Coaxial electric drive system and vehicle

Abstract

The invention relates to a coaxial electric drive system and a vehicle. The problem that a three-in-one electric drive system and an all-in-one electric drive system cannot share the same cooling system is solved. The system comprises a shell, a motor controller and a heat exchange device, wherein the motor controller and the heat exchange device are integrated on the shell; a whole vehicle water inlet communicated with a whole vehicle cooling system is formed in the shell, a cooling water channel outlet of the motor controller is connected into a cooling water channel inlet of the heat exchange device, and a cooling water channel outlet of the heat exchange device is connected into the whole vehicle cooling system. The coaxial electric drive system comprises or does not comprise a power supply assembly; when the coaxial electric drive system comprises a power supply assembly, a water inlet of the whole vehicle is communicated with a cooling water channel inlet of the power supply assembly, and a cooling water channel outlet of the power supply assembly is connected into a cooling water channel inlet of a motor controller through a first connecting water pipe; and when the coaxial electric drive system does not comprise the power supply assembly, the water inlet of the whole vehicle is connected to the cooling water path inlet of the motor controller through a second connecting water pipe.

Description

Technical Field

[0001] This application relates to the field of vehicle electric drive, specifically a coaxial electric drive system and a vehicle. Background Technology

[0002] In the field of new energy vehicles, electric drive systems, as core power units, are becoming increasingly integrated to meet the demands for miniaturization, high performance, and high versatility. Currently, there are two main integration forms of electric drive systems: three-in-one electric drive systems (where the motor, controller, and reducer are integrated together) and multi-in-one electric drive systems (which further integrate other components such as the power supply assembly on top of the three-in-one system).

[0003] However, existing electric drive system cooling designs have significant limitations, especially in terms of the versatility and interchangeability of the cooling system. For example... Figure 1 As shown, traditional all-in-one electric drive systems typically consist of a motor, a parallel-shaft reducer, a motor controller, and a power supply assembly. The power supply assembly is integrated within the motor controller, a design that prevents the power supply module from achieving plug-and-play functionality. When switching between three-in-one and all-in-one configurations, the cooling system is not universal and must be redesigned and adjusted, increasing cost and complexity. Furthermore, due to the structural differences between three-in-one and all-in-one electric drive systems, existing cooling systems cannot flexibly switch between the two configurations; their design is usually tailored to specific electric drive configurations, lacking interchangeability and failing to meet the needs for rapid switching and universality. Summary of the Invention

[0004] This invention provides a coaxial electric drive system and vehicle to solve the problem that existing three-in-one electric drive systems and multi-in-one electric drive systems cannot share the same cooling system.

[0005] The technical solution of this invention is as follows: This application provides a coaxial electric drive system, including: a housing and a motor controller and a heat exchange device integrated on the housing; The housing is provided with a vehicle water inlet that is connected to the vehicle cooling system. The cooling water outlet of the motor controller is connected to the cooling water inlet of the heat exchange device, and the cooling water outlet of the heat exchange device is connected to the vehicle cooling system. The coaxial electric drive system may or may not include a power supply assembly; When the coaxial electric drive system includes the power assembly, the vehicle water inlet is connected to the cooling water inlet of the power assembly, and the cooling water outlet of the power assembly is connected to the cooling water inlet of the motor controller through a first connecting water pipe. When the coaxial electric drive system does not include the power supply assembly, the vehicle water inlet is connected to the cooling water inlet of the motor controller via a second connecting water pipe.

[0006] Preferably, the first connecting water pipe and the second connecting water pipe are water pipes of the same or different models.

[0007] Preferably, the coaxial electric drive system further includes: a motor and a reducer integrated on the housing; the output shaft axis of the motor and the output shaft axis of the reducer are coaxially arranged in the horizontal direction.

[0008] Preferably, the coaxial electric drive system further includes: an oil sump and an electronic oil pump integrated on the housing; The lubricating oil inlet of the heat exchange device is connected to the outlet of the electronic oil pump, and the outlet of the electronic oil pump is connected to the oil tank. The housing is provided with a main oil circuit, the motor is provided with a front bearing oil circuit, a stator oil circuit, a rotor oil circuit and a rear bearing oil circuit, and the reducer is provided with a reducer oil circuit. The lubricating oil inlet of the main oil circuit is connected to the lubricating oil outlet of the heat exchange device, and the lubricating oil outlet of the main oil circuit is connected to the lubricating oil inlets of the front bearing oil circuit of the motor, the stator oil circuit of the motor, the rotor oil circuit of the motor, the rear bearing oil circuit of the motor, and the reducer oil circuit, respectively. The lubricating oil outlets of the motor front bearing oil circuit, the motor stator oil circuit, the motor rotor oil circuit, the motor rear bearing oil circuit, and the reducer oil circuit are connected to the same oil return port on the housing, and the oil return port is connected to the oil sump.

[0009] Preferably, the main oil circuit includes: The first oil inlet circuit is connected to the outlet of the electronic oil pump; The second oil inlet passage is connected to the first oil inlet passage. The third oil inlet circuit is connected to the second oil inlet circuit. The third oil inlet circuit has a first sub-oil circuit, a second sub-oil circuit, and a third sub-oil circuit distributed on it. The first sub-oil circuit is connected to the first inlet of the motor front bearing oil circuit. The second sub-oil circuit and the third sub-oil circuit are respectively connected to the reducer oil circuit. A fourth oil inlet circuit is connected to the second oil inlet circuit, and a fourth sub-oil circuit is distributed on the fourth oil inlet circuit; the fourth sub-oil circuit is connected to the reducer oil circuit; The fifth oil inlet circuit is connected to one end of the fourth oil inlet circuit. The fifth oil inlet circuit has a fifth sub-oil circuit, a sixth sub-oil circuit, and a seventh sub-oil circuit. The fifth sub-oil circuit, the sixth sub-oil circuit, and the seventh sub-oil circuit are respectively connected to the reducer oil circuit. The sixth oil inlet passage is connected to the other end of the fourth oil inlet passage. The seventh oil inlet is connected to the sixth oil inlet; the seventh oil inlet has a first oil port and a second oil port, which are respectively connected to the motor stator oil circuit. The eighth oil inlet passage is connected to the seventh oil inlet passage. The ninth oil inlet circuit is connected to the eighth oil inlet circuit. The ninth oil inlet circuit has an eighth sub-oil circuit, a ninth sub-oil circuit, and a tenth sub-oil circuit distributed along it. The eighth sub-oil circuit connects to the tenth sub-oil circuit. The eighth and ninth sub-oil circuits are respectively connected to the motor rear bearing oil circuit, and the tenth sub-oil circuit is connected to the motor rotor oil circuit. (Nine sub-oil circuits) Preferably, the first oil inlet circuit is parallel to the XY plane of the vehicle; The second oil inlet circuit is parallel to the XZ plane of the vehicle. The third oil inlet circuit is parallel to the XZ plane of the vehicle and forms a first preset angle with the XY plane of the vehicle. The first sub-oil circuit forms a second preset angle with the YZ plane of the entire vehicle; The second sub-oil circuit forms a third preset angle with the XY plane of the whole vehicle and a fourth preset angle with the XZ plane of the whole vehicle; The third sub-oil circuit forms a fifth preset angle with the XY plane of the whole vehicle and a sixth preset angle with the XZ plane of the whole vehicle; The fourth oil inlet circuit is parallel to the YZ plane of the vehicle and parallel to the XY plane of the vehicle. The fourth sub-oil circuit forms a seventh preset angle with the XY plane of the whole vehicle and an eighth preset angle with the XZ plane of the whole vehicle. One section of the fifth oil inlet circuit is parallel to the XZ plane of the vehicle and forms a ninth preset angle with the YZ plane of the vehicle; the other section forms a tenth preset angle with the XY plane of the vehicle and an eleventh preset angle with the XZ plane of the vehicle. The sixth oil inlet circuit is parallel to the XZ plane of the vehicle and forms a twelfth angle with the XY plane of the vehicle. The seventh oil inlet circuit is parallel to the YZ plane of the vehicle and parallel to the XY plane of the vehicle. The eighth oil inlet circuit forms a thirteenth angle with the XY plane of the vehicle and a fourteenth angle with the XY plane of the vehicle. The ninth oil inlet circuit is parallel to the XY plane of the vehicle. The eighth sub-oil circuit forms a fifteenth angle with the XZ plane of the whole vehicle and a sixteenth angle with the YZ plane of the whole vehicle; The ninth sub-oil circuit forms the seventeenth angle with the YZ plane of the whole vehicle and is parallel to the XZ plane of the whole vehicle. The tenth sub-oil circuit forms an eighteenth angle with the XZ plane of the vehicle and a nineteenth angle with the YZ plane of the vehicle.

[0010] Preferably, the main oil circuit further includes a tenth oil inlet circuit that connects the seventh oil inlet circuit and the eighth oil inlet circuit.

[0011] Preferably, the second, fourth, sixth, and seventh oil inlet passages have the same diameter; The diameter of the second oil inlet passage is larger than the diameter of the third oil inlet passage, and the diameters of the first sub-oil passage, the third sub-oil passage, and the second sub-oil passage decrease sequentially. The third, fifth, and tenth oil inlet passages have the same diameter; The eighth, ninth, and tenth oil inlet passages have the same diameter.

[0012] Preferably, the diameters of the first sub-oil passage, the second sub-oil passage, the third sub-oil passage, the fourth sub-oil passage, the fifth sub-oil passage, the sixth sub-oil passage, the seventh sub-oil passage, the eighth sub-oil passage, the ninth sub-oil passage, and the tenth sub-oil passage are all different.

[0013] This application also provides a vehicle characterized by including the coaxial electric drive system described above.

[0014] The beneficial effects of this invention are as follows: The coaxial electric drive system in this application separates the power supply assembly and the motor controller into two independent assemblies, rather than integrating the power supply assembly into the motor controller. Depending on actual needs, the power supply assembly can be integrated into the housing or not. When the power supply assembly is integrated into the housing, coolant is introduced into the power supply assembly for cooling through the vehicle water inlet on the housing before being introduced into the motor controller. Alternatively, when the power supply assembly is designed independently of the electric drive system, coolant is directly introduced into the motor controller through the vehicle water inlet on the housing, enabling the cooling system of the two electric drive systems to be shared, thus achieving platformization and universal design. Attached Figure Description

[0015] Figure 1 Schematic diagram of the existing electric drive system Figure 1 ; Figure 2 Schematic diagram of the existing electric drive system Figure 2 ; Figure 3 This is a schematic diagram of the coaxial electric drive system in the embodiments of this application. Figure 1 ; Figure 4 This is a schematic diagram of the coaxial electric drive system in the embodiments of this application. Figure 2 ; Figure 5This is a schematic diagram of the coaxial electric drive system in the embodiments of this application. Figure 3 ; Figure 6 This is a schematic diagram illustrating the lubrication and cooling principle of the coaxial electric drive system in the embodiments of this application; Figure 7 This is a schematic diagram of the lubrication circuit design of the coaxial electric drive system in the embodiments of this application; Figure 8 This is a schematic diagram of the design principle of the third oil inlet circuit of the coaxial electric drive system in the embodiments of this application; Figure 9 The simulation diagram shows the flow rate of the coaxial electric drive system before oil circuit optimization. Figure 10 This is a flow simulation diagram of the coaxial electric drive system before oil circuit optimization in the embodiments of this application. Detailed Implementation

[0016] The method of the present invention will be further described below with reference to the embodiments and accompanying drawings. This embodiment is implemented based on the technical solution of the present invention, and provides detailed implementation methods and specific operating procedures. However, the scope of protection of the present invention is not limited to the following embodiments.

[0017] Combination Figure 1 As shown, a traditional all-in-one electric drive system consists of a motor 11, a parallel shaft reducer 12, a motor controller 13, and a power supply assembly 14. The power supply assembly 14 is integrated inside the motor controller 13, which means that the power supply assembly 14 cannot be plug-and-play.

[0018] However, existing cooling systems are typically fixed designs, lacking plug-and-play interchangeability. When the electric drive system needs to switch between three-in-one and multi-in-one configurations, the cooling system requires redesign and adjustment, making it difficult to meet the requirements for rapid switching.

[0019] This application provides a coaxial electric drive system that achieves universal cooling functionality for both three-in-one and multi-in-one electric drive systems through optimized cooling system design. This design not only improves the system's flexibility and versatility but also significantly reduces the complexity and cost of the cooling system.

[0020] Reference Figures 2-5 The coaxial electric drive system in this application embodiment includes: a housing and a motor controller 7 and a heat exchange device 3 integrated on the housing; The housing is provided with a vehicle water inlet 9 that is connected to the vehicle cooling system. The cooling water outlet of the motor controller 7 is connected to the cooling water inlet of the heat exchange device 3, and the cooling water outlet of the heat exchange device 3 is connected to the vehicle cooling system. The coaxial electric drive system may or may not include a power supply assembly 8; When the coaxial electric drive system includes the power assembly 8, the vehicle water inlet 9 is connected to the inlet of the cooling water passage 81 of the power assembly 8, and the outlet of the cooling water passage 81 of the power assembly 8 is connected to the inlet of the cooling water passage of the motor controller 7 through the first connecting water pipe 10. When the coaxial electric drive system does not include the power supply assembly 8, the vehicle water inlet 9 is connected to the cooling water inlet of the motor controller 7 through a second connecting water pipe.

[0021] The core components of the system include a robust housing that integrates the motor controller 7 and the heat exchange device 3. This integrated design makes the entire electric drive system more compact, reduces the system's size and weight, and improves the overall performance and reliability of the system. By integrating the motor controller 7 and the heat exchange device 3 into the same housing, the coolant transmission distance is reduced, energy loss is decreased, and cooling efficiency is improved.

[0022] A dedicated vehicle-wide coolant inlet 9 is designed on the housing, directly connecting to the vehicle's cooling system. This design allows coolant to flow smoothly from the vehicle's cooling system into the electric drive system's cooling circuit, ensuring a stable coolant supply. Through seamless integration with the vehicle's cooling system, this system fully utilizes the vehicle's cooling resources, improving the overall efficiency and reliability of the cooling system while reducing reliance on additional cooling equipment.

[0023] The motor controller 7 generates a significant amount of heat during operation. To effectively dissipate this heat, its cooling water outlet is connected to the cooling water inlet of the heat exchanger 3. After absorbing heat in the motor controller 7, the coolant flows into the heat exchanger 3 for heat exchange, releasing the heat to the external environment. This design not only ensures the temperature stability of the motor controller 7 during efficient operation but also achieves effective heat management through the heat exchanger 3, improving the overall thermal efficiency of the system. In this way, the motor controller 7 can maintain good operating conditions under various operating conditions, extending its service life and improving the reliability and performance of the entire electric drive system.

[0024] The cooling water outlet of heat exchanger 3 is connected to the vehicle's cooling system, and the coolant, after heat exchange, flows back into the vehicle's cooling system. This design allows the coolant to be recycled throughout the vehicle system, achieving efficient use of cooling resources. By tightly integrating heat exchanger 3 with the vehicle's cooling system, the system not only improves cooling efficiency but also reduces coolant loss and lowers operating costs. Furthermore, this recycling design enhances the system's environmental adaptability, enabling it to operate stably under various climatic conditions.

[0025] The coaxial electric drive system in this embodiment is highly flexible, allowing for the integration of a power supply assembly 8 depending on different application scenarios and requirements. This design enables the system to adapt to various electric drive configurations, including three-in-one and multi-in-one systems. This variable design allows manufacturers to flexibly adjust the system configuration according to actual user needs, improving the versatility and applicability of the electric drive system. This flexibility not only reduces system development and manufacturing costs but also enhances the system's market competitiveness, enabling it to better meet the needs of different customers.

[0026] Combination Figure 3 When the integrated power assembly 8 is selected, the vehicle's water inlet 9 is directly connected to the inlet of the cooling water circuit 81 of the power assembly 8, allowing coolant to flow into the power assembly 8 for cooling. The power assembly 8 generates a large amount of heat during operation; the circulating coolant effectively removes this heat, ensuring stable temperature control. The outlet of the cooling water circuit 81 of the power assembly 8 is connected to the cooling water circuit inlet of the motor controller 7 via a dedicated first connecting water pipe 10. This design allows the coolant to continue flowing into the motor controller 7 for cooling after cooling the power assembly 8, achieving efficient coolant utilization. This series cooling method not only ensures temperature control for both the power assembly 8 and the motor controller 7 but also improves the overall system cooling efficiency, reducing coolant consumption and system energy consumption.

[0027] When the integrated power supply assembly 8 is not selected, the vehicle's water inlet 9 is directly connected to the cooling water inlet of the motor controller 7 via a dedicated second connecting water pipe. This design allows the coolant to flow directly into the motor controller 7 for cooling, without passing through the power supply assembly 8. This flexibility allows the system to quickly switch cooling paths according to different configuration requirements, improving the system's adaptability and flexibility. In this way, even without the power supply assembly 8, the motor controller 7 can still be effectively cooled, ensuring the normal operation of the system. This design not only improves the system's versatility but also reduces its complexity and cost, enabling it to better meet the needs of different application scenarios.

[0028] In this embodiment of the application, the first connecting water pipe 10 and the second connecting water pipe are water pipes of the same or different models.

[0029] In the embodiments of this application, the design of the first connecting water pipe 10 and the second connecting water pipe is highly flexible, and their specific configuration is determined according to the specific form of the electric drive system (three-in-one or multi-in-one) as well as the position of the parts and the product structure design; the core objective of this design is to achieve the universality and interchangeability of the cooling system, while taking into account the compactness and cooling efficiency of the system.

[0030] When 3-in-1 and 5-in-1 electric drive systems have a high degree of similarity in component location and structural design, the first connecting water pipe 10 and the second connecting water pipe can use the same model configuration. The advantages of this design are: the identical water pipe configuration allows the cooling system to be interchangeable between 3-in-1 and 5-in-1 electric drive systems, reducing the redesign and adjustment costs caused by system switching. The standardized water pipe specifications also facilitate design and manufacturing, reducing system complexity and improving production efficiency. The identical water pipe configuration simplifies spare parts management, reducing maintenance costs and time. The identical water pipe configuration ensures consistent coolant flow characteristics in two different paths, ensuring the stability and reliability of the cooling system.

[0031] When there are significant differences in component location and structural design between three-in-one and multi-in-one electric drive systems, the first connecting water pipe 10 and the second connecting water pipe can be configured with different models. The advantage of this design is that selecting the appropriate water pipe model can better meet the cooling requirements of the power assembly 8 and the motor controller 7, depending on different cooling needs. For example, if the cooling requirements of the power assembly 8 are higher, a larger diameter or higher flow rate first connecting water pipe 10 can be selected. Different water pipe configurations can better adapt to the component locations and structural layouts in different systems, ensuring that the coolant can efficiently reach each component. This design allows the system to flexibly select water pipe configurations according to different application scenarios and requirements, improving the system's adaptability and flexibility.

[0032] In this embodiment of the application, the coaxial electric drive system further includes: a motor and a reducer integrated on the housing; the output shaft axis of the motor and the output shaft axis of the reducer are coaxially arranged in the horizontal direction.

[0033] The coaxial arrangement of the motor and reducer makes the entire electric drive system more compact. Because the motor and reducer share the same horizontal axis, the Z-axis dimension of the electric drive system is reduced, resulting in a smaller volume and higher space utilization. This compact design is particularly suitable for the limited chassis space of new energy vehicles, better meeting the vehicle's requirements for miniaturization of the electric drive system. By lowering the height of the electric drive system, the vehicle chassis can be designed lower, freeing up more space inside the vehicle (such as the passenger compartment and luggage compartment), meeting the high usable floor space requirements of new energy vehicles.

[0034] Reference Figures 2-5 In this embodiment of the application, the coaxial electric drive system further includes: an oil sump 1 and an electronic oil pump 2 integrated on the housing; The lubricating oil inlet of the heat exchange device 3 is connected to the outlet of the electronic oil pump 2, and the outlet of the electronic oil pump 2 is connected to the oil tank 1. The housing is provided with a main oil passage 4, the motor is provided with a front bearing oil passage 51, a stator oil passage 52, a rotor oil passage and a rear bearing oil passage, and the reducer is provided with a reducer oil passage 61. The lubricating oil inlet of the main oil circuit 4 is connected to the lubricating oil outlet of the heat exchange device 3, and the lubricating oil outlet of the main oil circuit 4 is connected to the lubricating oil inlets of the motor front bearing oil circuit 51, the motor stator oil circuit 52, the motor rotor oil circuit, the motor rear bearing oil circuit and the reducer oil circuit 61 respectively. The lubricating oil outlets of the motor front bearing oil circuit 51, the motor stator oil circuit 52, the motor rotor oil circuit, the motor rear bearing oil circuit, and the reducer oil circuit 61 are connected to the same oil return port on the housing, and the oil return port is connected to the oil sump 1.

[0035] Oil sump 1 and electronic oil pump 2 are key components for achieving efficient lubrication and cooling; oil sump 1 is used to store lubricating oil, while electronic oil pump 2 is responsible for drawing lubricating oil from oil sump 1 and delivering it to various lubrication points throughout the system.

[0036] The outlet of the electronic oil pump 2 is connected to the lubricating oil inlet of the heat exchanger 3 via a pipe. The lubricating oil is first cooled by the heat exchanger 3 and then delivered to various parts of the system. At the same time, the outlet of the electronic oil pump 2 is also connected to the oil sump 1 to ensure that the lubricating oil circulates in the system. This design allows the lubricating oil to be sufficiently cooled before entering the lubrication point, thereby improving the lubrication effect and reducing the system temperature.

[0037] The housing features a main oil passage 4, which serves as the primary channel for distributing lubricating oil within the system. This main oil passage 4 ensures efficient distribution of lubricating oil to all components requiring lubrication, guaranteeing uniform and reliable lubrication. The motor incorporates multiple dedicated oil passages, including a front bearing oil passage 51, a stator oil passage 52, a rotor oil passage, and a rear bearing oil passage. These passages provide lubricating oil to the motor's critical components, ensuring adequate lubrication and cooling during operation. By designing independent oil passages for each component, unnecessary lubricating oil flow is avoided, thereby reducing oil churning losses.

[0038] The reducer is also equipped with an independent reducer oil passage 61 to provide lubricating oil to the gears and bearings in the reducer. This independent design ensures that the lubricating oil can accurately reach the key components of the reducer, improving lubrication efficiency, while reducing the random distribution of lubricating oil in the reducer cavity, thereby reducing oil churning losses.

[0039] The lubricating oil inlet of the main oil circuit 4 is connected to the lubricating oil outlet of the heat exchanger 3. Cooled lubricating oil flows out of the heat exchanger 3 and into the main oil circuit 4. The lubricating oil outlet of the main oil circuit 4 is connected to the lubricating oil inlets of the motor front bearing oil circuit 51, the motor stator oil circuit 52, the motor rotor oil circuit, the motor rear bearing oil circuit, and the reducer oil circuit 61, respectively. This design allows the lubricating oil to be precisely distributed to each lubrication point along a predetermined path, ensuring that each component receives sufficient lubrication and cooling, while avoiding disordered flow of the lubricating oil and reducing oil churning losses.

[0040] The lubricating oil outlets at each lubrication point ultimately connect to the same return port on the housing, which in turn connects to oil sump 1. This design allows the lubricating oil to flow smoothly back to oil sump 1 after completing its lubrication and cooling tasks, achieving lubricating oil recycling. By centralizing the return flow, the residence time of the lubricating oil in the system can be reduced, further reducing oil churning losses, while ensuring the cleanliness of the lubricating oil and its cooling effect.

[0041] Combination Figure 3-5 In this embodiment, the lubricating oil is stored in the oil sump 1 after passing through a filter. The electronic oil pump 2 exchanges heat between the lubricating oil and the coolant through the heat exchange device 3. After heat exchange, the lubricating oil flows through the main oil passage 4 of the housing and is diverted to the front bearing oil passage 51 of the motor and the reducer oil passage 61 to cool the front end of the motor and the reducer. The lubricating oil continues to cool the motor stator through the stator oil passage 52. Then, the lubricating oil flows into the rotor oil passage 53 and the rear bearing oil passage of the motor to cool the rotor and the rear bearing. Finally, it flows back to the oil sump 1 of the housing. The coolant enters the cooling water of the power assembly 8 from the vehicle water inlet 9 on the housing. After cooling the power supply assembly 8, the coolant flows out through the first connecting water pipe 10 and into the motor controller 7. After cooling the internal components of the motor controller 7, the coolant flows out through the outlet 71 of the motor controller 7, and then through the housing water pipe joint 13 into the heat exchange device 3 to exchange heat with the lubricating oil before flowing into the outlet 12 on the housing and into the vehicle cooling system. If the electric drive system does not require the function of the power supply assembly 8, the power supply assembly 8 can be quickly removed. The vehicle coolant can flow directly from the second connecting water pipe, cool the motor controller 7, enter the heat exchange device 3, and then flow into the vehicle cooling system, forming a coolant cycle.

[0042] Reference Figure 7 and Figure 8 The main oil circuit 4 includes: The first oil inlet passage 41 is connected to the outlet of the electronic oil pump 2; The second oil inlet passage 42 is connected to the first oil inlet passage 41; The third oil inlet passage 43 is connected to the second oil inlet passage 42. The third oil inlet passage 43 has a first sub-oil passage 431, a second sub-oil passage 432, and a third sub-oil passage 433 distributed on it. The first sub-oil passage 431 is connected to the first inlet of the motor front bearing oil passage 51. The second sub-oil passage 431 and the third sub-oil passage 422 are respectively connected to the reducer oil passage 61. The fourth oil inlet passage 44 is connected to the second oil inlet passage 42, and a fourth sub-oil passage is distributed on the fourth oil inlet passage 44; the fourth sub-oil passage is connected to the reducer oil passage 61. The fifth oil inlet passage 45 is connected to one end of the fourth oil inlet passage 44. The fifth oil inlet passage 45 has a fifth sub-oil passage 451, a sixth sub-oil passage 452 and a seventh sub-oil passage 453 distributed on it. The fifth sub-oil passage 451, the sixth sub-oil passage 452 and the seventh sub-oil passage 453 are respectively connected to the reducer oil passage 61. The sixth oil inlet passage 46 is connected to the other end of the fourth oil inlet passage 44; The seventh oil inlet passage 47 is connected to the sixth oil inlet passage 46; the seventh oil inlet passage 47 is provided with a first oil port and a second oil port, which are respectively connected to the motor stator oil passage 52. The eighth oil inlet passage 48 is connected to the seventh oil inlet passage 47; The ninth oil inlet passage 49 is connected to the eighth oil inlet passage 48; the ninth oil inlet passage 49 has an eighth sub-oil passage 491, a ninth sub-oil passage 492 and a tenth sub-oil passage 493 distributed on it; the eighth sub-oil passage 491 is connected to the tenth sub-oil passage 493; the eighth sub-oil passage 491 and the ninth sub-oil passage 492 are respectively connected to the motor rear bearing oil passage; and the tenth sub-oil passage 493 is connected to the motor rotor oil passage 7.

[0043] In this embodiment of the application, the first oil inlet passage 41 is parallel to the XY plane of the vehicle; The second oil inlet circuit 42 is parallel to the XZ plane of the vehicle. The third oil inlet passage 43 is parallel to the XZ plane of the vehicle and forms a first preset angle with the XY plane of the vehicle. The first sub-oil circuit 431 forms a second preset angle with the YZ plane of the whole vehicle; The second sub-oil circuit 432 forms a third preset angle with the XY plane of the whole vehicle and a fourth preset angle with the XZ plane of the whole vehicle; The third sub-oil circuit 433 forms a fifth preset angle with the XY plane of the whole vehicle and a sixth preset angle with the XZ plane of the whole vehicle; The fourth oil inlet circuit 44 is parallel to the YZ plane of the vehicle and parallel to the XY plane of the vehicle. The fourth sub-oil circuit forms a seventh preset angle with the XY plane of the whole vehicle and an eighth preset angle with the XZ plane of the whole vehicle. One section of the fifth oil inlet circuit 45 is parallel to the XZ plane of the vehicle and forms a ninth preset angle with the YZ plane of the vehicle; the other section forms a tenth preset angle with the XY plane of the vehicle and an eleventh preset angle with the XZ plane of the vehicle. The sixth oil inlet circuit 46 is parallel to the XZ plane of the vehicle and forms a twelfth angle with the XY plane of the vehicle. The seventh oil inlet circuit 47 is parallel to the YZ plane of the vehicle and parallel to the XY plane of the vehicle. The eighth oil inlet circuit 48 forms a thirteenth angle with the XY plane of the whole vehicle and a fourteenth angle with the XY plane of the whole vehicle; The ninth oil inlet circuit 49 is parallel to the XY plane of the vehicle. The eighth sub-oil circuit 491 forms a fifteenth angle with the XZ plane of the whole vehicle and a sixteenth angle with the YZ plane of the whole vehicle; The ninth sub-oil circuit 492 forms the seventeenth angle with the YZ plane of the whole vehicle and is parallel to the XZ plane of the whole vehicle. The tenth sub-oil circuit 493 forms an eighteenth angle with the XZ plane of the whole vehicle and a nineteenth angle with the YZ plane of the whole vehicle.

[0044] The coaxial electric drive system of this application optimizes the flow path of lubricating oil by precisely designing the angles between each oil circuit and the vehicle's coordinate plane, ensuring efficient distribution of lubricating oil to key components while reducing oil churning losses. The following is a description of the specific design and its effects: The design of the first oil inlet circuit 41 being parallel to the XY plane of the vehicle allows the lubricating oil to flow smoothly in the horizontal direction, reducing flow resistance and ensuring that the lubricating oil can enter the subsequent oil circuits at a stable flow rate.

[0045] The structural design of the second oil inlet passage 42 allows the lubricating oil to flow in a direction perpendicular to the ground, further reducing flow resistance, while ensuring that the lubricating oil can smoothly enter the third oil inlet passage 43.

[0046] The angled design of the third oil inlet 43 allows the lubricating oil to enter the motor front bearing and reducer oil passage 61 at a certain angle, optimizing the distribution path of the lubricating oil, reducing the random distribution of the lubricating oil in the cavity, and thus reducing the oil churning loss.

[0047] The angled design of the first sub-oil circuit 431 allows the lubricating oil to be precisely sprayed onto the key parts of the motor front bearing, reducing disordered flow of lubricating oil and improving lubrication efficiency.

[0048] The complex angle design of the second sub-oil passage 432 allows the lubricating oil to enter the reducer oil passage 61 in a specific direction and angle, optimizing the distribution path of the lubricating oil, reducing the random distribution of the lubricating oil in the reducer cavity, and thus reducing oil churning loss.

[0049] The angled design of the third sub-oil circuit 433 allows the lubricating oil to enter the reducer oil circuit 61 in a specific direction and angle, further optimizing the distribution path of the lubricating oil, reducing disordered flow of the lubricating oil, and improving lubrication efficiency.

[0050] The structural design of the fourth oil inlet circuit 44 allows the lubricating oil to flow smoothly in the horizontal direction, reducing flow resistance and ensuring that the lubricating oil can smoothly enter the fourth sub-oil circuit.

[0051] The angled design of the fourth sub-oil circuit allows the lubricating oil to enter the reducer oil circuit 61 in a specific direction and angle, optimizing the distribution path of the lubricating oil, reducing the random distribution of the lubricating oil in the reducer cavity, and thus reducing oil churning loss.

[0052] The complex angle design of the fifth oil inlet 45 allows the lubricating oil to enter the reducer oil circuit 61 in a specific direction and angle, further optimizing the distribution path of the lubricating oil, reducing disordered flow of the lubricating oil, and improving lubrication efficiency.

[0053] The sixth oil inlet circuit 46 is parallel to the XZ plane of the vehicle and forms a 13° angle with the XY plane of the vehicle. This design allows the lubricating oil to enter the seventh oil inlet circuit in a specific direction and angle, optimizing the distribution path of the lubricating oil, reducing disordered flow of the lubricating oil, and improving lubrication efficiency.

[0054] The design of the seventh oil inlet 47 allows the lubricating oil to flow smoothly in the horizontal direction, reducing flow resistance and ensuring that the lubricating oil can smoothly enter the motor stator oil circuit 52.

[0055] The angled design of the eighth oil inlet passage 48 allows lubricating oil to enter the ninth oil inlet passage in a specific direction and angle, optimizing the distribution path of lubricating oil, reducing disordered flow of lubricating oil, and improving lubrication efficiency.

[0056] The design of the ninth oil inlet circuit 49 being parallel to the XY plane of the vehicle allows the lubricating oil to flow smoothly in the horizontal direction, reducing flow resistance and ensuring that the lubricating oil can smoothly enter the motor rear bearing and motor rotor oil circuit.

[0057] The angled design of the eighth sub-oil circuit 491 allows lubricating oil to enter the motor rear bearing oil circuit in a specific direction and angle, optimizing the distribution path of lubricating oil, reducing disordered flow of lubricating oil, and improving lubrication efficiency.

[0058] The angled design of the ninth sub-oil circuit 492 allows the lubricating oil to enter the motor rear bearing oil circuit in a specific direction and angle, further optimizing the distribution path of the lubricating oil, reducing disordered flow of the lubricating oil, and improving lubrication efficiency.

[0059] The angled design of the tenth sub-oil circuit 493 allows lubricating oil to enter the motor rotor oil circuit in a specific direction and angle, optimizing the distribution path of lubricating oil, reducing disordered flow of lubricating oil, and improving lubrication efficiency.

[0060] By precisely designing the angle between the oil passages and the vehicle's coordinate plane, lubricating oil can enter key components in a specific direction and angle, reducing disordered oil flow and churning losses. The optimized flow path ensures that lubricating oil is accurately sprayed to the areas requiring lubrication, improving lubrication efficiency and reducing component wear. By rationally designing the angles of each oil passage, resistance during oil flow is reduced, ensuring that lubricating oil reaches each lubrication point with a stable flow rate and pressure. The optimized lubricating oil distribution path improves cooling efficiency, further reducing system operating temperature and extending component lifespan. These designs not only improve system lubrication and cooling efficiency but also significantly reduce churning losses, enhancing overall system efficiency and reliability, fully meeting the high-performance, miniaturized, and high-usable-area layout requirements of new energy vehicles' electric drive systems.

[0061] Reference Figure 7 In this embodiment of the application, the main oil circuit 4 further includes a tenth oil inlet circuit 410 that connects the seventh oil inlet circuit 47 and the eighth oil inlet circuit 48.

[0062] The tenth oil inlet passage 410, serving as the connection between the seventh and eighth oil inlets 47 and 48, further optimizes the lubricant distribution path. After passing through the seventh oil inlet passage 47, the lubricant smoothly transitions to the eighth oil inlet passage via the tenth oil inlet passage 410, avoiding flow obstruction or pressure fluctuations caused by direct connection. The design of the tenth oil inlet passage 410 reduces resistance during lubricant flow. Through a reasonable pipeline layout and connection, the lubricant can flow more smoothly, reducing eddies and energy losses caused by abrupt changes at pipeline connections. The optimized lubricant flow path reduces unnecessary contact between the lubricant and rotating parts, further reducing churning losses. By reducing the random distribution of lubricant within the cavity, the lubricant can more accurately reach the parts requiring lubrication, reducing energy loss.

[0063] Optionally, in the embodiments of the application, the diameters of the second oil inlet passage 42, the fourth oil inlet passage 44, the sixth oil inlet passage 46, and the seventh oil inlet passage 47 are the same; the diameter of the second oil inlet passage 42 is larger than the diameter of the third oil inlet passage 43, and the diameters of the first sub-oil passage 431, the third sub-oil passage 433, and the second sub-oil passage 432 decrease sequentially; the diameters of the third oil inlet passage 43, the fifth oil inlet passage 45, and the tenth oil inlet passage 410 are the same; and the diameters of the eighth oil inlet passage 48, the ninth oil inlet passage 49, and the tenth oil inlet passage 410 are the same.

[0064] By maintaining the same diameter in the second oil inlet passage 42, the fourth oil inlet passage 44, the sixth oil inlet passage 46, and the seventh oil inlet passage 47, the lubricating oil can flow at a relatively constant speed in these passages, reducing eddies and pressure losses caused by diameter variations. This design helps improve the lubricating oil delivery efficiency, ensuring that the lubricating oil can be quickly and evenly distributed to various critical components.

[0065] The second oil inlet passage 42, serving as the main conveying path of the main oil passage 4, has a larger diameter to meet the greater flow rate requirements. Conversely, the third oil inlet passage 43, after the branching process, has a relatively smaller flow rate and therefore a smaller diameter. This design optimizes lubricant distribution, ensuring sufficient flow before branching and minimizing unnecessary energy loss afterward. The larger diameter reduces flow resistance in the main conveying path, while the smaller diameter reduces disordered flow of lubricant in the branch paths, further reducing churning losses.

[0066] The design of decreasing diameters in the first sub-oil passage 431, the third sub-oil passage 433, and the second sub-oil passage 432 is based on the flow requirements of each branch oil passage. The first sub-oil passage 431 is responsible for supplying lubricating oil to the front bearing of the motor, requiring a relatively large flow rate; while the third sub-oil passage 433 and the second sub-oil passage 432 are responsible for supplying lubricating oil to different parts of the reducer, requiring relatively smaller flow rates. By gradually reducing the diameter, the lubricating oil can flow at an appropriate flow rate and speed in each branch path, reducing oil churning losses caused by excessive flow, while ensuring that each component receives sufficient lubricating oil. This design further optimizes the distribution of lubricating oil and improves lubrication efficiency.

[0067] The diameters of the third oil inlet passage 43, the fifth oil inlet passage 45, and the tenth oil inlet passage 410 are kept consistent to ensure that the flow characteristics of the lubricating oil are consistent in these branch paths, which facilitates design and manufacturing, and at the same time reduces flow instability caused by diameter changes.

[0068] The eighth oil inlet passage 48, the ninth oil inlet passage 49, and the tenth oil inlet passage 410 have the same diameter to ensure that the flow resistance of the lubricating oil in these main delivery paths is minimized, while ensuring the stability of the flow rate.

[0069] Optionally, in the embodiments of this application, the diameters of the first sub-oil passage 431, the second sub-oil passage 432, the third sub-oil passage 433, the fourth sub-oil passage, the fifth sub-oil passage 451, the sixth sub-oil passage 452, the seventh sub-oil passage 453, the eighth sub-oil passage 491, the ninth sub-oil passage 492, and the tenth sub-oil passage 493 are all different.

[0070] The diameter of each sub-oil passage is designed according to the specific needs of its target lubricating component, ensuring that lubricating oil can be precisely distributed to each critical part. This design reduces disordered flow of lubricating oil and improves lubrication efficiency. Through differentiated diameter design, lubricating oil can reach each component at the appropriate flow rate and speed, ensuring that each component receives sufficient lubrication.

[0071] By rationally designing the diameter of each sub-oil passage, the resistance of lubricating oil during flow is reduced. The diameter of each sub-oil passage is optimized according to its flow requirements, reducing eddies and energy losses caused by diameter mismatch. The differentiated diameter design reduces the random distribution of lubricating oil within the cavity, further reducing churning losses. By ensuring that the lubricating oil can accurately reach the parts that need lubrication, unnecessary contact between the lubricating oil and rotating parts is reduced.

[0072] like Figure 9 As shown, approximately 50% of the lubricating oil in the stator slots does not meet design standards, preventing it from being sprayed out to actively cool the windings. After the above-mentioned optimized cooling oil path design, lubrication of the motor windings can be achieved 360 degrees, reducing overall electric drive problems, minimizing cavity issues in the motor controller 7, and maximizing the efficiency of the electric drive cooling system. The flow simulation diagram after optimization is shown below. Figure 10 As shown.

[0073] This application also provides a vehicle including the coaxial electric drive system described above.

[0074] The vehicles can be, but are not limited to, pure electric vehicles (PEV / BEV), hybrid electric vehicles (HEV), range-extended electric vehicles (REEV), plug-in hybrid electric vehicles (PHEV), new energy vehicles, and gasoline vehicles.

[0075] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0076] Although preferred embodiments of the present invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the present invention.

[0077] It should also be noted that, in this document, the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are used for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, relational terms such as "first" and "second" are used to distinguish one entity or operation from another entity or operation, without necessarily requiring or implying any such actual relationship or order between these entities or operations, nor should they be construed as indicating or implying relative importance. Moreover, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements does not include those elements, but also includes other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes the element.

[0078] The technical solution provided by this invention has been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the above embodiments are only for the purpose of helping to understand this invention, and the content of this specification should not be construed as a limitation of this invention. Furthermore, for those skilled in the art, there will be different forms of changes in the specific implementation methods and application scope based on this invention. It is neither necessary nor possible to exhaustively list all implementation methods here, but obvious changes or modifications derived therefrom are still within the protection scope of this invention.

Claims

1. A coaxial electric drive system, characterized in that, include: The housing and the motor controller (7) and heat exchange device (3) integrated on the housing; The housing is provided with a vehicle water inlet (9) that is connected to the vehicle cooling system. The cooling water outlet of the motor controller (7) is connected to the cooling water inlet of the heat exchange device (3), and the cooling water outlet of the heat exchange device (3) is connected to the vehicle cooling system. The coaxial electric drive system may or may not include a power supply assembly (8). When the coaxial electric drive system includes the power assembly (8), the vehicle water inlet (9) is connected to the cooling water inlet of the power assembly (8), and the cooling water outlet of the power assembly (8) is connected to the cooling water inlet of the motor controller (7) through the first connecting water pipe (11). When the coaxial electric drive system does not include the power supply assembly (8), the vehicle water inlet (9) is connected to the cooling water inlet of the motor controller (7) through the second connecting water pipe.

2. The coaxial electric drive system according to claim 1, characterized in that, The first connecting water pipe (11) and the second connecting water pipe are water pipes of the same or different models.

3. The coaxial electric drive system according to claim 1, characterized in that, The coaxial electric drive system further includes a motor (5) and a reducer (6) integrated on the housing; the output shaft axis of the motor (5) and the output shaft axis of the reducer (6) are coaxially arranged in the horizontal direction.

4. The coaxial electric drive system according to claim 3, characterized in that, The coaxial electric drive system also includes an oil sump (1) and an electronic oil pump (2) integrated on the housing. The lubricating oil inlet of the heat exchange device (3) is connected to the lubricating oil outlet of the electronic oil pump (2), and the lubricating oil inlet of the electronic oil pump (2) is connected to the oil tank (1). The housing is provided with a main oil passage (4); The motor (5) is provided with a front bearing oil circuit (51), a stator oil circuit (52), a rotor oil circuit and a rear bearing oil circuit. The reducer (6) is provided with a reducer oil circuit (61). The lubricating oil inlet of the main oil circuit (4) is connected to the lubricating oil outlet of the heat exchange device (3), and the lubricating oil outlet of the main oil circuit (4) is connected to the lubricating oil inlets of the motor front bearing oil circuit (51), the motor stator oil circuit (52), the motor rotor oil circuit, the motor rear bearing oil circuit and the reducer oil circuit (61). The lubricating oil outlets of the motor front bearing oil circuit (51), the motor stator oil circuit (52), the motor rotor oil circuit, the motor rear bearing oil circuit, and the reducer oil circuit (61) are connected to the same return port on the housing, and the return port is connected to the oil sump (1).

5. The coaxial electric drive system according to claim 4, characterized in that, The main oil circuit (4) includes: The first oil inlet passage (41) is connected to the outlet of the electronic oil pump (2); The second oil inlet passage (42) is connected to the first oil inlet passage (41); The third oil inlet passage (43) is connected to the second oil inlet passage (42), and the third oil inlet passage (43) has a first sub-oil passage (431), a second sub-oil passage (432) and a third sub-oil passage (433) distributed on it. The first sub-oil circuit (431) is connected to the first inlet of the motor front bearing oil circuit (51), and the second sub-oil circuit (432) and the third sub-oil circuit (433) are respectively connected to the reducer oil circuit (61); The fourth oil inlet passage (44) is connected to the second oil inlet passage (42), and a fourth sub-oil passage is distributed on the fourth oil inlet passage (44); the fourth sub-oil passage is connected to the reducer oil passage (61); The fifth oil inlet passage (45) is connected to one end of the fourth oil inlet passage (44). The fifth oil inlet passage (45) has a fifth sub-oil passage (451), a sixth sub-oil passage (452) and a seventh sub-oil passage (453) distributed on it. The fifth sub-oil passage (451), the sixth sub-oil passage (452) and the seventh sub-oil passage (453) are respectively connected to the reducer oil passage (61). The sixth oil inlet passage (46) is connected to the other end of the fourth oil inlet passage (44); The seventh oil inlet (47) is connected to the sixth oil inlet (46); the seventh oil inlet (47) has a first oil port (471) and a second oil port (472), which are connected to the motor stator oil circuit (52) respectively. The eighth oil inlet passage (48) is connected to the seventh oil inlet passage (47); The ninth oil inlet circuit (49) is connected to the eighth oil inlet circuit (48); the ninth oil inlet circuit (49) is provided with an eighth sub-oil circuit (491), a ninth sub-oil circuit (492) and a tenth sub-oil circuit (493). The eighth sub-oil circuit (491) is connected to the tenth sub-oil circuit (493). The eighth sub-oil circuit (491) and the ninth sub-oil circuit (492) are respectively connected to the motor rear bearing oil circuit. The tenth sub-oil circuit (493) is connected to the motor rotor oil circuit.

6. The coaxial electric drive system according to claim 5, characterized in that, The first oil inlet circuit (41) is parallel to the XY plane of the vehicle; The second oil inlet circuit (42) is parallel to the XZ plane of the vehicle; The third oil inlet circuit (43) is parallel to the XZ plane of the vehicle and forms a first preset angle with the XY plane of the vehicle; The first sub-oil circuit (431) forms a second preset angle with the YZ plane of the whole vehicle; The second sub-oil circuit (432) forms a third preset angle with the XY plane of the whole vehicle and a fourth preset angle with the XZ plane of the whole vehicle; The third sub-oil circuit (433) forms a fifth preset angle with the XY plane of the whole vehicle and a sixth preset angle with the XZ plane of the whole vehicle; The fourth oil inlet circuit (44) is parallel to the YZ plane of the whole vehicle and parallel to the XY plane of the whole vehicle; The fourth sub-oil circuit forms a seventh preset angle with the XY plane of the whole vehicle and an eighth preset angle with the XZ plane of the whole vehicle. One section of the fifth oil inlet circuit (45) is parallel to the XZ plane of the whole vehicle and forms a ninth preset angle with the YZ plane of the whole vehicle; the other section forms a tenth preset angle with the XY plane of the whole vehicle and forms an eleventh preset angle with the XZ plane of the whole vehicle. The sixth oil inlet (46) is parallel to the XZ plane of the vehicle and forms a twelfth angle with the XY plane of the vehicle; The seventh oil inlet circuit (47) is parallel to the YZ plane of the whole vehicle and parallel to the XY plane of the whole vehicle; The eighth oil inlet (48) forms a thirteenth angle with the XY plane of the whole vehicle and a fourteenth angle with the XY plane of the whole vehicle; The ninth oil inlet circuit (49) is parallel to the XY plane of the vehicle. The eighth sub-oil circuit (491) forms a fifteenth angle with the XZ plane of the whole vehicle and a sixteenth angle with the YZ plane of the whole vehicle; The ninth sub-oil circuit (492) forms the seventeenth angle with the YZ plane of the whole vehicle and is parallel to the XZ plane of the whole vehicle; The tenth sub-oil circuit (493) forms an eighteenth angle with the XZ plane of the whole vehicle and a nineteenth angle with the YZ plane of the whole vehicle.

7. The coaxial electric drive system according to claim 5, characterized in that, The main oil circuit (4) also includes a tenth oil inlet circuit (410) that connects the seventh oil inlet circuit (47) and the eighth oil inlet circuit (48).

8. The coaxial electric drive system according to claim 7, characterized in that, The diameters of the second oil inlet passage (42), the fourth oil inlet passage (44), the sixth oil inlet passage (46), and the seventh oil inlet passage (47) are the same; The diameter of the second oil inlet passage (42) is larger than the diameter of the third oil inlet passage (43), and the diameters of the first sub-oil passage (431), the third sub-oil passage (433), and the second sub-oil passage (432) decrease sequentially. The diameters of the third oil inlet passage (43), the fifth oil inlet passage (45), and the tenth oil inlet passage (410) are the same; The eighth oil inlet (48), the ninth oil inlet (49), and the tenth oil inlet (410) have the same diameter.

9. The coaxial electric drive system according to claim 7, characterized in that, The diameters of the first sub-oil passage (431), the second sub-oil passage (432), the third sub-oil passage (433), the fourth sub-oil passage, the fifth sub-oil passage (451), the sixth sub-oil passage (452), the seventh sub-oil passage (453), the eighth sub-oil passage (491), the ninth sub-oil passage (492), and the tenth sub-oil passage (493) are all different.

10. A vehicle, characterized in that, Includes the coaxial electric drive system according to any one of claims 1-9.

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