Oil cooling power assembly and electric vehicle
By integrating control valves and connecting holes on the housing of the oil-cooled powertrain and adjusting the oil flow according to the oil temperature, the energy consumption and cost issues of the oil-cooled powertrain are solved, efficient heat dissipation and low cost of electric vehicles are achieved, and the cruising range and safety are improved.
Patent Information
- Application Number
- CN202510689026.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-05-26
- Publication Date
- 2025-10-03
AI Technical Summary
Existing oil cooling technology cannot take into account the energy consumption and cost of the oil-cooled powertrain, which affects the cruising range of electric vehicles.
A control valve and multiple connecting holes are integrated into the housing of the oil-cooled powertrain. The control valve adjusts the oil flow direction according to the oil temperature to cool the motor stator and rotor, reduce unnecessary use of heat exchangers, and simplify the cooling oil circuit layout.
While ensuring the heat dissipation effect, the energy consumption and cost of the oil-cooled powertrain are reduced, and the cruising range and driving safety of electric vehicles are improved.
Smart Images
Figure CN120750093A_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the technical field of electric vehicles, and in particular to an oil-cooled powertrain and an electric vehicle. Background Art
[0002] The heat dissipation effect of the oil-cooled powertrain in electric vehicles affects the range of the electric vehicle. Typically, oil cooling technology is used to dissipate heat from the oil-cooled powertrain to improve the heat dissipation effect of the oil-cooled powertrain.
[0003] However, existing oil cooling technology cannot take into account the energy consumption and cost of the oil-cooled powertrain, which affects the cruising range of electric vehicles. Summary of the Invention
[0004] The present application provides an oil-cooled powertrain and an electric vehicle, which can ensure the heat dissipation effect of the oil-cooled powertrain while taking into account the energy consumption and cost of the oil-cooled powertrain, thereby facilitating the improvement of the cruising range of the electric vehicle.
[0005] In a first aspect, an oil-cooled powertrain is provided. The housing of the oil-cooled powertrain includes a reducer slot and a mounting slot. The reducer slot is used to accommodate the reducer of the oil-cooled powertrain, and the mounting slot is distributed on the outer side of the slot wall of the reducer slot. The mounting slot includes a first connecting hole, a second connecting hole, and a third connecting hole. The first connecting hole is used to receive oil after heat exchange through a heat exchanger, the second connecting hole is used to receive oil that has not been heat exchanged through the heat exchanger, and the third connecting hole is used to output oil to cool the stator of the motor. The first connecting hole, the second connecting hole, and the third connecting hole are respectively distributed on the slot wall or the slot bottom of the mounting slot. The mounting slot is used to accommodate the insertion of a control valve. At least one of the first connecting hole or the second connecting hole is used to connect to the third connecting hole through the control valve.
[0006] In the oil-cooled powertrain provided in an embodiment of the present application, when the oil temperature of the oil-cooled powertrain is greater than or equal to the oil temperature threshold, the first connecting hole can be connected to the third connecting hole via a control valve, so that cold oil that has been heated by the heat exchanger flows to the stator of the motor to cool the stator. When the oil temperature of the oil-cooled powertrain is less than the oil temperature threshold, the second connecting hole can be connected to the third connecting hole via a control valve, so that cold oil that has not been heated by the heat exchanger flows to the stator of the motor to cool the stator. Thus, the oil-cooled powertrain can be configured to operate according to actual conditions, such as the oil temperature. If the oil temperature is not high, a heat exchanger can be used to heat the oil. If the oil temperature is high, a heat exchanger can be used to heat the oil. Furthermore, not only can the oil transmitted to the stator of the motor always be cold oil, ensuring the heat dissipation effect of the stator, but it can also reduce the energy consumption of the oil-cooled powertrain.
[0007] Furthermore, by integrating the control valve mounting slot into the oil-cooled powertrain housing and providing a connecting hole in the slot wall or bottom, the oil delivered to the motor stator is entirely cold oil, simplifying the layout of the oil-cooled powertrain's cooling oil circuit. This, in turn, contributes to lowering the cost of the oil-cooled powertrain.
[0008] In summary, the oil-cooled powertrain provided in the embodiment of the present application can take into account both the energy consumption and cost of the oil-cooled powertrain while ensuring the heat dissipation effect of the oil-cooled powertrain.
[0009] In one implementation, the first connecting hole is located at the bottom of the mounting slot, while the second and third connecting holes are located on the inner side of the mounting slot wall. As a result, the three connecting holes in the mounting slot do not occupy space outside the mounting slot, allowing other components to be deployed there, facilitating a more compact oil-cooled powertrain.
[0010] In one implementation, the control valve includes a first interface, a second interface, and a third interface, and the control valve is configured to control at least one of the first interface or the second interface to communicate with the third interface. The first communicating hole is configured to communicate with the third communicating hole via the first interface and the third interface, and the second communicating hole is configured to communicate with the third communicating hole via the second interface and the third interface.
[0011] The control valve is provided with three interfaces, and by controlling the connection of two of the three interfaces, the connection of two of the three connecting holes of the mounting groove can be achieved. Thus, the control system of the cooling oil circuit of the oil-cooled powertrain can be simplified.
[0012] In one implementation, the mounting slot further includes a fourth connecting hole for discharging oil to cool the motor rotor. The fourth connecting hole is located on the wall or bottom of the mounting slot, and at least one of the first connecting hole and the second connecting hole is further connected to the fourth connecting hole via a control valve.
[0013] In the oil-cooled powertrain provided in an embodiment of the present application, when the oil temperature of the oil-cooled powertrain is greater than or equal to an oil temperature threshold, the first connecting hole can be connected to the fourth connecting hole via a control valve, allowing cold oil, after heat exchange in the heat exchanger, to flow to the motor rotor to cool it. When the oil temperature of the oil-cooled powertrain is less than the oil temperature threshold, neither the first connecting hole nor the second connecting hole can be connected to the fourth connecting hole, and oil is not transferred to the motor rotor. Thus, the oil-cooled powertrain can be configured to heat the oil using the heat exchanger when the oil temperature is high, and then transfer the heated oil to the motor rotor. This ensures effective heat dissipation from the rotor, improving the performance of the oil-cooled powertrain and the driving safety of the electric vehicle. When the oil temperature is not high, oil is not transferred to the motor rotor, preventing excessive oil viscosity due to low oil temperature, which could result in significant motor drag losses. This, in turn, improves the efficiency of the oil-cooled powertrain and the range of the electric vehicle.
[0014] By providing an additional connecting hole in the wall or bottom of the mounting slot, the cooling oil circuit for the motor rotor can be controlled to be on and off. This simplifies the cooling oil circuit on / off control system for the oil-cooled powertrain, thereby contributing to the cost reduction of the oil-cooled powertrain. Furthermore, at any oil temperature in the oil-cooled powertrain, at least one of the first connecting hole and the second connecting hole can be connected to the third connecting hole via a control valve. As a result, the on / off control system for the rotor cooling oil circuit does not affect the layout of the stator cooling oil circuit, ensuring effective heat dissipation from the stator.
[0015] In one implementation, the control valve includes a fourth interface, and the control valve is configured to control at least one of the first interface or the second interface of the control valve to communicate with the fourth interface. The first communicating hole is configured to communicate with the fourth communicating hole via the first interface and the fourth interface, and the second communicating hole is configured to communicate with the fourth communicating hole via the second interface and the fourth interface.
[0016] The control valve is provided with four interfaces, and by controlling the connection of three of the four interfaces, the connection of three of the four connecting holes of the mounting groove can be achieved, thereby simplifying the control system of the cooling oil circuit of the oil-cooled powertrain.
[0017] In one implementation, the housing includes an oil storage tank that extends through the bottom of the reducer tank and is used to collect oil that flows back into the reducer tank. The tank wall of the oil storage tank includes an oil suction hole that is used to absorb the oil from the oil storage tank. The second connecting hole is used to receive the oil in the oil storage tank that has not been heat exchanged by the heat exchanger through an oil suction hole. Thus, the oil storage tank integrated on the housing can collect the oil in the reducer tank, thereby improving the utilization rate of the oil. In addition, the oil suction hole on the tank wall of the oil storage tank integrated on the housing can also transmit the oil that has not been heat exchanged by the heat exchanger to the second connecting hole, thereby simplifying the layout of the cooling oil circuit of the oil-cooled powertrain.
[0018] In one implementation, the surface of the reducer slot includes an oil inlet, which receives oil that has not been heated by the heat exchanger through an oil outlet hole in the cover plate that interfaces with the reducer slot. A second connecting hole receives oil from an oil outlet hole in the cover plate through the oil inlet. Thus, the oil inlet integrated into the surface of the reducer slot receives oil that has not been heated by the heat exchanger from an oil outlet hole in the cover plate and transmits it to the second connecting hole, simplifying the layout of the cooling oil circuit of the oil-cooled powertrain.
[0019] In one implementation, the housing further includes an oil inlet located on the outside of the reducer slot and the mounting slot. The oil inlet is used to receive the oil after heat exchange in the heat exchanger, and the first connecting hole is used to receive the oil after heat exchange in the heat exchanger through the oil inlet. Thus, the integrated oil inlet in the housing can transfer the oil after heat exchange in the heat exchanger to the first connecting hole, simplifying the layout of the cooling oil circuit of the oil-cooled powertrain. Furthermore, positioning the oil inlet for receiving the oil after heat exchange in the heat exchanger on the outside of the reducer slot and the mounting slot in the housing facilitates the deployment of the heat exchanger on the housing.
[0020] In one implementation, the surface of the reducer slot, where the slots are distributed, includes an oil outlet. This outlet is used to discharge oil received through an oil inlet hole in the housing or a fourth connecting hole in the mounting slot. Thus, the oil inlet hole in the housing or the fourth connecting hole in the mounting slot can transfer the oil, which has been heated by the heat exchanger, through the outlet to other components outside the housing, such as the cover plate that interfaces with the reducer slot, thereby cooling these other components. This improves the cooling efficiency of the oil-cooled powertrain.
[0021] In one implementation, the cover plate that interfaces with the notch of the reducer slot includes an input shaft bearing slot, which is used to secure a bearing of the reducer's input shaft. The bottom of the input shaft bearing slot includes another oil outlet. This second oil outlet is used to transfer oil received through the surface oil outlet to the shaft cavity of the reducer's input shaft, which is connected to the shaft cavity of the motor shaft. This reduces the space occupied by the internal rotor oil passage within the oil-cooled powertrain housing, improving the space utilization of the oil-cooled powertrain housing.
[0022] In one implementation, the housing also includes a motor slot, which is used to accommodate the rotor and stator of the motor. The direction of the slot opening of the motor slot is opposite to the direction of the slot opening of the reducer slot. The slot wall of the motor slot includes an oil outlet hole, and the third connecting hole is used to output oil to the stator of the motor through an oil outlet hole in the slot wall of the motor slot.
[0023] An oil outlet hole connected to the third connecting hole is integrated on the slot wall of the motor slot, so that the oil output from the third connecting hole can be directed to the stator of the motor, thereby simplifying the cooling oil circuit of the stator.
[0024] In one implementation, an oil outlet hole in the motor slot wall receives oil from the third communication hole through the internal stator oil passage in the housing. The internal stator oil passage is located outside the motor slot wall, and the internal stator oil passage and the motor slot share a portion of the outer wall. This reduces the space occupied by the internal stator oil passage in the oil-cooled powertrain housing, improving space utilization within the oil-cooled powertrain housing.
[0025] In one implementation, the extension direction of the internal stator oil passage is the same as the extension direction of the slot wall of the motor slot, thereby minimizing the path of the internal stator oil passage and improving the space utilization of the housing of the oil-cooled powertrain.
[0026] In one implementation, the mounting slot and the motor slot share a portion of the outer slot wall. This not only facilitates the layout of the internal stator oil passages, but also reduces the space occupied by the mounting slot in the oil-cooled powertrain housing, thereby improving the space utilization of the oil-cooled powertrain housing.
[0027] In a second aspect, an electric vehicle is provided, comprising wheels, a transmission mechanism, and an oil-cooled powertrain as described in the first aspect and any possible implementation of the first aspect, wherein the oil-cooled powertrain is used to drive the wheels through the transmission mechanism.
[0028] The oil-cooled powertrain provided in the embodiments of this application improves efficiency, thereby enhancing the driving safety and range of electric vehicles. Furthermore, the cost of the oil-cooled powertrain is reduced, contributing to the low cost of electric vehicles and thus improving the driving experience of electric vehicles. BRIEF DESCRIPTION OF THE DRAWINGS
[0029] Figure 1 A schematic diagram of an electric vehicle provided in an embodiment of the present application.
[0030] Figure 2 A schematic diagram of an oil-cooled powertrain provided in an embodiment of the present application.
[0031] Figure 3 Another schematic diagram of an oil-cooled powertrain provided in an embodiment of the present application.
[0032] Figure 4 A schematic diagram of the housing of the oil-cooled powertrain provided in an embodiment of the present application.
[0033] Figure 5 A schematic diagram of an oil-cooled powertrain provided in an embodiment of the present application.
[0034] Figure 6 and Figure 7 Each of them is another schematic diagram of the oil-cooled powertrain provided in an embodiment of the present application.
[0035] Figure 8 for Figure 4 An enlarged schematic diagram of section A of the oil-cooled powertrain is shown.
[0036] Figure 9 Another schematic diagram of the housing of the oil-cooled powertrain provided in an embodiment of the present application.
[0037] Figure 10 Another schematic diagram of the housing of the oil-cooled powertrain provided in an embodiment of the present application.
[0038] Figure 11 A schematic diagram of a cover provided in an embodiment of the present application.
[0039] Figure 12 Another schematic diagram of the housing of the oil-cooled powertrain provided in an embodiment of the present application.
[0040] Figure 13 A schematic diagram of a control valve provided in an embodiment of the present application.
[0041] Figure 14 Another schematic diagram of a control valve provided in an embodiment of the present application.
[0042] Figures 15 to 22 They are respectively schematic diagrams of the oil circuits of the oil-cooled powertrain provided in embodiments of the present application. DETAILED DESCRIPTION
[0043] The technical solution in this application will be described below with reference to the accompanying drawings.
[0044] The terms "equal" and "equal to" used in this application are not strictly equal, but rather fall within an acceptable error range. The terms "parallel" and "perpendicular" are not strictly parallel, but rather fall within an acceptable error range. The terms "perpendicular" and "perpendicular" are not strictly perpendicular, but rather fall within an acceptable error range.
[0045] In the embodiments of this application, the same reference numerals represent the same component or part. In the embodiments of this application, for multiple identical parts, only one of the parts may be labeled with a reference numeral in the drawings as an example. The same reference numerals apply to other identical parts or components. In addition, the sizes and dimensions of the parts shown in the drawings are for illustrative purposes only.
[0046] Figure 1 A schematic diagram of an electric vehicle provided in an embodiment of the present application. The electric vehicles provided in an embodiment of the present application include pure electric vehicles, hybrid electric vehicles, extended-range electric vehicles, plug-in hybrid electric vehicles or new energy vehicles, etc. Among them, pure electric vehicles are also called pure electric vehicle / battery electric vehicle, or simply pure EV / battery EV. Hybrid electric vehicles are also called hybrid electric vehicles, or simply HEV. Extended-range electric vehicles are also called range extended electric vehicles, or simply REEV. Plug-in hybrid electric vehicles are also called plug-in hybrid electric vehicles, or simply PHEV. New energy vehicles are also called newenergy vehicles, or simply NEV.
[0047] like Figure 1 As shown, the electric vehicle 1 includes an oil-cooled powertrain 10 and a power battery 20. The oil-cooled powertrain 10 is used to receive power from the power battery 20 and convert electrical energy into mechanical energy to drive the wheels of the electric vehicle 1.
[0048] In one embodiment, the electric vehicle 1 includes two oil-cooled powertrains 10, one of which is used to drive the two front wheels of the electric vehicle 1, and the other of which is used to drive the two rear wheels of the electric vehicle 1. In one embodiment, the electric vehicle 1 includes four oil-cooled powertrains 10, each of which is used to drive the four wheels of the electric vehicle 1.
[0049] like Figure 1As shown, the electric vehicle 1 also includes a power module 40. The power module 40 is configured to receive power from an external power source 50 to charge the power battery 20. In one embodiment, the external power source 50 is an AC power grid, an AC charging station, or a DC charging station. The power module 40 includes at least one of a DC charger and an AC charger.
[0050] The present application also provides an oil-cooled powertrain. In one embodiment, the oil-cooled powertrain includes a motor and a reducer, wherein the motor is used to drive the wheels of the electric vehicle through the reducer.
[0051] like Figure 1 As shown, the oil-cooled powertrain 10 provided in the embodiment of the present application includes a motor 100 and a reducer 200 , and the motor 100 drives the wheels of the electric vehicle 1 through the reducer 200 .
[0052] In one embodiment, the oil-cooled powertrain further includes a motor controller, wherein the motor controller is used to control the motor to drive the wheels of the electric vehicle.
[0053] like Figure 1 As shown, the oil-cooled powertrain 10 provided in the embodiment of the present application further includes a motor controller 300. The motor controller 300 is configured to receive the DC power outputted by the power battery 20, convert the DC power outputted by the power battery 20 into AC power, and control the motor 100 to drive the wheels of the electric vehicle 1.
[0054] Figure 2 A schematic diagram of an oil-cooled powertrain provided in an embodiment of the present application. Figure 2 As shown, the oil-cooled powertrain 10 includes a motor 100 and a reducer 200 .
[0055] The motor 100 includes a stator 110 , a rotor 120 , and a motor shaft 130 . The motor shaft 130 is used to fix the rotor 120 . The motor shaft 130 of the motor 100 is also used to drive and connect the input shaft of the reducer 200 .
[0056] In one embodiment, Figure 2 As shown, the oil-cooled powertrain 10 also includes a motor controller 300, which is used to convert the direct current output by the power battery 20 into alternating current. The motor controller 300 outputs three-phase alternating current to the stator windings of the stator 110 of the motor 100, thereby controlling the rotation of the rotor 120 of the motor 100 relative to the stator 110. The rotor 120 drives the motor shaft 130 to rotate. Furthermore, the motor shaft 130 can also drive the input shaft of the reducer 200 to rotate.
[0057] Figure 3 Another schematic diagram of the oil-cooled powertrain provided in the embodiment of the present application. Figure 3As shown, the oil-cooled power assembly 10 includes a housing 600 , and the housing 600 includes a reducer groove 610 . The reducer groove 610 is used to accommodate the reducer 200 of the oil-cooled power assembly 10 .
[0058] In one embodiment, Figure 3 As shown, the oil-cooled power assembly 10 further includes a cover plate 611 , which is connected to the reducer slot 610 . The cover plate 611 is used to enclose the reducer slot 610 to form an accommodating cavity for the reducer 200 .
[0059] Figure 4 A schematic diagram of the housing of the oil-cooled powertrain provided in an embodiment of the present application. In one embodiment, Figure 4 As shown, the housing 600 further includes a motor slot 620 , which is used to accommodate the motor 100 of the oil-cooled power assembly 10 .
[0060] In one embodiment, the orientation of the slot opening of the motor slot 620 is different from the orientation of the slot opening of the reducer slot 610. For example, the orientation of the slot opening of the motor slot 620 is opposite to the orientation of the slot opening of the reducer slot 610 along the axial direction of the oil-cooled powertrain 10.
[0061] In the embodiment of the present application, the axial direction of the oil-cooled power assembly 10 can be understood as the axial direction of the motor 100 , the axial direction of the stator 110 of the motor 100 , the axial direction of the rotor 120 of the motor 100 , and the axial direction of the motor shaft 130 .
[0062] In one embodiment, Figure 3 and Figure 4 As shown, the housing 600 further includes an electric control slot 630 , which is used to accommodate the motor controller 300 of the oil-cooled power assembly 10 .
[0063] In one embodiment, the orientation of the slot of the electric control slot 630 is different from the orientation of the slot of the motor slot 620 and the orientation of the slot of the reducer slot 610. For example, the orientation of the slot of the electric control slot 630 is perpendicular to the orientation of the slot of the motor slot 620 and the orientation of the slot of the reducer slot 610.
[0064] During the operation of the oil-cooled powertrain 10 , the stator 110 and the rotor 120 of the motor 100 generate a large amount of heat, which affects the heat dissipation effect of the oil-cooled powertrain 10 and further affects the cruising range of the electric vehicle 1 .
[0065] Figure 5 This is a schematic diagram of an oil-cooled powertrain according to an embodiment of the present application. Typically, oil is used to dissipate heat from the oil-cooled powertrain 10. Figure 5As shown, the oil-cooled powertrain 10 is further provided with a heat exchanger 400, which is used to exchange heat with the oil in the oil-cooled powertrain 10. The cooled oil after heat exchange can be transferred to the stator 110 and rotor 120 of the motor 100 to fully cool them, thereby improving the heat dissipation effect of the oil-cooled powertrain 10. However, the placement of the heat exchanger 400 in the oil-cooled powertrain 10 increases the energy consumption and cost of the oil-cooled powertrain 10.
[0066] Figure 6 and Figure 7 They are respectively another schematic diagram of the oil-cooled powertrain provided in the embodiment of the present application. Figure 6 and Figure 7 As shown, the oil in the oil-cooled powertrain 10 can be split into two paths: one path flows into the heat exchanger 400 for heat exchange, while the other path does not need to flow into the heat exchanger 400 for heat exchange. Furthermore, the oil-cooled powertrain 10 includes a control valve 500 that can adjust the oil volume of the two paths based on actual conditions, thereby reducing energy consumption and costs of the oil-cooled powertrain 10.
[0067] like Figure 4 As shown, the housing 600 further includes a mounting groove 640 for accommodating the embedded control valve 500. The mounting groove 640 is located outside the groove wall of the reducer groove 610. Therefore, the layout of the mounting groove 640 does not affect the layout of the reducer 200 within the reducer groove 610.
[0068] Figure 8 for Figure 4 The enlarged schematic diagram of part A of the oil-cooled powertrain is shown in FIG. Figure 8 As shown, the mounting groove 640 includes a first communicating hole 641, a second communicating hole 642 and a third communicating hole 643. The first communicating hole 641, the second communicating hole 642 and the third communicating hole 643 are respectively distributed on the groove wall G of the mounting groove 640. w or groove bottom G b For example, Figure 8 As shown, the first communication hole 641 is distributed in the groove G of the installation groove 640. b The second connecting hole 642 and the third connecting hole 643 are distributed on the groove wall G of the installation groove 640. w In this embodiment of the present application, the inner side of the groove wall can be understood as the inner groove wall of the groove. Therefore, the three connecting holes of the mounting groove 640 do not occupy the space outside the mounting groove 640, and other components can be deployed in the space outside the mounting groove 640, which is conducive to achieving a compact oil-cooled powertrain 10.
[0069] The first connecting hole 641 is used to receive oil after heat exchange in the heat exchanger 400. The second connecting hole 642 is used to receive oil that has not been heat exchanged in the heat exchanger 400. The third connecting hole 643 is used to output oil to cool the stator 110 of the motor 100. At least one of the first connecting hole 641 or the second connecting hole 642 is connected to the third connecting hole 643 through the control valve 500.
[0070] For example, when the oil temperature of the oil-cooled powertrain 10 is greater than or equal to the oil temperature threshold, the first connecting hole 641 can be connected to the third connecting hole 643 via the control valve 500, allowing the cold oil after heat exchange in the heat exchanger 400 to flow to the stator 110 of the motor 100 and cool the stator 110 of the motor 100. When the oil temperature of the oil-cooled powertrain 10 is less than the oil temperature threshold, the second connecting hole 642 can be connected to the third connecting hole 643 via the control valve 500, allowing the cold oil that has not been heat exchanged in the heat exchanger 400 to flow to the stator 110 of the motor 100 and cool the stator 110 of the motor 100. Thus, the oil-cooled powertrain 10 can, depending on actual conditions such as the oil temperature, not use the heat exchanger 400 to heat the oil when the oil temperature is low. When the oil temperature is high, the heat exchanger 400 can be used to heat the oil. Furthermore, not only can the oil transmitted to the stator 110 of the motor 100 always be cold oil, thereby ensuring the heat dissipation effect of the stator 110 , but also the energy consumption of the oil-cooled powertrain 10 can be reduced.
[0071] In addition, the mounting groove 640 of the control valve 500 is integrated into the housing 600 of the oil-cooled powertrain 10, and the groove wall G of the mounting groove 640 is formed. w or groove bottom G b By providing the connecting hole, the oil transmitted to the stator 110 of the motor 100 is all cold oil, which simplifies the layout of the cooling oil circuit of the oil-cooled power assembly 10 and further contributes to the cost reduction of the oil-cooled power assembly 10.
[0072] Therefore, the oil-cooled powertrain 10 provided in the embodiment of the present application can take into account the energy consumption and cost of the oil-cooled powertrain 10 while ensuring the heat dissipation effect of the oil-cooled powertrain 10 .
[0073] In one embodiment, the oil temperature threshold may be set according to the actual operating conditions of the oil-cooled powertrain 10. For example, the oil temperature threshold may be in the range of 50°C to 80°C.
[0074] Figure 9 Another schematic diagram of the housing of the oil-cooled powertrain provided in the embodiment of the present application. Figure 9As shown, the housing 600 further includes an oil inlet 410, which is connected to the oil outlet of the heat exchanger 400 and receives the oil after heat exchange in the heat exchanger 400. The oil inlet 410 is also connected to the first communicating hole 641. Thus, the first communicating hole 641 receives the oil after heat exchange in the heat exchanger 400 through the oil inlet 410.
[0075] In one embodiment, the oil inlet 410 is connected to the first communication hole 641 through the internal oil passage 411 of the housing 600. Compared with external pipes, the internal oil passage of the housing can reduce the risk of oil leakage, thereby improving the utilization rate of the oil.
[0076] In one embodiment, the oil inlet holes 410 are distributed on the outer side of the groove wall of the reducer groove 610 and the groove wall G of the installation groove 640. w In the embodiment of the present application, the outer side of the groove wall can be understood as the outer side of the outer groove wall of the groove. Thus, the oil inlet hole 410 integrated on the housing 600 can transmit the oil heated by the heat exchanger 400 to the first connecting hole 641, simplifying the layout of the cooling oil circuit of the oil-cooled powertrain 10. In addition, the oil inlet hole 410 is arranged on the outer side of the groove wall of the reducer groove 610 on the housing 600 and the groove wall G of the mounting groove 640. w The outside can facilitate the deployment of the heat exchanger 400 on the shell 600.
[0077] In one embodiment, Figure 9 As shown, the housing 600 further includes an oil outlet 420 , which is used to connect to the oil inlet of the heat exchanger 400 . The oil outlet 420 is used to transmit oil to the oil inlet of the heat exchanger 400 so that the heat exchanger 400 can perform heat exchange on the oil.
[0078] In one embodiment, Figure 9 As shown, the housing 600 includes an oil storage tank 650 for storing oil. The second communication hole 642 is used to receive the oil that has not been heat-exchanged by the heat exchanger 400 from the oil storage tank 650.
[0079] Figure 10 Another schematic diagram of the housing of the oil-cooled powertrain provided in an embodiment of the present application. In one embodiment, the second connecting hole 642 directly receives the oil that has not been heated by the heat exchanger 400 from the oil storage tank 650. Figure 10As shown, the wall of the oil reservoir 650 includes an oil suction hole 651 for sucking oil from the oil reservoir 650. The oil suction hole 651 is connected to the second connecting hole 642, so that the second connecting hole 642 receives oil from the oil reservoir 650 that has not been heated by the heat exchanger 400 through the oil suction hole 651. Thus, the oil suction hole 651 on the wall of the oil reservoir 650 integrated in the housing 600 can transfer oil that has not been heated by the heat exchanger 400 to the second connecting hole 642, simplifying the layout of the cooling oil circuit of the oil-cooled powertrain 10.
[0080] In one embodiment, the oil storage tank 650 is used to communicate with the reducer tank 610. For example, Figure 10 As shown, the oil storage tank 650 passes through the bottom of the reducer tank 610. The oil storage tank 650 is used to collect the oil refluxed in the reducer tank 610, thereby improving the utilization rate of the oil.
[0081] In one embodiment, the oil storage tank 650 is used to connect to the motor tank 620, and the oil storage tank 650 is also used to collect the oil flowing back into the motor tank 620. Figure 9 As shown, the housing 600 further includes an oil return hole 621, which is used to connect the oil storage tank 650 and the motor tank 620. The oil storage tank 650 is also used to collect the oil refluxed in the motor tank 620 through the oil return hole 621, thereby improving the utilization rate of the oil.
[0082] Figure 11 A schematic diagram of a cover plate provided in an embodiment of the present application. In one embodiment, the second connecting hole 642 receives the oil that has not been heated by the heat exchanger 400 from the cover plate 611. For example, Figure 11 As shown, the cover plate 611 includes an oil outlet 6111, which is used to output the oil that has not been heated by the heat exchanger 400. Figure 10 As shown, the notched surface 612 of the reducer slot 610 includes an oil inlet 6121 for receiving oil that has not been heated by the heat exchanger 400 through the oil outlet 6111. The oil inlet 6121 is connected to the second connecting hole 642, which is used to receive oil that has not been heated by the heat exchanger 400 and is transmitted through the oil outlet 6111 through the oil inlet 6121. This simplifies the layout of the cooling oil circuit of the oil-cooled powertrain 10.
[0083] In one embodiment, the oil inlet 6121 is connected to the second communication hole 642 through an internal oil passage of the housing 600. Compared with an external pipeline, the deployment of the internal oil passage of the housing can reduce the risk of oil leakage, thereby improving the utilization rate of the oil.
[0084] In one embodiment, the oil in the oil outlet 6111 of the cover plate 611 that has not been heated by the heat exchanger 400 comes from the oil storage tank 650. Figure 10 As shown, the surface 612 includes an oil outlet 6122, which is used to connect to the oil storage tank 650. The oil outlet 6122 is used to receive oil that has not been heated by the heat exchanger 400 from the oil storage tank 650. For example, the oil outlet 6122 is used to connect to the oil storage tank 650 through the oil suction hole 651. In addition, as shown in FIG. Figure 11 As shown, the cover plate 611 includes an oil inlet 6112, which is connected to the oil outlet 6122 and receives oil from the oil storage tank 650 that has not been heated by the heat exchanger 400. The oil inlet 6112 is also connected to the oil outlet 6111 and transmits the received oil that has not been heated by the heat exchanger 400 to the second communication hole 642 through the oil outlet 6122.
[0085] In one embodiment, the oil inlet 6112 is connected to the oil outlet 6122 via an internal oil passage of the cover plate 611. Compared to an external pipeline, the internal oil passage of the cover plate 611 can reduce the risk of oil leakage, thereby improving the utilization rate of the oil.
[0086] Figure 12 Another schematic diagram of the housing of the oil-cooled powertrain provided in an embodiment of the present application. In one embodiment, as Figure 12 As shown, the slot wall of the motor slot 620 includes an oil outlet hole 521 , which is used to connect to the third connecting hole 643 , and the third connecting hole 643 is used to output oil to the stator 110 of the motor 100 through the oil outlet hole 521 .
[0087] In one embodiment, Figure 4 As shown, the housing 600 also includes an internal stator oil passage 622. A third connecting hole 643 is used to connect to the oil outlet hole 521 via the internal stator oil passage 622. The oil outlet hole 521 is used to receive oil outputted by the third connecting hole 643 via the internal stator oil passage 622. Furthermore, the internal stator oil passage 622 is located outside the slot wall of the motor slot 620, and the internal stator oil passage 622 and the motor slot 620 share a portion of the outer wall. This reduces the space occupied by the internal stator oil passage 622 within the housing 600 of the oil-cooled powertrain 10, thereby improving the space utilization of the housing 600 of the oil-cooled powertrain 10.
[0088] In one embodiment, Figure 4 As shown, the direction in which the internal stator oil passage 622 extends is the same as the direction in which the walls of the motor slot 620 extend. For example, both the direction in which the internal stator oil passage 622 extends and the direction in which the walls of the motor slot 620 extend are along the axial direction of the oil-cooled powertrain 10. This minimizes the path of the internal stator oil passage 622 and improves the space utilization of the housing 600 of the oil-cooled powertrain 10.
[0089] In one embodiment, the mounting slot 640 shares a portion of the outer slot wall with the motor slot 620. This not only facilitates the layout of the internal stator oil passage 622, but also reduces the space occupied by the mounting slot 640 in the housing 600 of the oil-cooled powertrain 10, thereby improving the space utilization of the housing 600 of the oil-cooled powertrain 10.
[0090] In one embodiment, the mounting groove 640 is provided at the bottom of the electric control groove 630. Thus, the control valve 500 is accommodated in the electric control groove 630, which can prevent the control valve 500 from being exposed to the external environment and extend the service life of the control valve 500.
[0091] like Figure 9 As shown, the housing 600 further includes an oil pump mounting groove 710 for accommodating the oil pump 700. The oil pump mounting groove 710 is used to communicate with the oil suction hole 651. The oil pump mounting groove 710 is also used to communicate with the second communicating hole 642, the oil outlet hole 420 of the housing 600, or the oil outlet hole 6122 on the surface 612 of the housing 600. The oil pump 700 is used to transfer oil in the oil storage tank 650 to the second communicating hole 642, the oil outlet hole 420 of the housing 600, or the oil outlet hole 6122 on the surface 612 of the housing 600 through the oil suction hole 651.
[0092] In one embodiment, the oil pump mounting slot 710 and the motor slot 620 are located on the same side of the reducer slot 610, and the slot opening of the oil pump mounting slot 710 is oriented in the same direction as the slot opening of the motor slot 620. Typically, the reducer slot 610 is larger than the motor slot 620. By arranging the oil pump mounting slot 710 and the motor slot 620 on one side and the reducer slot 610 on the other side, the space within the housing 600 of the oil-cooled powertrain 10 can be fully utilized, thereby reducing the size of the oil-cooled powertrain 10.
[0093] In one embodiment, the oil in the oil storage tank 650 may be filtered before being transferred to the second connecting hole 642, the oil outlet hole 420 of the housing 600, or the oil outlet hole 6122 on the surface 612 of the housing 600. Figure 9 As shown, the housing 600 further includes an oil filter installation groove 810, which is used to accommodate the oil filter 800. The oil filter installation groove 810 is used to connect to the oil pump installation groove 710, and the oil pump 700 is also used to transfer the sucked oil to the oil filter 800. For example, Figure 9As shown, the oil pump mounting groove 710 and the oil filter mounting groove 810 are connected via the internal oil passage 712 of the housing 600. Furthermore, the oil filter mounting groove 810 is also used to connect to the second connecting hole 642, the oil outlet hole 420, or the oil outlet hole 6122 of the housing 600. The oil filter 800 is used to transmit filtered oil to the second connecting hole 642, the oil outlet hole 420, or the oil outlet hole 6122 of the housing 600. This ensures that the oil transmitted to the second connecting hole 642, the oil outlet hole 420, or the oil outlet hole 6122 of the housing 600 has a relatively high purity.
[0094] In one embodiment, the oil filter mounting slot 810 and the motor slot 620 are located on the same side of the reducer slot 610, and the slot opening of the oil filter mounting slot 810 is oriented in the same direction as the slot opening of the motor slot 620. Typically, the reducer slot 610 is larger than the motor slot 620. Positioning the oil filter mounting slot 810 and the motor slot 620 on one side and the reducer slot 610 on the other side fully utilizes the space within the housing 600 of the oil-cooled powertrain 10, thereby reducing the size of the oil-cooled powertrain 10.
[0095] In one embodiment, the distance between the oil filter installation groove 810 and the motor groove 620 is greater than the distance between the oil pump installation groove 710 and the motor groove 620. Thus, the resistance of the oil pump 700 in drawing oil from the oil storage tank 650 can be reduced.
[0096] Figure 13 A schematic diagram of a control valve provided in an embodiment of the present application. In one embodiment, as Figure 13 As shown, the control valve 500 includes a first interface 510, a second interface 520, and a third interface 530. The control valve 500 is used to control at least one of the first interface 510 or the second interface 520 to connect to the third interface 530. The first connecting hole 641 is used to connect the first interface 510 and the third interface 530 to the third connecting hole 643, and the second connecting hole 642 is used to connect the third connecting hole 643 to the second interface 520 and the third interface 530. In this embodiment, the control valve 500 can be referred to as a three-way valve. By controlling the connection of two of the three interfaces of the three-way valve, the connection of two of the three connecting holes of the mounting groove 640 can be achieved. Thus, the control system of the cooling oil circuit of the oil-cooled powertrain 10 can be simplified.
[0097] In one embodiment, the mounting groove 640 further includes a fourth connecting hole 644, which is used to output oil to cool the rotor 120 of the motor 100. The fourth connecting hole 644 is distributed on the groove wall G of the mounting groove 640. w or groove bottom G b For example, Figure 8 As shown, the fourth communication hole 644 is distributed at the bottom G of the installation groove 640. bThus, the subsequent layout of the internal rotor oil passage in the housing 600 can be facilitated.
[0098] At least one of the first communicating hole 641 or the second communicating hole 642 is further used to communicate with the fourth communicating hole 644 through the control valve 500 .
[0099] For example, when the oil temperature of the oil-cooled powertrain 10 is greater than or equal to the oil temperature threshold, the first connecting hole 641 can be connected to the fourth connecting hole 644 via the control valve 500, so that the cold oil, which has been heated by the heat exchanger 400, flows to the rotor 120 of the motor 100 to cool the rotor 120. When the oil temperature of the oil-cooled powertrain 10 is less than the oil temperature threshold, the first connecting hole 641 and the second connecting hole 642 are disconnected from the fourth connecting hole 644, and the oil is not transmitted to the rotor 120 of the motor 100. Thus, the oil-cooled powertrain 10 can, based on actual conditions such as the oil temperature, utilize the heat exchanger 400 to heat the oil when the oil temperature is high, and transmit the heated oil to the rotor 120 of the motor 100. This ensures effective heat dissipation of the rotor 120, thereby improving the performance of the oil-cooled powertrain 10 and the driving safety of the electric vehicle. When the oil temperature is not high, oil does not need to be supplied to the rotor 120 of the motor 100, thereby preventing the oil temperature from being too low and the oil viscosity from being too high, which would cause large drag losses in the motor 100. This is beneficial for improving the efficiency of the oil-cooled powertrain 10 and the cruising range of the electric vehicle.
[0100] By the groove wall G of the installation groove 640 w or groove bottom G b The provision of an additional connecting hole enables on / off control of the cooling oil circuit for the rotor 120 of the motor 100, simplifying the cooling oil circuit on / off control system for the oil-cooled powertrain 10. This, in turn, contributes to the cost reduction of the oil-cooled powertrain 10. Furthermore, at any oil temperature in the oil-cooled powertrain 10, at least one of the first connecting hole 641 and the second connecting hole 642 can be connected to the third connecting hole 643 via the control valve 500. Consequently, the on / off control system for the cooling oil circuit of the rotor 120 does not affect the layout of the cooling oil circuit of the stator 110, ensuring effective heat dissipation from the stator 110.
[0101] Figure 14 Another schematic diagram of a control valve provided in an embodiment of the present application. In one embodiment, as Figure 14As shown, the control valve 500 includes a fourth interface 540, and the control valve 500 is also used to control at least one of the first interface 510 or the second interface 520 to connect to the fourth interface 540. Specifically, the first connecting hole 641 is used to connect the fourth connecting hole 644 through the first interface 510 and the fourth interface 540, and the second connecting hole 642 is used to connect the fourth connecting hole 644 through the second interface 520 and the fourth interface 540. In this embodiment, the control valve 500 can be referred to as a four-way valve. By controlling the connection of three of the four interfaces, it is possible to connect three of the four connecting holes in the mounting groove 640. This simplifies the control system of the cooling oil circuit of the oil-cooled powertrain 10.
[0102] In one embodiment, Figure 10 As shown, the notched surface 612 of the reducer tank 610 includes oil outlet holes 6123 for discharging the oil after heat exchange in the heat exchanger 400. Thus, through the oil outlet holes 6123, the oil after heat exchange in the heat exchanger 400 can be transferred to other components besides the housing 600, such as the cover plate 611 that interfaces with the reducer tank 610, thereby cooling these other components. This improves the cooling effect of the oil-cooled powertrain 10.
[0103] In one embodiment, Figure 7 As shown, the oil after heat exchange in the heat exchanger 400 flows out of the housing 600 through the control valve 500. For example, the oil outlet hole 6123 on the surface 612 is used to connect to the fourth communication hole 644 of the installation groove 640, and the oil outlet hole 6123 is used to output the oil received through the fourth communication hole 644.
[0104] In one embodiment, the oil outlet hole 6123 on the surface 612 is used to communicate with the fourth communication hole 644 through the first internal rotor oil passage of the housing 600. Compared with external pipes, the deployment of the internal rotor oil passage of the housing can reduce the risk of oil leakage, thereby improving the utilization rate of the oil.
[0105] In one embodiment, Figure 6 As shown, the oil after heat exchange in the heat exchanger 400 directly flows out of the housing 600. For example, the oil outlet 6123 on the surface 612 is used to connect to the oil inlet 410 of the housing 600, and the oil outlet 6123 is used to output the oil received through the oil inlet 410.
[0106] In one embodiment, the oil outlet hole 6123 on the surface 612 is used to connect to the oil inlet hole 410 of the housing 600 through the second internal rotor oil passage of the housing 600. Compared with external pipes, the deployment of the internal rotor oil passage of the housing can reduce the risk of oil leakage, thereby improving the utilization rate of the oil.
[0107] In one embodiment, Figure 11As shown, the cover plate 611 also includes an input shaft bearing groove 6113, which is used to fix a bearing of the input shaft of the reducer 200. The bottom of the input shaft bearing groove 6113 includes an oil outlet hole 6114, which is used to transfer the oil received through the oil outlet hole 6123 on the surface 612 to the shaft cavity of the input shaft of the reducer 200. The shaft cavity of the input shaft of the reducer 200 is used to connect to the shaft cavity of the motor shaft 130 of the motor 100.
[0108] In one embodiment, the wall of the oil outlet hole 6114 protrudes from the bottom of the input shaft bearing groove 6113. Thus, the oil outlet hole 6114 can extend into the shaft cavity of the input shaft of the reducer 200, thereby improving the oil transmission efficiency of the oil outlet hole 6114 to the shaft cavity of the input shaft of the reducer 200.
[0109] In one embodiment, Figure 11 As shown, the cover plate 611 further includes an oil inlet hole 6115 , which is used to connect the oil outlet hole 6123 and the oil outlet hole 6114 of the surface 612 , respectively. The oil inlet hole 6115 is used to transfer the oil output from the oil outlet hole 6114 to the oil outlet hole 6114 .
[0110] In one embodiment, the oil inlet 6115 is connected to the oil outlet 6114 through the internal rotor oil passage of the cover plate 611. Compared with external pipes, the deployment of the internal rotor oil passage of the cover plate 611 can reduce the risk of oil leakage, thereby improving the utilization rate of the oil.
[0111] Figures 15 to 18 They are respectively schematic diagrams of the oil circuits of the oil-cooled powertrain provided in embodiments of the present application. Figures 15 to 18 In the embodiment, the control valve 500 is a three-way valve. The oil flowing into the cooling oil circuit of the rotor 120 of the motor 100 does not pass through the control valve 500. The cooling oil circuit of the rotor 120 of the motor 100 is directly connected to the oil outlet of the heat exchanger 400. In other words, the oil after heat exchange in the heat exchanger 400, output from the oil inlet 410 of the housing 600, does not pass through the control valve 500, but is directly transmitted to the cooling oil circuit of the rotor 120 of the motor 100. The cooling oil circuit of the rotor 120 of the motor 100 includes the oil circuit formed by the oil inlet 410 of the housing 600, the oil outlet 6123 on the surface 612 of the housing 600, the oil inlet 6115 of the cover plate 611, and the oil outlet 6114 of the cover plate 611.
[0112] also, Figure 15In the embodiment, the oil filtered by the oil filter 800 is first split into two paths, one path flows into the heat exchanger 400 through the oil outlet hole 420 of the shell 600, and the other path flows into the oil inlet hole 6112 of the cover plate 611 through the oil outlet hole 6122 on the surface 612 of the shell 600, and then is split into two paths again, one path flows directly into the reducer 200, and the other path flows into the second connecting hole 642 of the mounting groove 640 through the oil outlet hole 6111 of the cover plate 611 and the oil inlet hole 6121 on the surface 612 of the shell 600 in sequence.
[0113] Figure 16 In the process, the oil filtered by the oil filter 800 is first divided into two paths, one path flows directly into the second connecting hole 642 of the mounting groove 640, and the other path flows into the oil inlet hole 6112 of the cover plate 611 through the oil outlet hole 6122 on the surface 612 of the shell 600, and then is divided into two paths again, one path flows directly into the reducer 200, and the other path flows directly into the heat exchanger 400.
[0114] Figure 17 In the figure, the oil filtered by the oil filter 800 is divided into three paths. One path flows directly into the reducer 200 through the oil outlet hole 6122 on the surface 612 of the shell 600 and the oil inlet hole 6112 of the cover plate 611. Another path flows directly into the second connecting hole 642 of the mounting groove 640. Another path flows directly into the heat exchanger 400.
[0115] Figure 18 The oil pump 700 draws oil and splits it into two paths: one path flows directly into the reducer 200, and the other path flows into the oil filter 800. The oil filtered by the oil filter 800 splits it into two paths: one path flows directly into the second connecting hole 642 of the mounting groove 640, and the other path flows directly into the heat exchanger 400.
[0116] The following combination Figures 8 to 18 The structure of the oil-cooled powertrain shown is Figures 15 to 18 The adjustment of the oil amount of the oil after heat exchange in the heat exchanger 400 and the oil amount of the oil not heated by the heat exchanger 400 by the middle control valve 500 will be described as an example.
[0117] When the oil temperature of the oil-cooled powertrain 10 is greater than or equal to the oil temperature threshold, the control valve 500 connects the first and third interfaces 510 and 530 of the four interfaces 510 to 540, thereby connecting the first connecting hole 641 to the third connecting hole 643. Consequently, the cold oil in the oil circuit L11, after heat exchange in the heat exchanger 400, is split into two paths. One path of oil is sequentially output to the stator 110 of the motor 100 through the first connecting hole 641, the third connecting hole 643, and the oil outlet hole 521 in the wall of the motor slot 620, thereby cooling the stator 110 of the motor 100. The other oil path is sequentially output through the oil outlet 6123 on the surface 612 of the housing 600, the oil inlet 6115 on the cover plate 611, and the oil outlet 6114 on the cover plate 611 to the shaft cavity of the input shaft of the reducer 200. The oil in the shaft cavity of the input shaft of the reducer 200 then flows into the shaft cavity of the motor shaft 130 of the motor 100, thereby cooling the rotor 120 of the motor 100. This ensures the heat dissipation effect of the motor 100, which is beneficial for improving the performance of the oil-cooled powertrain 10 and the driving safety of the electric vehicle.
[0118] When the oil temperature of the oil-cooled powertrain 10 is below the oil temperature threshold, the control valve 500 connects the second and third interfaces 520, 530, of the four interfaces 510 to 540, so that the second connecting hole 642 connects to the third connecting hole 643. Consequently, the cold oil in oil circuit L2, which has not been heated by the heat exchanger 400, is sequentially discharged through the second connecting hole 642, the third connecting hole 643, and the oil outlet hole 521 in the slot wall of the motor slot 620 to the stator 110 of the motor 100, cooling the stator 110 of the motor 100 and ensuring effective heat dissipation. Furthermore, due to the presence of the heat exchanger 400 in oil circuit L1, the oil resistance of oil circuit L1 is greater than that of oil circuit L2, resulting in a smaller amount of oil in oil circuit L1. This reduces the amount of cold oil heated by the heat exchanger 400 that flows to the rotor 120 of the motor 100. This can prevent the oil temperature from being too low and the oil viscosity from being too high, which would cause large drag losses in the motor 100. Furthermore, this is beneficial for improving the efficiency of the oil-cooled powertrain 10 and the cruising range of the electric vehicle.
[0119] Furthermore, when the oil temperature of the oil-cooled powertrain 10 is at any value, the control valve 500 can control one of the first port 510 and the second port 520 to communicate with the third port 530, so that at least one of the first communication hole 641 and the second communication hole 642 communicates with the third communication hole 643. Thus, the on-off control system for the cooling oil circuit of the rotor 120 does not affect the layout of the cooling oil circuit of the stator 110, thereby ensuring the heat dissipation effect of the stator 110.
[0120] Figures 19 to 22 They are respectively schematic diagrams of the oil circuits of the oil-cooled powertrain provided in embodiments of the present application. Figures 19 to 22In the embodiment, the control valve 500 is a four-way valve. The oil flowing into the cooling oil circuit of the rotor 120 of the motor 100 passes through the control valve 500, and the cooling oil circuit of the rotor 120 of the motor 100 is directly connected to the fourth connecting hole 644 of the mounting groove 640. In other words, the control valve 500 adjusts the oil flowing into the cooling oil circuit of the rotor 120 of the motor 100. The cooling oil circuit of the rotor 120 of the motor 100 includes an oil circuit formed by the fourth connecting hole 644 of the mounting groove 640, the oil outlet hole 6123 on the surface 612 of the housing 600, the oil inlet hole 6115 of the cover plate 611, and the oil outlet hole 6114 of the cover plate 611.
[0121] In addition, regarding Figure 19 For details not described in the previous section, please refer to the Figure 15 Description of Figure 20 For details not described in the previous section, please refer to the Figure 16 Description of Figure 21 For details not described in the previous section, please refer to the Figure 17 Related descriptions, and about Figure 22 For details not described in the previous section, please refer to the Figure 18 The relevant description will not be repeated here.
[0122] The following combination Figures 8 to 18 The structure of the oil-cooled powertrain shown is Figures 19 to 22 The adjustment of the oil amount of the oil after heat exchange in the heat exchanger 400 and the oil amount of the oil not heated by the heat exchanger 400 by the middle control valve 500 will be described as an example.
[0123] When the oil temperature of the oil-cooled powertrain 10 is greater than or equal to the oil temperature threshold, the control valve 500 controls the first port 510 of the four ports 510 to 540 to communicate with the third port 530 and the fourth port 540, respectively, so that the first communication hole 641 communicates with the third communication hole 643 and the fourth communication hole 644. Consequently, the cold oil in the oil circuit L11, after heat exchange in the heat exchanger 400, is split into two paths. One path of oil is sequentially output through the first communication hole 641, the third communication hole 643, and the oil outlet hole 521 in the wall of the motor slot 620 to the stator 110 of the motor 100, thereby cooling the stator 110 of the motor 100. The other oil path is sequentially routed through the first connecting hole 641, the fourth connecting hole 644, the oil outlet hole 6123 on the surface 612 of the housing 600, the oil inlet hole 6115 on the cover plate 611, and the oil outlet hole 6114 on the cover plate 611, and then output to the shaft cavity of the input shaft of the reducer 200. The oil in the shaft cavity of the input shaft of the reducer 200 then flows into the shaft cavity of the motor shaft 130 of the motor 100, thereby cooling the rotor 120 of the motor 100. This ensures the heat dissipation effect of the motor 100, which is beneficial for improving the performance of the oil-cooled powertrain 10 and the driving safety of the electric vehicle.
[0124] When the oil temperature of the oil-cooled powertrain 10 is below the oil temperature threshold, the control valve 500 connects the second and third ports 520, 530, of the four ports 510 to 540, so that the second connecting hole 642 connects to the third connecting hole 643. Consequently, the cold oil in oil circuit L2, which has not been heated by the heat exchanger 400, is sequentially discharged through the second connecting hole 642, the third connecting hole 643, and the oil outlet hole 521 in the slot wall of the motor slot 620 to the stator 110 of the motor 100, cooling the stator 110 of the motor 100 and ensuring effective heat dissipation. Furthermore, because each of the first and second ports 510, 520, of the four ports 510 to 540 of the control valve 500 is disconnected from the third port 530, the cold oil heated by the heat exchanger 400 does not flow to the rotor 120 of the motor 100. This prevents excessive oil viscosity due to excessively low oil temperature, which could result in significant drag losses in the motor 100. Furthermore, it is beneficial to improve the efficiency of the oil-cooled powertrain 10 and the cruising range of the electric vehicle.
[0125] In addition, when the oil temperature of the oil-cooled powertrain 10 is at any value, at least one of the first connecting hole 641 and the second connecting hole 642 can be connected to the third connecting hole 643 through the control valve 500. Therefore, the on-off control system of the cooling oil circuit of the rotor 120 will not affect the deployment of the cooling oil circuit of the stator 110, thereby ensuring the heat dissipation effect of the stator 110.
[0126] In the embodiment of the present application, the cooling oil circuit of the stator 110 includes an oil circuit formed between the third connecting hole 643 and the oil outlet hole 521 on the slot wall of the motor slot 620 .
[0127] In the embodiment of the present application, the oil temperature of the oil-cooled powertrain 10 is the temperature of the oil before heat exchange in the heat exchanger 400. For example, the oil temperature of the oil-cooled powertrain 10 can be the temperature of the oil in the oil reservoir 650, the temperature of the oil drawn from the oil reservoir 650 by the oil pump 700, the temperature of the oil after being filtered by the oil filter 800, the temperature of the oil at the oil inlet of the heat exchanger 400, etc.
[0128] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.
Claims
1. An oil-cooled powertrain, characterized in that: The housing of the oil-cooled powertrain includes a reducer slot and a mounting slot. The reducer slot is used to accommodate the reducer of the oil-cooled powertrain. The mounting slot is distributed on the outer side of the slot wall of the reducer slot. The mounting slot includes a first communicating hole, a second communicating hole, and a third communicating hole. The first communicating hole is used to receive oil after heat exchange in the heat exchanger, the second communicating hole is used to receive oil that has not been heat exchanged in the heat exchanger, and the third communicating hole is used to output oil to cool the stator of the motor, wherein: The first connecting hole, the second connecting hole and the third connecting hole are respectively distributed on the groove wall or the groove bottom of the mounting groove, and the mounting groove is used to accommodate the embedding of a control valve. At least one of the first connecting hole or the second connecting hole is used to connect to the third connecting hole through the control valve.
2. The oil-cooled powertrain according to claim 1, characterized in that: The first communicating hole is distributed at the bottom of the installation groove, and the second communicating hole and the third communicating hole are distributed at the inner side of the groove wall of the installation groove.
3. The oil-cooled powertrain according to claim 1 or 2, characterized in that: The control valve includes a first interface, a second interface, and a third interface, and the control valve is used to control at least one of the first interface or the second interface to connect to the third interface, wherein: The first communicating hole is used to communicate with the third communicating hole through the first interface and the third interface, and the second communicating hole is used to communicate with the third communicating hole through the second interface and the third interface.
4. The oil-cooled power assembly according to any one of claims 1 to 3, characterized in that: The mounting slot further includes a fourth communicating hole, and the fourth communicating hole is used to output oil to cool the rotor of the motor, wherein: The fourth communicating hole is distributed on the groove wall or the groove bottom of the installation groove, and at least one of the first communicating hole or the second communicating hole is further used to connect to the fourth communicating hole through the control valve.
5. The oil-cooled powertrain according to claim 4, characterized in that: The control valve includes a fourth interface, and the control valve is used to control at least one of the first interface of the control valve or the second interface of the control valve to be connected to the fourth interface, wherein: The first communicating hole is used to communicate with the fourth communicating hole through the first interface and the fourth interface, and the second communicating hole is used to communicate with the fourth communicating hole through the second interface and the fourth interface.
6. The oil-cooled power assembly according to any one of claims 1 to 5, characterized in that: The housing includes an oil storage tank, which passes through the bottom of the reducer tank and is used to collect oil refluxed from the reducer tank. The tank wall of the oil storage tank includes an oil suction hole, which is used to absorb the oil from the oil storage tank, wherein: The second communicating hole is used to receive the oil in the oil storage tank that has not been heat exchanged by the heat exchanger through the one oil suction hole.
7. The oil-cooled power assembly according to any one of claims 1 to 6, characterized in that: The surface of the reducer slot where the slots are distributed includes an oil inlet hole, and the oil inlet hole on the surface is used to receive the oil that has not been heat exchanged by the heat exchanger through an oil outlet hole of a cover plate connected to the reducer slot, wherein: The second communicating hole is used to receive the oil transmitted from the oil outlet hole of the cover plate through the oil inlet hole of the surface.
8. The oil-cooled power assembly according to any one of claims 1 to 7, characterized in that: The shell also includes an oil inlet hole, which is distributed on the outside of the groove wall of the reducer groove and the outside of the groove wall of the mounting groove. The oil inlet hole of the shell is used to receive the oil after heat exchange by the heat exchanger, and the first connecting hole is used to receive the oil after heat exchange by the heat exchanger through the oil inlet hole of the shell.
9. The oil-cooled power assembly according to any one of claims 1 to 8, characterized in that: The surface of the reducer groove where the notches are distributed includes an oil outlet hole, and the oil outlet hole on the surface is used to output the oil received through an oil inlet hole of the housing or the fourth connecting hole of the mounting groove.
10. The oil-cooled powertrain according to claim 9, characterized in that: The cover plate connected to the notch of the reducer groove includes an input shaft bearing groove, and the input shaft bearing groove is used to fix a bearing of the input shaft of the reducer. The bottom of the input shaft bearing groove includes another oil outlet hole, wherein: The other oil outlet hole is used to transmit the oil received through the one oil outlet hole on the surface to the shaft cavity of the input shaft of the reducer, and the shaft cavity of the input shaft of the reducer is used to communicate with the shaft cavity of the motor shaft of the motor.
11. The oil-cooled power assembly according to any one of claims 1 to 10, characterized in that: The housing also includes a motor slot, which is used to accommodate the rotor and stator of the motor. The direction of the slot opening of the motor slot is opposite to the direction of the slot opening of the reducer slot. The slot wall of the motor slot includes an oil outlet hole. The third connecting hole is used to output oil to the stator of the motor through the oil outlet hole of the slot wall of the motor slot.
12. The oil-cooled powertrain according to claim 11, characterized in that: The one oil outlet hole on the slot wall of the motor slot is used to receive the oil output from the third connecting hole through the internal stator oil channel of the housing. The internal stator oil channel is distributed on the outside of the slot wall of the motor slot, and the internal stator oil channel and the motor slot share part of the outer wall.
13. The oil-cooled powertrain according to claim 12, characterized in that: An extending direction of the internal stator oil passage is the same as an extending direction of a slot wall of the motor slot.
14. The oil-cooled power assembly according to any one of claims 11 to 13, characterized in that: The mounting slot and the motor slot share a portion of the outer slot wall.
15. An electric vehicle, characterized in that: The electric vehicle includes wheels, a transmission mechanism, and an oil-cooled powertrain according to any one of claims 1 to 14, wherein the oil-cooled powertrain is configured to drive the wheels through the transmission mechanism.