Electrically driven cooling structure, electrically driven system and vehicle

Abstract

The application provides an electric drive cooling structure, an electric drive system and a vehicle, which comprise a rotor shaft, the rotor shaft having an oil delivery pipeline for transmitting cooling oil, the rotor shaft comprising at least one first shaft section and at least one second shaft section, the first end of the first shaft section being connected to the first end of the second shaft section, the first shaft section having a plurality of first shaft oil holes arranged at intervals in the circumferential direction, the second shaft section having a plurality of second shaft oil holes arranged at intervals in the circumferential direction, the plurality of second shaft oil holes being arranged one-to-one corresponding to the plurality of first shaft oil holes, the oil delivery pipeline being connected in communication with the plurality of second shaft oil holes and the plurality of first shaft oil holes, and the second shaft section being provided with a rotor cooling oil channel; and a rotor assembly, the rotor assembly being connected to the second shaft section, one end of the rotor assembly being arranged adjacent to the first shaft section, and the rotor assembly being arranged at intervals with the rotor cooling oil channel. The application solves the problem that the cooling oil is difficult to be effectively distributed to the key parts of the electric machine in the prior art.

Description

Technical Field

[0001] This invention relates to the field of electric drive cooling, and more specifically, to an electric drive cooling structure, an electric drive system, and a vehicle. Background Technology

[0002] In the electric drive systems of new energy vehicles, high power density and high torque density motors are increasingly widely used, but this brings with it the challenge of temperature rise limiting motor performance. During the operation of electric vehicles and other electric equipment, motor temperature control is crucial for ensuring efficient and stable operation. Traditional electric drive cooling methods often employ air cooling or water cooling systems. However, for motors with complex and compact internal structures, especially high-speed motors, these cooling methods often fail to directly and effectively cool the core components such as the rotor and stator.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] The main objective of this invention is to provide an electric drive cooling structure, an electric drive system, and a vehicle to solve the problem in the prior art that cooling oil is difficult to effectively distribute to key parts of the motor.

[0005] To achieve the above objectives, according to one aspect of the present invention, an electric drive cooling structure is provided, comprising: a rotor shaft having an oil supply line for transmitting cooling oil; the rotor shaft including at least one first shaft segment and at least one second shaft segment; a first end of the first shaft segment being connected to a first end of the second shaft segment; the first shaft segment having a plurality of circumferentially spaced first shaft oil holes; the second shaft segment having a plurality of circumferentially spaced second shaft oil holes; the plurality of second shaft oil holes corresponding one-to-one with the plurality of first shaft oil holes; the oil supply line communicating with the plurality of first shaft oil holes through the plurality of second shaft oil holes; and the second shaft segment being provided with rotor cooling oil channels that flow along... The second shaft segment extends axially, and the first end of the first shaft segment is circumferentially spaced with multiple first oil grooves. Each of the multiple first oil grooves corresponds to a multiple first shaft oil hole, and the first oil grooves are connected to the corresponding first shaft oil holes. Some of the multiple first oil grooves are connected to the rotor cooling oil passages. The rotor assembly is connected to the second shaft segment, and one end of the rotor assembly is adjacent to the first shaft segment. The rotor assembly and the rotor cooling oil passages are spaced apart. When the rotor shaft rotates, some of the cooling oil entering the oil supply pipeline can cool the inside of the rotor assembly, and some of the cooling oil is thrown out by the multiple first shaft oil holes and can cool the windings of the stator assembly.

[0006] Furthermore, the first shaft segment has a first oil delivery chamber, the second shaft segment has a second oil delivery chamber, the second oil delivery chamber is connected to a plurality of second shaft oil holes, the first oil delivery chamber is connected to the second oil delivery chamber to form an oil delivery pipeline, and at least one of the second ends of the first shaft segment and the second shaft segment is provided with an oil inlet hole.

[0007] Furthermore, the rotor cooling oil passage includes: a rotor cooling sub-oil passage, which extends along the second shaft segment and is spaced apart from the rotor assembly; and a second oil groove, which includes multiple second oil grooves, which are circumferentially spaced at the first end of the second shaft segment and are respectively connected to the rotor cooling sub-oil passage; wherein, the multiple second oil grooves are corresponding to a portion of the first oil grooves in the multiple first oil grooves, and a portion of the first oil grooves in the multiple first oil grooves are respectively connected to the corresponding second oil grooves.

[0008] Furthermore, the geometric center line of any one of the plurality of first oil grooves is set at a preset angle with the geometric center line of the corresponding first shaft oil hole, and / or, the geometric center line of any one of the plurality of second oil grooves is set at a preset angle with the geometric center line of the corresponding first oil groove.

[0009] Furthermore, the geometric center line of any one of the multiple second oil tanks is set at a preset angle with the geometric center line of the corresponding first oil tank.

[0010] Furthermore, multiple first shaft oil holes are arranged close to the winding, with the inner diameter of the first shaft oil hole being a and the inner diameter of the second shaft oil hole being b, where a≤b.

[0011] Furthermore, the outer diameter of the first end of the first shaft segment is c, and the outer diameter of the second end of the first shaft segment is d, where d < c.

[0012] Furthermore, the geometric center line of any one of the multiple first shaft oil holes is collinear with the geometric center line of the corresponding second shaft oil hole.

[0013] In another aspect, the present invention provides an electric drive system including an electric drive cooling structure, wherein the electric drive cooling structure is the electric drive cooling structure described above.

[0014] In another aspect, the present invention provides a vehicle including an electric drive system, wherein the electric drive cooling structure is the electric drive system described above.

[0015] By integrating an oil supply pipeline into the rotor shaft, the cooling oil can directly enter the rotor cooling oil channel to cool the inside of the rotor assembly when the rotor shaft rotates. Furthermore, through the cooperation of the first shaft oil hole and the first oil groove, a portion of the cooling oil is evenly thrown onto the winding surface of the stator assembly, achieving precise cooling of the motor's core components. This cooling structure significantly improves cooling efficiency, extends the motor's service life, and reduces operating noise and energy consumption, which is of great significance for improving the overall performance of electric vehicles and electric equipment. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0017] Figure 1 A schematic diagram of a first embodiment of the electric drive cooling structure according to the present invention is shown;

[0018] Figure 2 A schematic diagram of a first embodiment of the first shaft segment in the electric drive cooling structure according to the present invention is shown;

[0019] Figure 3 A schematic diagram of a first embodiment of the second shaft segment in the electric drive cooling structure according to the present invention is shown;

[0020] Figure 4 A schematic diagram of a second embodiment of the electric drive cooling structure according to the present invention is shown.

[0021] The above figures include the following reference numerals:

[0022] 10. First axle segment;

[0023] 101. First shaft oil hole;

[0024] 102. First oil tank;

[0025] 103. First oil delivery chamber;

[0026] 20. Second axle segment;

[0027] 201. Rotor cooling sub-oil passage;

[0028] 202. Second oil tank;

[0029] 203. Second shaft oil hole;

[0030] 204. Second oil delivery chamber;

[0031] 30. Rotor assembly;

[0032] 40. Stator assembly;

[0033] 401. Winding. Detailed Implementation

[0034] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0035] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0036] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0037] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0038] In the electric drive systems of new energy vehicles, with the ever-increasing demands for vehicle performance and driving range, the application of high power density and high torque density motors is becoming increasingly widespread. These motors, with their smaller size, can carry higher power output, thus achieving a significant increase in vehicle power. However, the increase in motor power density inevitably leads to increased heat generation, especially under high-speed operation and high-load conditions, where the internal temperature of the motor rises rapidly, posing a significant threat to the reliability and performance of the motor.

[0039] An increase in the internal temperature of a motor directly affects its material properties and electrical performance. For example, increased temperature can lead to increased resistance in the motor windings, resulting in additional copper losses and temperature rise, creating a vicious cycle. Furthermore, high temperatures can affect the performance of the motor's insulation materials, reducing their lifespan and reliability. In extreme cases, excessively high temperatures can cause permanent damage to internal motor components, such as magnet demagnetization and insulation failure, and in severe cases, even lead to safety accidents.

[0040] To address the issue of motor temperature rise, traditional cooling methods such as air cooling and water cooling are widely used in motor design. Air cooling systems remove heat generated by the motor through forced airflow, but due to their limited contact area, their heat transfer efficiency is low for compact motors. Furthermore, at high speeds, airflow is constrained by the motor's internal structure, resulting in poor cooling performance. While water cooling systems can remove heat more effectively, their conductivity limits their ability to directly contact sensitive components inside the motor, such as windings and rotors. They require indirect cooling through complex channel structures, which not only increases system complexity and cost but can also reduce cooling efficiency due to improper water circuit design.

[0041] In electric drive systems, the rotor and stator are crucial components for generating and transmitting power, and also the primary sources of heat. The high-speed rotating rotor generates significant heat on its surface and within its core due to friction and eddy current effects. The stator windings also generate heat when current flows through them, especially under high current and low voltage conditions. Temperature control of these core components is critical, directly impacting the motor's efficiency, reliability, and lifespan. However, traditional cooling methods struggle to directly and efficiently cool these parts, particularly given the more compact internal structure and complex heat distribution of the motor.

[0042] In summary, the application of high-power-density motors in the electric drive systems of new energy vehicles faces serious challenges in terms of temperature rise. The limitations of traditional cooling methods are becoming increasingly apparent, and there is an urgent need for a new technology that can directly and effectively cool the core components of the motor in order to further improve motor performance and achieve long-term stable operation.

[0043] Combination Figures 1 to 4As shown, according to a specific embodiment of this application, an electric drive cooling structure is provided.

[0044] Specifically, such as Figure 1 , Figure 2 and Figure 3 As shown, an electric drive cooling structure includes: a rotor shaft, the rotor shaft having an oil supply line for transmitting cooling oil, the rotor shaft including at least one first shaft section 10 and at least one second shaft section 20, the first end of the first shaft section 10 being connected to the first end of the second shaft section 20, the first shaft section 10 having a plurality of circumferentially spaced first shaft oil holes 101, the second shaft section 20 having a plurality of circumferentially spaced second shaft oil holes 203, the plurality of second shaft oil holes 203 being arranged one-to-one with the plurality of first shaft oil holes 101, the oil supply line communicating with the plurality of first shaft oil holes 101 through the plurality of second shaft oil holes 203, the second shaft section 20 being provided with rotor cooling oil channels, the rotor cooling oil channels extending axially along the second shaft section 20, the first shaft section 10... Multiple first oil grooves 102 are circumferentially spaced at the first end of the rotor assembly 40. Each of the multiple first oil grooves 102 corresponds to a multiple first shaft oil hole 101. The first oil grooves 102 are connected to the corresponding first shaft oil holes 101. Some of the multiple first oil grooves 102 are connected to the rotor cooling oil passages. The rotor assembly 30 is connected to the second shaft section 20. One end of the rotor assembly 30 is adjacent to the first shaft section 10. The rotor assembly 30 is spaced apart from the rotor cooling oil passages. When the rotor shaft rotates, some of the cooling oil entering the oil supply line can cool the inside of the rotor assembly 30. Some of the cooling oil is thrown out by the multiple first shaft oil holes 101 and can cool the windings 401 of the stator assembly 40.

[0045] By integrating an oil supply pipeline into the rotor shaft, when the rotor shaft rotates, the cooling oil can not only directly enter the rotor cooling oil channel to cool the inside of the rotor assembly 30, but also, through the cooperation of the first shaft oil hole 101 and the first oil groove 102, a portion of the cooling oil is evenly thrown onto the winding surface of the stator assembly, achieving precise cooling of the core components of the motor. This cooling structure significantly improves cooling efficiency, extends the service life of the motor, and reduces the motor's operating noise and energy consumption, which is of great significance for improving the overall performance of electric vehicles and electric equipment.

[0046] Furthermore, the first shaft segment 10 has a first oil delivery chamber 103, and the second shaft segment 20 has a second oil delivery chamber 204. The second oil delivery chamber 204 is connected to a plurality of second shaft oil holes 203. The first oil delivery chamber 103 and the second oil delivery chamber 204 are connected to form an oil delivery pipeline. At least one of the second ends of the first shaft segment 10 and the second ends of the second shaft segment 20 is provided with an oil inlet hole.

[0047] In this embodiment, the first shaft segment 10 and the second shaft segment 20 each have a first oil delivery chamber 103 and a second oil delivery chamber 204 inside. The second oil delivery chamber 204 is directly connected to multiple second shaft oil holes 203, ensuring that the cooling oil can be evenly distributed to the circumference of the rotor shaft. The first oil delivery chamber 103 and the second oil delivery chamber 204 are connected to form a cooling oil delivery pipeline, ensuring that the cooling oil smoothly enters the rotor shaft from the oil inlet hole. An oil inlet hole is provided at least at the second end of the first shaft segment 10 or the second end of the second shaft segment 20. This design not only simplifies the structure of the cooling system but also improves its flexibility and efficiency, enabling the cooling oil to be accurately delivered to the first shaft oil hole 101 and the second shaft oil hole 203 under different operating conditions of the motor, thereby effectively cooling the winding 401 of the stator assembly 40 and the rotor assembly 30.

[0048] In one exemplary embodiment, such as Figure 4 As shown, the rotor cooling oil passage includes: a rotor cooling sub-oil passage 201, which extends along the second shaft segment 20 and is spaced apart from the rotor assembly 30; and a second oil groove 202, which includes multiple second oil grooves 202, which are circumferentially spaced at the first end of the second shaft segment 20 and are respectively connected to the rotor cooling sub-oil passage 201; wherein, the multiple second oil grooves 202 are correspondingly arranged with a portion of the multiple first oil grooves 102, and the portion of the multiple first oil grooves 102 is respectively connected to the corresponding second oil groove 202.

[0049] In this embodiment, the rotor cooling oil passage includes a rotor cooling sub-oil passage 201 and a second oil groove 202. The rotor cooling sub-oil passage 201 extends along the second shaft segment 20 and maintains a certain distance from the rotor assembly 30, ensuring that the cooling oil can directly cool the inner side of the rotor, effectively reducing the rotor temperature rise. Simultaneously, a plurality of second oil grooves 202, circumferentially spaced at the first end of the second shaft segment 20, are connected to the rotor cooling sub-oil passage 201. These second oil grooves 202 are also partially corresponding to and connected to a portion of the plurality of first oil grooves 102 located at the first end of the first shaft segment 10. This layout achieves precise transport of cooling oil from the first shaft segment 10 to the second shaft segment 20.

[0050] In this embodiment, the geometric center line of any one of the plurality of first oil grooves 102 is set at a preset angle with the geometric center line of the corresponding first shaft oil hole 101, and / or, the geometric center line of any one of the plurality of second oil grooves 202 is set at a preset angle with the geometric center line of the corresponding first oil groove 102.

[0051] In this embodiment, the geometric center lines between any one of the multiple first oil grooves 102 and its corresponding first shaft oil hole 101 are set at a preset angle. This innovative design allows the cooling oil, when ejected from the first shaft oil hole 101, to enter the first oil groove 102 along a predetermined path. Then, based on the rotation angle of the rotor shaft, it is precisely guided to the second oil groove 202 of the second shaft segment 20, and subsequently connects with the second shaft oil hole 203, achieving precise delivery of the cooling oil to the rotor cooling oil channels and stator windings. Similarly, a preset angle is also provided between the second oil groove 202 and its corresponding first oil groove 102, ensuring the transmission efficiency and uniform distribution of the cooling oil between different shaft segments.

[0052] Furthermore, the geometric center line of any one of the multiple second oil grooves 202 is set at a preset angle with the geometric center line of the corresponding first oil groove 102. This preset angle between the multiple second oil grooves 202 and the corresponding first oil groove 102 greatly optimizes the flow path and efficiency of the cooling oil inside the rotor shaft. This allows the cooling oil, after being ejected from the first shaft section 10, to precisely enter the second oil groove 202 of the second shaft section 20 at a specific angle, thereby effectively guiding the cooling oil to the rotor cooling sub-oil channel 201 and achieving precise cooling of the rotor assembly 30.

[0053] Specifically, multiple first shaft oil holes 101 are positioned close to the winding 401. The inner diameter of the first shaft oil hole 101 is 'a', and the inner diameter of the second shaft oil hole 203 is 'b', where 'a' ≤ 'b'. By setting multiple first shaft oil holes 101 close to the winding 401, and designing their inner diameter 'a' to be less than or equal to the inner diameter 'b' of the second shaft oil hole 203, this design achieves fine adjustment and optimized distribution of cooling oil flow. The smaller inner diameter of the first shaft oil hole 101 can control the amount of cooling oil entering the winding area, effectively avoiding resource waste caused by overcooling, while ensuring that the thermal management requirements of the winding 401 are met; while the larger inner diameter of the second shaft oil hole 203 is conducive to increasing the flow of cooling oil to the rotor cooling sub-oil passage 201, improving the cooling efficiency of the rotor assembly 30, especially for the high-loss rotor core and permanent magnets.

[0054] In an exemplary embodiment, the outer diameter of the first end of the first shaft segment 10 is c, and the outer diameter of the second end of the first shaft segment 10 is d, where d < c. By designing different outer diameters at the two ends of the first shaft segment 10—that is, the outer diameter of the first end is c and the outer diameter of the second end is d—and ensuring that d < c, the distribution and flow efficiency of the motor cooling oil are creatively optimized. This unique structure allows the cooling oil to carry more cooling oil when entering the first shaft segment 10 due to the higher outer diameter c at the first end, thus ensuring a sufficient oil supply. Subsequently, when the cooling oil reaches the second end, the smaller outer diameter d accelerates the flow rate of the cooling oil in that area, promoting faster distribution of the oil through the first shaft oil hole 101 and the first oil groove 102 to the critical thermal management areas of the motor, such as the winding 401 and the rotor assembly 30. This tapered design not only effectively improves the response speed of the cooling system but also ensures the uniform distribution of cooling oil inside the motor. Especially when the motor is running under high load conditions, it can quickly reduce the temperature of critical parts, improving the thermal stability and overall performance of the motor.

[0055] In this embodiment, the geometric center line of any one of the plurality of first shaft oil holes 101 is collinear with the geometric center line of the corresponding second shaft oil hole 203. By ensuring that the geometric center line of any one of the plurality of first shaft oil holes 101 is collinear with the geometric center line of the corresponding second shaft oil hole 203, direct and efficient flow of cooling oil within the electric drive system is achieved. This ingenious arrangement ensures that after the cooling oil flows out from the first shaft section 10 through the first shaft oil hole 101, it can directly enter the second shaft oil hole 203 of the second shaft section 20 along a precise path, and then be guided to the rotor cooling sub-oil channel 201 or the stator winding 401, greatly improving the transmission efficiency and cooling effect of the cooling oil.

[0056] According to another specific embodiment of this application, an electric drive system is also provided, including an electric drive cooling structure, wherein the electric drive cooling structure is the electric drive cooling structure described above.

[0057] Applying the technical solution of this invention, the system integrates the electric drive cooling structure described in detail above. Through this innovative cooling design, the electric drive system can achieve more efficient and precise thermal management. The core of the electric drive cooling structure lies in its ability to intelligently distribute cooling oil flow through the precise design and adjustment of oil holes and oil grooves on the first shaft section 10 and the second shaft section 20. This allows for on-demand cooling of the stator winding 401 and rotor assembly 30 of the electric drive system according to different operating conditions (such as power and speed). This cooling structure not only enhances the heat dissipation performance of the electric drive system but also ensures temperature control of the motor during high power density and high torque density operation, effectively preventing performance degradation and component damage caused by overheating.

[0058] According to another specific embodiment of this application, a vehicle is also provided, including an electric drive system, wherein the electric drive cooling structure is the electric drive system described above.

[0059] Applying the technical solution of this invention, the vehicle is equipped with the aforementioned electric drive system, in which the electric drive cooling structure is a core component. By integrating our electric drive cooling structure, the vehicle can maintain the high performance and high reliability of the electric drive system under various driving conditions. Especially under extreme conditions such as high load and high speed, the cooling structure can effectively control the motor temperature, avoiding overheating, thereby ensuring stable motor operation and extending its service life. The intelligent flow regulation capability of this cooling structure allows the cooling oil to be dynamically distributed according to the actual needs of the motor, ensuring that key components such as the stator winding 401 and rotor assembly 30 receive sufficient cooling, while reducing the energy consumption of the entire system.

[0060] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0061] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0062] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0063] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An electrically driven cooling structure, characterized in that, include: The rotor shaft has an oil supply line for transmitting cooling oil. The rotor shaft includes at least one first shaft section (10) and at least one second shaft section (20). The first end of the first shaft section (10) is connected to the first end of the second shaft section (20). The first shaft section (10) has a plurality of first shaft oil holes (101) spaced apart circumferentially. The second shaft section (20) has a plurality of second shaft oil holes (203) spaced apart circumferentially. The plurality of second shaft oil holes (203) correspond one-to-one with the plurality of first shaft oil holes (101). The oil supply line passes through the plurality of second shaft sections. The oil hole (203) is connected to a plurality of first shaft oil holes (101). The second shaft section (20) is provided with a rotor cooling oil passage. The rotor cooling oil passage extends axially along the second shaft section (20). The first end of the first shaft section (10) is circumferentially spaced with a plurality of first oil grooves (102). The plurality of first oil grooves (102) are provided in a one-to-one correspondence with the plurality of first shaft oil holes (101). The first oil grooves (102) are connected to the corresponding first shaft oil holes (101). A portion of the plurality of first oil grooves (102) are connected to the rotor cooling oil passage. Rotor assembly (30), the rotor assembly (30) is connected to the second shaft segment (20), one end of the rotor assembly (30) is disposed adjacent to the first shaft segment (10), and the rotor assembly (30) is disposed at intervals from the rotor cooling oil passage; When the rotor shaft rotates, a portion of the cooling oil entering the oil pipeline can cool the inside of the rotor assembly (30), and a portion of the cooling oil, after being thrown out by multiple first shaft oil holes (101), can cool the windings (401) of the stator assembly (40). Wherein, the first shaft segment (10) has a first oil delivery chamber (103), the second shaft segment (20) has a second oil delivery chamber (204), the second oil delivery chamber (204) is connected to a plurality of second shaft oil holes (203), the first oil delivery chamber (103) and the second oil delivery chamber (204) are connected to form the oil delivery pipeline, and at least one of the second end of the first shaft segment (10) and the second end of the second shaft segment (20) is provided with an oil inlet hole; The rotor cooling oil passage includes: A rotor cooling sub-oil passage (201) extends along the second shaft segment (20) and is spaced apart from the rotor assembly (30); The second oil groove (202) includes multiple second oil grooves (202), which are circumferentially spaced at the first end of the second shaft section (20), and the multiple second oil grooves (202) are respectively connected to the rotor cooling sub-oil passage (201); Among them, a plurality of second oil tanks (202) are correspondingly arranged with a portion of the first oil tanks (102) in a plurality of first oil tanks (102), and a portion of the first oil tanks (102) in a plurality of first oil tanks (102) are respectively connected to the corresponding second oil tanks (202).

2. The electric drive cooling structure according to claim 1, characterized in that, The geometric center line of any one of the plurality of first oil grooves (102) is set at a preset angle with the geometric center line of the corresponding first shaft oil hole (101), and / or, the geometric center line of any one of the plurality of second oil grooves (202) is set at a preset angle with the geometric center line of the corresponding first oil groove (102).

3. The electric drive cooling structure according to claim 2, characterized in that, Multiple first shaft oil holes (101) are arranged close to the winding (401), the inner diameter of the first shaft oil hole (101) is a, and the inner diameter of the second shaft oil hole (203) is b, wherein a≤b.

4. The electric drive cooling structure according to claim 1, characterized in that, The outer diameter of the first end of the first shaft segment (10) is c, and the outer diameter of the second end of the first shaft segment (10) is d, where d < c.

5. The electric drive cooling structure according to claim 1, characterized in that, The geometric center line of any one of the plurality of first shaft oil holes (101) is collinear with the geometric center line of the corresponding second shaft oil hole (203).

6. An electric drive system, comprising an electric drive cooling structure, characterized in that, The electric drive cooling structure is the electric drive cooling structure according to any one of claims 1-5.

7. A vehicle comprising an electric drive system, characterized in that, The electric drive system is the electric drive system as described in claim 6.

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