detection result to the controller. The controller controls a controllable flow channel 154 to open or close according to the detection result. Specifically, the controller stores a preset temperature, and when the actual temperature of the oil is less than or equal to a preset temperature, the controller controls a controllable flow channel 154 to open. In one embodiment, when the temperature of the oil is too low, the viscosity of the oil increases and the lubrication efficiency decreases. Opening a controllable flow channel 154 increases the amount of oil in the auxiliary oil storage tank 153, and the output shaft gear 1216 stirs more oil to reduce the viscosity of the oil, so as to achieve efficient operation of the powertrain 10.

[0057] In one embodiment, the viscosity of the oil decreases as the temperature increases. An increase in the motor stator temperature will cause the temperature of the oil to increase. Conversely, the motor stator temperature is low and the oil temperature is low. The temperature of the oil is related to the temperature of the motor stator. For example, this embodiment can reuse the temperature sensor of the motor stator. The temperature sensor at the motor stator is used to detect the temperature of the motor stator in real time. The temperature of the oil is determined by the temperature of the motor stator, and then the opening and closing of a controllable flow channel 154 is controlled. In one embodiment, when the actual temperature of the motor stator is less than or equal to a preset temperature, the controller is used to control a controllable flow channel 154 to open, so that the output shaft gear 1216 stirs more oil, reduces the viscosity of the oil, and achieves efficient operation of the powertrain 10.

[0058] In one embodiment, the actual values ​​of the oil temperature and the motor stator temperature are similar. However, because the local temperature of the motor stator changes rapidly, while the oil is a flowing medium with relatively gradual temperature fluctuations, the oil temperature and the motor stator temperature are prone to deviation. In one embodiment, the value of a preset temperature corresponding to the determination by directly detecting the oil temperature is different from the value of a preset temperature corresponding to the determination by using the motor stator temperature to match the deviation between the oil temperature and the motor stator temperature.

[0059] In one embodiment, temperature sensors are provided at positions in contact with the oil in the motor stator and the powertrain 10 for respectively detecting the temperature of the motor stator and the temperature of the oil, so as to accurately detect the oil temperature and further improve the control of a controllable flow channel 154.

[0060] In one embodiment, the controller stores another preset temperature. When the actual temperature of the motor stator is greater than or equal to another preset temperature, the controller controls a controllable flow channel 154 to open. Specifically, when the temperature of the motor stator is too high, it is easy to cause damage to the drive motor 110, thereby affecting the service life of the drive motor 110. A controllable flow channel 154 is opened to increase the oil in the auxiliary oil storage tank 153, and the amount of oil that does not pass through the oil return port of the oil pump increases, so that the speed of the oil pump is accelerated, the oil suction volume of the oil pump increases, and the amount of oil entering the motor cavity 111 increases, so as to reduce the temperature of the motor stator and extend the service life of the drive motor 110. It can be understood that the oil as a cooling medium can take away the heat of the motor stator, thereby reducing the temperature of the motor stator.

[0061] In one embodiment, when the actual temperature of the motor stator is greater than a preset temperature and less than another preset temperature, the controller controls a controllable flow channel 154 to close. Specifically, when the motor stator is at this temperature, the viscosity of the oil and the temperature of the motor stator have no effect on the powertrain. Furthermore, if the oil can meet the passive lubrication requirements of the gear assembly 121 in the reducer cavity 150, the controllable flow channel 154 is closed to reduce the amount of oil in the auxiliary oil reservoir 153, thereby reducing the resistance to the operation of the gear assembly 121 and the drive motor 110, and improving the efficiency of the drive motor 110.

[0062] See also Figure 4 、 Figure 6 and Figure 7 In one embodiment, the controller is configured to control the opening or closing of a controllable flow channel 154 based on the magnitude of the output torque of the powertrain 10. In one embodiment, the powertrain 10 can control the output torque of the powertrain 10 based on the current driving conditions and vehicle operating state. When the output torque of the powertrain 10 is higher than a preset torque, the controller controls the opening of a controllable flow channel 154 to enhance the lubrication effect of the oil on the pinion assembly 121. When the torque of the powertrain 10 is lower than the preset torque, the controller controls the closing of a controllable flow channel 154, thereby ensuring the lubrication effect of the oil on the pinion assembly 121 while reducing the resistance exerted by the oil on the pinion assembly 121. It is understood that when the torque of the powertrain 10 is too high, the friction between the pinion assembly 121 increases, affecting the service life of the powertrain 10. By increasing the amount of oil in the auxiliary oil reservoir 153, the lubrication effect of the oil on the pinion assembly 121 is enhanced, thereby protecting the pinion assembly 121.

[0063] See also Figure 4 、 Figure 6 and Figure 7 In one embodiment, the powertrain 10 further includes a gyroscope, which is used to detect the magnitude of the driving slope of the powertrain 10 in real time and output the detection result to the controller. The controller controls a controllable flow channel 154 to open or close according to the detection result. Specifically, the controller stores a preset slope value. When the driving slope of the powertrain 10 is greater than the preset slope value, the controller controls a controllable flow channel 154 to open, increase the lubrication of the gear shaft assembly 121 by the oil, and ensure that the amount of oil in the auxiliary oil storage tank 153 meets the amount of oil entering the oil pump and meets the lubrication of the drive motor 110; when the driving slope of the powertrain 10 is less than the preset slope value, the controller controls a controllable flow channel 154 to close, reduce the amount of oil in the auxiliary oil storage tank 153, so as to reduce the resistance brought by the oil to the gear shaft assembly 121, thereby achieving the adjustment of the balance between the lubrication and resistance of the oil. It is understood that when the powertrain 10 is traveling on a steep slope, the oil level in the auxiliary oil reservoir 153 tilts, reducing the amount of oil exposed to the output shaft gear 1216. This results in insufficient passive lubrication of the pinion assembly 121 by the oil carried by the output shaft gear 1216 during operation. By opening a controllable flow channel 154 to replenish the oil in the auxiliary oil reservoir 153, the oil lubrication of the pinion assembly 121 is improved, ensuring the operational stability of the pinion assembly 121. Conversely, the controller controls the controllable flow channel 154 to close, stopping the main oil reservoir 152 from actively supplying oil to the auxiliary oil reservoir 153, thereby preventing excessive oil in the auxiliary oil reservoir 153 from causing excessive operational resistance to the output shaft gear 1216.

[0064] See also Figure 3 、 Figure 6 、 Figure 8 and Figure 9 , Figure 8 is a schematic diagram of a powertrain 10 provided in an embodiment of the present application. Figure 9 1 is a schematic diagram of a powertrain 10 provided in an embodiment of the present application. In one embodiment, the powertrain 10 is Figure 3 When the operating slope of the powertrain 10 is shown, the operating slope of the powertrain 10 is 0. Figure 3 Run at the indicated slope until Figure 8 When the running slope of the power assembly 10 increases, the running slope of the power assembly 10 increases. Figure 3 Run at the indicated slope until Figure 9 In one embodiment, when the powertrain 10 is Figure 8 When the running slope is shown, Figure 8The running slope shown is greater than the preset slope value, the height of the passive oil leakage from the main oil tank 152 to the auxiliary oil tank 153 increases, the oil volume in the auxiliary oil tank 153 decreases, and the contact area between the oil in the auxiliary oil tank 153 and the output shaft gear 1216 decreases, resulting in insufficient lubrication effect of the oil on the output shaft gear 1216. By opening a controllable flow channel 154, the liquid level of the oil in the auxiliary oil tank 153 is increased. In one embodiment, when the power assembly 10 is Figure 9 When the operating slope is shown, the height of the passive oil leakage from the main oil storage tank 152 to the auxiliary oil storage tank 153 is reduced, and the oil may even flow from the main oil storage tank 152 to the auxiliary oil storage tank 153 without flowing over the weir 160. The oil in the auxiliary oil storage tank 153 increases, which can meet the lubrication effect of the oil on the gear shaft assembly 121. Even if too much oil creates a certain operating resistance to the gear shaft assembly 121, a controllable flow channel 154 is closed to prevent excessive oil in the main oil storage tank 152 from flowing into the auxiliary oil storage tank 153 through a controllable flow channel 154, resulting in an increase in the resistance of the gear shaft assembly 121, thereby ensuring the stability of the operation of the gear shaft assembly 121 and thereby improving the operating efficiency of the gear shaft assembly 121.

[0065] See also Figure 3 、 Figure 5 and Figure 7 In one embodiment, the main oil reservoir 152 is used to receive the oil in the auxiliary oil reservoir 153 carried by the output shaft gear 1216 during operation, so as to ensure the amount of oil in the main oil reservoir 152, which is conducive to improving the control of the active oil leakage of the main oil reservoir 152 and reducing the oil in the auxiliary oil reservoir 153, which is conducive to improving the regulation of the oil in the main oil reservoir 152 and the auxiliary oil reservoir 153. In one embodiment, along the radial direction of the power assembly 10, refer to Figure 3 、 Figure 5 and Figure 7 In the Z direction shown, the main oil storage tank 152 and the auxiliary oil storage tank 153 are both located on one side of a bottom wall 151 of the gear shaft assembly 121 close to the reducer cavity, so as to ensure that the oil can flow into the main oil storage tank 152 by gravity to replenish the oil in the main oil storage tank 152.

[0066] See also Figure 2 、 Figure 3 、 Figure 5 and Figure 7In one embodiment, the gear assembly 121 includes an input shaft 1211, an output shaft 1213, an intermediate shaft 1212, an input shaft gear 1214, an intermediate shaft gear 1215, and an output shaft gear 1216. The drive motor 110 is connected to the input shaft 1211, thereby transmitting the rotational power of the drive motor 110 to the input shaft 1211. The input shaft gear 1214 and the intermediate shaft gear 1215 are meshed with each other, and the intermediate shaft gear 1215 and the output shaft gear 1216 are meshed with each other to achieve power transmission, so that the input shaft gear 1214, the intermediate shaft gear 1215, and the output shaft gear 1216 all rotate. In one embodiment, along the radial direction of the power assembly 10, refer to Figure 3 、 Figure 5 and Figure 7 In the X direction shown, the input shaft gear 1214, the intermediate shaft gear 1215, and the output shaft gear 1216 are arranged in sequence, so that when the output shaft gear 1216 rotates, it drives the oil in the auxiliary oil reservoir 153 to rotate and transfer the oil to the input shaft gear 1214 and the intermediate shaft gear 1215. In one embodiment, the oil is thrown from the output shaft gear 1216 to the input shaft gear 1214 and then falls into the main oil reservoir 152, achieving passive lubrication of the gear assembly 121 and simultaneously draining the oil from the auxiliary oil reservoir 153.

[0067] In one embodiment, see Figure 3 、 Figure 7 and Figure 10 , Figure 10 This application embodiment provides Figure 7 A partial schematic diagram of the power assembly 10 shows that the oil pump return port 171 of the power assembly 10 is used to penetrate the inner wall of the auxiliary oil storage tank 153 and to connect the auxiliary oil storage tank 153 and the oil pump 170 of the power assembly 10. The auxiliary oil storage tank 153 is used to actively discharge oil through the oil pump return port 171, so that the oil in the auxiliary oil storage tank 153 can be actively discharged through the oil pump return port 171.

[0068] See also Figure 3 、 Figure 6 、 Figure 7 、 Figure 10 and Figure 11 , Figure 11 This is a partial schematic diagram of the power assembly 10 provided by the embodiment of the present application. In one embodiment, the opening direction of the oil pump return port 171 is the radial direction of the power assembly 10. Figure 3 、 Figure 6 、 Figure 7 、 Figure 10 and Figure 11The X direction shown matches the flow direction of the oil, which facilitates the smooth discharge of oil from the oil pump return port 171. In one embodiment, the housing 130 includes a channel that runs through the housing 130 and is used to connect the oil pump return port 171 and the oil pump 170 to guide the oil in the auxiliary oil reservoir 153 into the oil pump 170. This can achieve the coordination between the oil pump 170 and a controllable flow channel 154 to realize the circulation of lubricating fluid in the powertrain 10, further accurately control the amount of oil in the auxiliary oil reservoir 153, and when one controllable flow channel 154 is closed, the oil pump 170 can pump out the oil in the auxiliary oil reservoir 153, quickly reducing the oil amount in the auxiliary oil reservoir 153 to meet the current operating conditions, which is beneficial to improving the operating efficiency of the powertrain 10.

[0069] See also Figure 11 In one embodiment, the powertrain 10 further includes a filter 180. The oil pump 170 is used to deliver oil to the filter 180. The filter 180 is used to filter impurities in the oil as it circulates within the powertrain 10, thereby preventing the impurities from being carried through the gear shaft assembly 121 of the powertrain 10 and causing wear on the components. In one embodiment, the housing 130 includes an oil passage 132. The oil passage 132 is used to communicate with the oil pump 170 and the filter 180 to filter the oil in the oil pump 170 and ensure that impurities in the oil are removed.

[0070] In one embodiment, see Figure 7 and Figure 10 The distance H2 between the oil pump return port 171 and one of the bottom walls 151 of the reducer chamber is less than the height H1 of the weir 160. It is understood that the distance H2 between the oil pump return port 171 and one of the bottom walls 151 of the reducer chamber is the distance between the side of the oil pump return port 171 closest to one of the bottom walls 151 of the reducer chamber and one of the bottom walls 151 of the reducer chamber.

[0071] See also Figure 7 and Figure 10 In one embodiment, along the radial direction of the powertrain 10, see Figure 7 and Figure 10 In the Z direction shown, the minimum distance H2 between the oil pump return port 171 and a bottom wall 151 of the reducer cavity is less than the height H1 of the weir 160. The oil overflowing from the main oil storage tank 152 over the weir 160 can enter the oil pump return port 171, ensuring that the oil in the auxiliary oil storage tank 153 can enter the oil pump return port 171, preventing the oil pump from idling and ensuring the amount of oil delivered by the oil pump to the drive motor 110.

[0072] In one embodiment, along the radial direction of the power assembly 10, see Figure 7 and Figure 10In the Z direction shown, the distance H2 between the oil pump return port 171 and a bottom wall 151 of the reducer cavity and the sum of the height H3 of the oil pump return port 171 are less than the height H1 of the weir 160. The oil overflowing from the main oil storage tank 152 over the weir 160 can submerge the oil pump return port 171, ensuring that the oil in the auxiliary oil storage tank 153 can submerge the oil pump return port 171, preventing the oil pump from idling and ensuring the amount of oil delivered by the oil pump to the drive motor 110.

[0073] See also Figure 7 and Figure 10 In one embodiment, along the radial direction of the powertrain 10, see Figure 7 and Figure 10 In the X direction shown, a distance is maintained between the oil pump return port 171 and the weir 160 to prevent the oil flowing out of the main oil storage tank 152 through the weir 160 from directly flowing into the oil pump return port 171, resulting in insufficient oil in the auxiliary oil storage tank 153 and damage to the gear shaft assembly 121.

[0074] In one embodiment, along the radial direction of the power assembly 10, see Figure 7 and Figure 10 In the Z direction shown, the distance H2 between the oil pump return port 171 and a bottom wall 151 of the reducer chamber and the sum of the heights H3 of the oil pump return port 171 are less than the minimum distance between a controllable flow channel 154 and a bottom wall 151 of the reducer chamber 150, so as to ensure that the oil entering the auxiliary oil storage tank 153 through a controllable flow channel 154 can flow smoothly into the oil pump return port 171.

[0075] In one embodiment, see Figure 3 、 Figure 4 、 Figure 6 、 Figure 7 and Figure 12 , Figure 12 This application embodiment provides Figure 7 A partial schematic diagram shows that the motor oil outlet 131 of the reducer cavity 150 is used to penetrate the inner wall of the main oil storage tank 152, and the main oil storage tank 152 is used to passively receive the oil actively discharged from the auxiliary oil storage tank 153 through the motor oil outlet 131.

[0076] See also Figure 3 、 Figure 4 、 Figure 6 、 Figure 7 、 Figure 11 and Figure 12In one embodiment, the oil pump 170 is in communication with the motor cavity 111 , allowing the oil within the oil pump 170 to be transferred to the drive motor 110 , thereby providing lubrication, cooling, and other protective functions to the components of the drive motor 110 . Specifically, the oil within the auxiliary oil reservoir 153 is transferred to the oil pump 170 through the oil pump return port 171 . The oil is then output by the oil pump 170 to the various components of the drive motor 110 , and finally discharged into the main oil reservoir 152 through the motor oil outlet 131 , completing the oil circulation within the powertrain 10 .

[0077] In one embodiment, the oil discharged from the motor oil outlet 131 first enters the main oil storage tank 152. The main oil storage tank 152 transitions and controls the oil discharged from the motor oil outlet 131 to prevent the oil discharged from the motor oil outlet 131 from directly entering the auxiliary oil storage tank 153, causing the oil in the auxiliary oil storage tank 153 to be out of control, making it difficult to achieve an optimal balance between the lubrication and resistance of the oil.

[0078] See also Figure 3 and Figure 7 In one embodiment, along the radial direction of the powertrain 10, see Figure 3 and Figure 7 In the Z direction shown, the maximum distance between the motor oil outlet 131 and a bottom wall 151 of the reducer cavity is less than the minimum distance between the gear assembly 121 and a bottom wall 151 of the reducer cavity, so as to prevent the oil from being carried by the input shaft 1211 after being discharged from the motor oil outlet 131. It can be understood that the maximum distance between the motor oil outlet 131 and a bottom wall 151 of the reducer cavity is: along the radial direction of the power assembly 10, see Figure 3 and Figure 7 In the Z direction shown, the distance between the side of the motor oil outlet 131 close to the top wall 155 of the reducer cavity and a bottom wall 151 of the reducer cavity; the minimum distance between the gear shaft assembly 121 and a bottom wall 151 of the reducer cavity is: along the radial direction of the power assembly 10, refer to Figure 3 and Figure 7 In the Z direction, the distance between one end of the gear shaft assembly 121 close to the bottom wall 151 of the reducer cavity and the bottom wall 151 of the reducer cavity is shown.

[0079] In one embodiment, see Figure 3 、 Figure 5 and Figure 7 Along the radial direction of the power assembly 10 , the weir 160 is used to be located on the same side of the input shaft 1211 of the reducer 120 as the output shaft 1213 of the reducer 120 , and the weir 160 is used to be located on the same side of the input shaft 1211 as the motor oil outlet 131 of the reducer cavity 150 .

[0080] See also Figure 3 、 Figure 5 and Figure 7 In one embodiment, along the radial direction of the powertrain 10, see Figure 3 、 Figure 5 and Figure 7 In the X direction shown, the input shaft 1211, the weir 160, and the output shaft are arranged in sequence. The oil can be transferred from the auxiliary oil reservoir 153 to the input shaft gear 1214 through the rotation of the output shaft gear 1216. The oil in the input shaft gear 1214 then falls into the main oil reservoir 152 under the influence of gravity, ensuring that the main oil reservoir 152 can passively receive the oil carried by the gear shaft assembly 121. This helps to ensure the oil level in the main oil reservoir 152 and further improve the control of the active oil leakage of the main oil reservoir 152. In one embodiment, along the radial direction of the powertrain 10, see Figure 3 、 Figure 5 and Figure 7 In the Z direction shown, at least a portion of the input shaft 1211 of the reducer 120 is opposite to the bottom of the main oil storage tank 152, which is conducive to ensuring that the oil carried by the output shaft gear 1216 from the auxiliary oil storage tank 153 flows into the main oil storage tank 152 as the input shaft gear 1214 rotates under the action of gravity and inertia.

[0081] See also Figure 3 、 Figure 5 and Figure 7 In one embodiment, along the radial direction of the powertrain 10, see Figure 3 、 Figure 5 and Figure 7 In the Z direction shown, the weir 160 and the motor oil outlet 131 of the reducer chamber 150 are located on the same side of the input shaft 1211. In one embodiment, the weir 160 and the motor oil outlet 131 are both located on the side of the input shaft 1211 near a bottom wall 151 of the reducer chamber to ensure that the oil carried by the output shaft gear 1216 can flow smoothly into the main oil reservoir 152 along the rotation direction of the input shaft 1211 under the action of gravity.

[0082] In one embodiment, along the radial direction of the power assembly 10, see Figure 3 、 Figure 5 and Figure 7 In the Z direction shown, the input shaft 1211, the motor oil outlet 131 and a bottom wall of the main oil storage tank 152 are arranged in sequence to ensure that the oil discharged from the motor oil outlet 131 can flow into the main oil storage tank 152 under the action of gravity, and prevent the oil discharged from the motor oil outlet 131 from flowing toward the input shaft 1211, thereby preventing resistance to the operation of the input shaft 1211.

[0083] In one embodiment, along the radial direction of the power assembly 10, see Figure 3 、 Figure 5 and Figure 7In the X direction shown, the input shaft 1211 and the output shaft 1213 are located on both sides of the weir 160 to ensure that the rotation of the output shaft gear 1216 can drive the oil in the auxiliary oil storage tank 153 on the side of the output shaft 1213 to flow into the input shaft gear 1214. The oil in the input shaft gear 1214 can fall into the main oil storage tank 152 on the side of the input shaft 1211 under the action of gravity, thereby realizing oil circulation.

[0084] In one embodiment, see Figure 3 and Figure 7 Along the arrangement direction of the input shaft 1211 and the motor oil outlet 131 , the intermediate shaft 1212 of the reducer 120 and the motor oil outlet 131 are located on both sides of the input shaft 1211 .

[0085] See also Figure 3 、 Figure 6 ,and Figure 7 In one embodiment, along the radial direction of the powertrain 10, see Figure 3 、 Figure 6 and Figure 7 In the Z direction shown, relative to the line connecting the input shaft 1211 and the output shaft 1213, the intermediate shaft 1212 of the reducer 120 and the motor oil outlet 131 are located on either side of the line. This positions the intermediate shaft 1212 above the reducer chamber 150, ensuring sufficient space between the intermediate shaft 1212 and a bottom wall 151 of the reducer chamber to accommodate the weir 160. In one embodiment, the top wall 155 of the reducer chamber is spaced apart from the intermediate shaft gear 1215, which facilitates smooth operation of the intermediate shaft gear 1215.

[0086] In one embodiment, the height H1 of the weir 160 between the intermediate shaft gear 1215 and a bottom wall 151 of the reducer cavity can be increased according to actual conditions, which is beneficial to increasing the oil storage capacity of the main oil storage tank 152, and is beneficial to increasing the oil volume controlled by the main oil storage tank 152 through a controllable flow channel 154 between the main oil storage tank 152 and the auxiliary oil storage tank 153 under different working conditions.

[0087] In one embodiment, along the arrangement direction from the input shaft 1211 to the motor oil outlet 131, see Figure 3 、 Figure 6 and Figure 7 In the Z direction shown, the dam 160 is opposite to the meshing point of the intermediate shaft gear 1215 and the output shaft gear 1216. Since the distance between the meshing point of the above gears and a bottom wall 151 of the reducer cavity is large, it is beneficial to increase the height of the dam 160 in this space.

[0088] In one embodiment, see Figure 3 、 Figure 6 and Figure 7The weir 160 includes a through hole 1541 , which is used to penetrate the weir 160 and connect the main oil storage tank 152 and the auxiliary oil storage tank 153 , and the through hole 1541 is used to accommodate a valve 1542 .

[0089] See also Figure 3 、 Figure 6 and Figure 7 In one embodiment, a controllable flow channel 154 includes a through hole 1541 and a valve 1542. In one embodiment, a valve 1542 is used to control the opening and closing of a through hole 1541. Specifically, when a valve 1542 is opened, the oil in the main oil storage tank 152 can flow into the auxiliary oil storage tank 153 through a through hole 1541, replenishing the auxiliary oil storage tank 153 with oil, which is beneficial to improving the lubrication of the oil to the gear shaft assembly 121; when a valve 1542 is closed, the oil in the main oil storage tank 152 stops flowing into the auxiliary oil storage tank 153, avoiding excessive oil in the auxiliary oil storage tank 153 and causing increased resistance during the operation of the gear shaft assembly 121.

[0090] In one embodiment, see Figure 3 、 Figure 6 、 Figure 7 、 Figure 12 and Figure 13 , Figure 13 This is a schematic diagram of the baffle 157 and the weir 160 provided in an embodiment of the present application. The powertrain 10 includes an oil guide plate 156 and a baffle 157. Along the radial direction of the powertrain 10, the oil guide plate 156, the input shaft 1211 of the powertrain 10, the intermediate shaft 1212 and the output shaft 1213 of the powertrain 10 are arranged in sequence. Along the radial direction of the powertrain 10, part of the oil guide plate 156 extends between the input shaft 1211 and the motor oil outlet 131 of the reducer cavity 150, and the input shaft 1211, the oil guide plate 156 and the baffle 157 are arranged in sequence.

[0091] See also Figure 3 、 Figure 7 and Figure 12 In one embodiment, along the radial direction of the powertrain 10, see Figure 3 、 Figure 7 and Figure 12 In the X direction, the oil guide plate 156 is located on the side of the gear shaft assembly 121 close to the main oil storage tank 152. The oil guide plate 156 is used to collect and guide the oil carried by the gear shaft assembly 121 during operation to flow into the main oil storage tank 152. In one embodiment, along the radial direction of the power assembly 10, refer to Figure 3 、 Figure 7 and Figure 12 In the Z direction, one end of the oil guide plate 156 is fixedly connected to the top wall 155 of the reducer cavity. Figure 3、 Figure 7 and Figure 12 In the Z direction shown, the other end of the oil guide plate 156 extends into the main oil reservoir 152 to ensure that the oil can flow smoothly into the main oil reservoir 152. In one embodiment, the oil guide plate 156 includes a recess 1561. The recess 1561 matches the input shaft gear 1214 to conform to the oil throwing path of the oil carried by the input shaft gear 1214 during operation, so that the thrown oil can quickly fall into the main oil reservoir 152.

[0092] See also Figure 3 、 Figure 7 and Figure 12 In one embodiment, along the axial direction of the powertrain 10, see Figure 7 and Figure 12 In the Y direction shown, one side of the oil guide plate 156 is fixedly connected to the housing 130 to ensure the stability of the oil flowing along the oil guide plate 156 .

[0093] In one embodiment, along the axial direction of the power assembly 10, see Figure 7 In the Y direction shown, the oil guide plate 156 spans one side of the input shaft 1211 so that the oil guide plate 156 has a certain space to accommodate the ejected oil.

[0094] See also Figure 3 、 Figure 7 and Figure 12 In one embodiment, along the radial direction of the powertrain 10, see Figure 3 、 Figure 7 and Figure 12 In the Z direction shown, the baffle 157 is located between the oil guide plate 156 and the inner wall of the reducer cavity 150. The baffle 157, the oil guide plate 156, the weir 160 and the inner wall of the reducer cavity 150 jointly enclose the main oil storage tank 152 to reduce the oil storage capacity of the main oil storage tank 152, which is beneficial to saving the amount of oil.

[0095] In one embodiment, along the radial direction of the power assembly 10, see Figure 3 、 Figure 7 and Figure 12 In the X direction, the distance between the side of the oil guide plate 156 close to the top wall 155 of the reducer chamber and the intermediate shaft 1212 is greater than the distance between the side of the oil guide plate 156 close to the bottom wall 151 of the reducer chamber and the intermediate shaft 1212. Figure 3 and Figure 7 In the Z direction shown, the oil guide plate 156 is inclined toward the baffle 157 to the weir 160 , so that the oil flowing onto the oil guide plate 156 can flow smoothly into the main oil storage tank 152 under the action of gravity.

[0096] In one embodiment, along the axial direction of the power assembly 10, see Figure 7and Figure 12 In the Y direction shown, both sides of the oil guide plate 156 are fixedly connected to at least one of the end cover 140 and the housing 130, thereby securing the oil guide plate 156. In one embodiment, the oil guide plate 156 is integrally formed with at least one of the housing 130 and the end cover 140 to prevent oil leakage from the connection between the oil guide plate 156 and the housing 130 or the connection between the oil guide plate 156 and the end cover 140.

[0097] See also Figure 3 、 Figure 7 、 Figure 12 and Figure 13 In one embodiment, along the intermediate shaft 1212 of the reducer 120 toward the motor oil outlet 131, refer to Figure 3 、 Figure 7 、 Figure 12 and Figure 13 In the Z direction shown, the length H4 of the baffle 157 is greater than the length H1 of the weir 160, so that the oil in the main oil reservoir 152 will only passively drain from the lower weir 160 to the auxiliary oil reservoir 153, thereby guiding the oil in the main oil reservoir 152 to flow into the auxiliary oil reservoir 153, which is conducive to improving the control of the controllable flow channel 154 over the flow direction of the oil in the main oil reservoir 152. In addition, when the operating slope of the power assembly 10 increases, for example Figure 8 As shown, the oil in the main oil reservoir 152 is blocked by the baffle 157, and the oil in the main oil reservoir 152 will not overflow from the baffle 157 to the space to the left of the baffle 157. Specifically, when the oil in the main oil reservoir 152 on the side close to the baffle 157 increases, the baffle 157 can guide the oil from the baffle 157 to flow toward the weir 160, which is conducive to improving the efficiency of the active oil drainage of the oil in the main oil reservoir 152 to the auxiliary oil reservoir 153.

[0098] In one embodiment, see Figure 3 、 Figure 7 、 Figure 12 and Figure 13 , along the radial direction of the power assembly 10, see Figure 3 、 Figure 7 、 Figure 12 and Figure 13 In the Z direction, the length of the baffle 157 is equal to the distance between the oil guide plate 156 and the inner wall of the reducer cavity 150. Figure 7 and Figure 12 In the Y direction shown, the width of the baffle 157 is equal to the inner wall spacing of the reducer cavity 150.

[0099] See also Figure 3 、 Figure 7 and Figure 12 In one embodiment, along the radial direction of the powertrain 10, see Figure 3 、 Figure 7and Figure 12 In the Z direction shown, the oil guide plate 156 is fixedly connected to one side of the baffle 157 or is integrally formed to prevent oil leakage in the gap between the baffle 157 and the oil guide plate 156. In one embodiment, the other side of the baffle 157 is fixedly connected to or is integrally formed with a bottom wall 151 of the reducer chamber, which helps ensure the sealing of the main oil reservoir 152 and prevents oil in the main oil reservoir 152 from leaking between the baffle 157 and the bottom wall 151 of the reducer chamber, thereby ensuring that all oil in the main oil reservoir 152 enters the auxiliary oil reservoir 153.

[0100] See also Figure 14 , Figure 14 It is a schematic diagram of the powertrain 10 provided in an embodiment of the present application. In one embodiment, the powertrain 10 includes an end cover 140, which is used to enclose a reducer cavity 150 with the housing 130 to accommodate the reducer 120 and oil. In one embodiment, the housing 130 and the end cover 140 are fixedly connected to avoid leakage of oil and ensure the stability of the reducer 120. In one embodiment, a sealing ring or sealant is provided between the housing 130 and the end cover 140 to ensure the airtightness of the reducer cavity 150, avoid leakage of oil from the connection between the end cover 140 and the housing 130, and reduce interference from external dust or foreign matter.

[0101] See also Figure 6 、 Figure 7 、 Figure 12 and Figure 14 In one embodiment, along the axial direction of the powertrain 10, see Figure 6 、 Figure 7 、 Figure 12 and Figure 14 In the Y direction shown, the width of the baffle 157 is equal to the maximum distance L3 between the inner wall of the housing 130 of the reducer cavity 150 and the inner wall of the end cover 140, so as to prevent the oil from flowing from the oil storage tank 152 into the space on the left side of the baffle 157, causing waste of oil. Figure 6 、 Figure 7 、 Figure 12 and Figure 14 In the Y direction shown, both sides of the weir 160 are fixedly connected to the end cover 140 and the shell 130 or are integrally formed, which is beneficial to ensure the sealing of the main oil storage tank 152 and the auxiliary oil storage tank 153.

[0102] In one embodiment, see Figure 6 、 Figure 13 and Figure 15 , Figure 15This is a schematic diagram of the end cover 140 provided in an embodiment of the present application. The inner wall of the reducer cavity 150 includes a groove 142. Along the radial direction of the power assembly 10, the length L6 of one groove 142 is greater than or equal to the length H1 of the dam 160. Along the arrangement direction of the input shaft 1211 and the output shaft 1213 of the reducer 120, the length L5 of one groove 142 is equal to the length L4 of the dam 160. One groove 142 is used to accommodate one side of the dam 160 along the axial direction of the power assembly 10.

[0103] In one embodiment, along the radial direction of the power assembly 10, reference Figure 6 、 Figure 13 and Figure 15 In the Z direction, one side of the weir 160 is fixedly connected to a bottom wall 151 of the reducer cavity. It is understood that the weir 160, the housing 130 and the end cover 140 can be an integrally formed structure or a detachable fixed structure.

[0104] See also Figure 6 、 Figure 13 and Figure 15 In one embodiment, a groove 142 is used to accommodate at least a portion of the weir 160 to ensure the stability of the weir 160 when the oil flows. In one embodiment, along the radial direction of the power assembly 10, reference Figure 6 、 Figure 13 and Figure 15 In the X-direction shown, the length L5 of one groove 142 is equal to the length L4 of the weir 160, allowing the weir 160 to be retained within one groove 142. The sidewalls of one groove 142 can abut against the weir 160, preventing damage to the weir 160 due to the high flow velocity and impact force of the oil when the gears (1214, 1215, 1216) and other components agitate the oil. In one embodiment, a groove 142 is provided on both the end cap 140 and the housing 130. One groove 142 extends along the axial direction of the powertrain 10 to ensure that one groove 142 can accommodate and secure the weir 160. It is understood that the shape of one groove 142 can be customized to match at least a portion of the weir 160, thereby ensuring the stability of the weir 160.

[0105] In one embodiment, see Figure 3 、 Figure 7 and Figure 16 , Figure 16It is a schematic diagram of the oil collecting tank 143 provided in an embodiment of the present application. The shell 130 of the powertrain 10 encloses the oil collecting tank 143. The oil collecting tank 143 is located on opposite sides of the input shaft 1211 with the motor oil outlet 131 of the reducer cavity 150. The groove wall (1431, 1432, 1433) of the oil collecting tank 143 includes another controllable flow channel 158. The notch of the oil collecting tank 143 and the inner wall of the reducer cavity have a gap L1. The oil collecting tank 143 is used to actively output oil to the main oil storage tank 152 through another controllable flow channel 158. The main oil storage tank 152 is used to passively receive oil in the oil collecting tank 143 that overflows the notch of the oil collecting tank 143.

[0106] See also Figure 3 、 Figure 7 and Figure 16 In one embodiment, the oil collecting groove 143 is located on the side of the input shaft 1211 close to the top wall 155 of the reducer cavity. In one embodiment, along the radial direction of the power assembly 10, refer to Figure 3 and Figure 7 In the Z direction shown, the oil collecting tank 143, the input shaft 1211 and the motor oil outlet 131 of the reducer cavity 150 are arranged in sequence, so that the oil can flow out of the oil collecting tank 143 and irrigate the input shaft 1211, the input shaft gear 1214 and the bearing 1217 of the input shaft 1211, thereby enhancing the lubrication effect of the oil on the two meshing gear shaft assemblies 121.

[0107] See also Figure 3 、 Figure 7 and Figure 16 In one embodiment, the oil collecting tank 143 includes at least two side walls (1431, 1432) and another bottom wall 1433. One side wall 1431, another side wall 1432, the inner wall of the reducer cavity 150 and the other bottom wall 1433 jointly enclose the oil collecting tank 143.

[0108] In one embodiment, the distance L1 between the notch of the oil collecting tank 143 and the top wall 155 of the reducer chamber can be set according to actual conditions, so that the oil carried by the gears (1214, 1215, 1216) during operation can enter the oil collecting tank 143 through the distance between the notch of the oil collecting tank 143 and the top wall 155 of the reducer chamber, thereby injecting oil into the oil collecting tank 143. In addition, the oil can overflow from the side walls (1431, 1432) of the oil collecting tank 143 and flow into the main oil storage tank 152 through the action of gravity, thereby replenishing the main oil storage tank 152 with oil. Specifically, when the oil collecting tank 143 is full of oil, the oil can overflow into the main oil storage tank 152 through the side walls (1431, 1432) of the oil collecting tank 143. The oil storage capacity of the main oil reservoir 152 is related to the height of the weir 160. Any oil in the main oil reservoir 152 that exceeds the weir 160 will passively drain into the auxiliary oil reservoir 153 rather than actively drain. However, the height restriction of the weir 160 affects the oil storage capacity of the main oil reservoir 152. By reusing the oil sump 143, the oil stored in the sump 143 can be used to lubricate the input shaft and its gears. This allows the oil from the sump 143 to flow into the main oil reservoir 152, thereby increasing the amount of oil that can be actively drained from the main oil reservoir 152 into the auxiliary oil reservoir 153.

[0109] See also Figure 3 、 Figure 7 and Figure 16 In one embodiment, another bottom wall 1433 of the oil collecting tank 143 includes another controllable flow channel 158, and the other controllable flow channel 158 is used to control the oil collecting tank 143 to transmit oil to the main oil storage tank 152 according to different working conditions.

[0110] In one embodiment, when the oil in the auxiliary oil reservoir 153 is insufficient to support the stable operation of the gear shaft assembly 121, another controllable flow channel 158 is opened, and the oil flows from the other controllable flow channel 158 into the main oil reservoir 152 by gravity, replenishing the main oil reservoir 152, thereby increasing the amount of oil that is actively drained from the main oil reservoir 152 to the auxiliary oil reservoir 153. In one embodiment, when the oil in the main oil reservoir 152 is sufficient to support the active draining of the main oil reservoir, another controllable flow channel 158 is closed or throttled. In one embodiment, another controllable flow channel 158 can be opened or closed according to different working conditions to replenish and adjust the amount of oil in the main oil reservoir 152, thereby improving the efficiency of the oil in the main oil reservoir 152 flowing into the auxiliary oil reservoir 153 by active draining.

[0111] In one embodiment, the other bottom wall 1433 of the oil collecting tank 143 includes another through hole 1581. The other through hole 1581 is used to penetrate the bottom wall 1433 of the oil collecting tank 143 and connect the oil collecting tank 143 with the main oil storage tank 152, so as to ensure that the oil in the oil collecting tank 143 can flow into the main oil storage tank 152 through the other through hole 1581 to replenish the main oil storage tank 152. In one embodiment, the other through hole 1581 is another controllable flow channel 158. In one embodiment, the number of the other through hole 1581 is at least one to ensure the efficiency of the oil in the oil collecting tank 143 flowing from the other through hole 1581 into the main oil storage tank 152.

[0112] In one embodiment, the other bottom wall 1433 of the oil collecting tank 143 further includes another valve 1582, which is used to control the opening and closing of the other through hole 1581. When the other valve 1582 is opened, the other through hole 1581 is opened, and the oil in the oil collecting tank 143 can flow through the other through hole 1581 into the main oil reservoir 152, replenishing the main oil reservoir 152. Simultaneously, the oil in the oil collecting tank 143 can also flow through the other through hole 1581 to the gear shaft assembly 121, thereby improving the lubrication of the gear shaft assembly 121.

[0113] In one embodiment, at least a portion of another valve 1582 is located within another through-hole 1581, and the opening or closing of another through-hole 1581 is controlled by controlling another valve 1582. In one embodiment, another valve 1582 is spaced apart from another through-hole 1581, and a piston is disposed within another through-hole 1581. Another valve 1582 is connected to the piston, and the opening or closing of the piston is controlled by controlling another valve 1582, thereby controlling the opening or closing of another through-hole 1581.

[0114] In one embodiment, see Figure 6 、 Figure 14 and Figure 15 Along the axial direction of the power assembly 10, the length of the dam 160 is equal to the inner wall spacing of the reducer cavity, and the two sides of the dam 160 are respectively used to connect the inner walls of the reducer cavity.

[0115] In one embodiment, along the axial direction of the power assembly 10, see Figure 6 and Figure 14In the Y direction shown, the length L2 of the weir 160 is equal to the maximum distance L3 between the inner wall of the housing 130 on the reducer cavity 150 and the inner wall of the end cover 140 on the side. The weir 160 is fixed to the inner wall of the reducer cavity to prevent the high flow speed and impact force of the oil from damaging the weir 160 when the gears (1214, 1215, 1216) stir the oil. At the same time, it prevents the oil in the main oil storage tank 152 and the auxiliary oil storage tank 153 from leaking from the gap between the weir 160 and the inner wall of the reducer cavity, affecting the control of the oil flowing from the main oil storage tank 152 to the auxiliary oil storage tank 153. In one embodiment, along the axial direction of the power assembly 10, refer to Figure 6 and Figure 14 In the Y direction shown, both sides of the weir 160 are used to connect the shell 130 and the end cover 140 respectively or form an integral structure with the shell 130 and the end cover 140.

[0116] 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 aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present application, and should all be included in the scope of protection of the present application.

Claims

1. A powertrain with adjustable liquid level, characterized in that: The reducer cavity of the powertrain is used to accommodate the gear shaft assembly of the reducer, and the reducer cavity includes a main oil reservoir and an auxiliary oil reservoir, and the auxiliary oil reservoir is used to accommodate the output shaft gear of the reducer, wherein: the main oil reservoir and the auxiliary oil reservoir are separated by a weir, and the weir includes a controllable flow channel, and the controllable flow channel is used to connect the main oil reservoir and the auxiliary oil reservoir; The main oil storage tank is used to actively output oil to the auxiliary oil storage tank through the one controllable flow channel; The auxiliary oil storage tank is used to passively receive the oil in the main oil storage tank that overflows the weir.

2. The powertrain according to claim 1, characterized in that: The controller of the powertrain is used to open the controllable flow channel under at least one of the operating conditions of the oil temperature being less than or equal to a preset temperature, the powertrain torque being greater than a preset torque, and the driving slope of the powertrain being greater than a preset slope.

3. The powertrain according to claim 1 or 2, characterized in that: The oil pump return port of the power assembly is used to penetrate the inner wall of the main oil storage tank and to connect the auxiliary oil storage tank and the oil pump of the power assembly. The auxiliary oil storage tank is used to actively discharge oil through the oil pump return port.

4. The powertrain according to claim 3, characterized in that: The distance between the oil return port of the oil pump and a bottom wall of the reducer cavity is smaller than the height of the weir.

5. The powertrain according to claim 3 or 4, characterized in that: The motor oil outlet of the reducer cavity is used to penetrate the inner wall of the main oil storage tank, and the main oil storage tank is used to passively receive the oil actively discharged from the auxiliary oil storage tank through the motor oil outlet.

6. The powertrain according to any one of claims 1 to 5, characterized in that: Along the radial direction of the power assembly, the weir is used to be located on the same side of the input shaft of the reducer as the output shaft of the reducer, and the weir is used to be located on the same side of the input shaft as the motor oil outlet of the reducer cavity.

7. The powertrain according to claim 6, characterized in that: Along the arrangement direction of the input shaft and the motor oil outlet, the intermediate shaft of the reducer and the motor oil outlet are located on both sides of the input shaft.

8. The powertrain according to any one of claims 1 to 7, characterized in that: The weir comprises a through hole, the through hole being used to penetrate the weir and connect the main oil storage tank and the auxiliary oil storage tank, and the through hole being used to accommodate a valve.

9. The power assembly according to any one of claims 1 to 8, characterized in that: The powertrain includes an oil guide plate and a baffle. Along the radial direction of the powertrain, the oil guide plate, the input shaft of the powertrain, the intermediate shaft of the powertrain and the output shaft are arranged in sequence. Part of the oil guide plate extends between the input shaft and the motor oil outlet of the reducer cavity. The input shaft, the oil guide plate and the baffle are arranged in sequence.

10. The powertrain according to claim 9, characterized in that: The length of the baffle along the radial direction of the power assembly is equal to the distance between the oil guide plate and the inner wall of the reducer cavity, and the width of the baffle along the axial direction of the power assembly is equal to the distance between the inner walls of the reducer cavity.

11. The powertrain according to claim 9 or 10, characterized in that: Along the direction from the intermediate shaft of the reducer toward the oil outlet of the motor, the length of the baffle is greater than the length of the weir.

12. The powertrain according to any one of claims 1 to 11, characterized in that: The inner wall of the reducer cavity includes a groove, the length of which along the radial direction of the powertrain is greater than or equal to the length of the weir, and the length of which along the arrangement direction of the input shaft and the output shaft of the reducer is equal to the length of the weir, and the groove is used to accommodate one side of the weir along the axial direction of the powertrain.

13. The power assembly according to any one of claims 1 to 12, characterized in that: An oil collecting tank is enclosed along the shell of the power assembly, and the oil collecting tank is used to be located on opposite sides of the input shaft from the motor oil outlet of the reducer cavity. The tank wall of the oil collecting tank includes another controllable flow channel, and there is a gap between the notch of the oil collecting tank and the inner wall of the reducer cavity. The oil collecting tank is used to actively output oil to the main oil storage tank through the other controllable flow channel, and the main oil storage tank is used to passively receive oil in the oil collecting tank that overflows the notch of the oil collecting tank.

14. The power assembly according to any one of claims 1 to 13, characterized in that: Along the axial direction of the power assembly, the length of the weir is equal to the distance between the inner walls of the reducer cavity, and the two sides of the weir are respectively used to connect to the inner walls of the reducer cavity.

15. An electric vehicle, characterized in that: It comprises a wheel and the power assembly according to any one of claims 1 to 14, wherein the power assembly is used to drive the wheel to rotate.

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