Power assembly and electric vehicle

Abstract

The invention provides a power assembly and an electric vehicle. A shell of the power assembly comprises an oil suction channel, and cooling liquid in the shell of the power assembly flows into the oil pump through the oil suction channel under the action of the oil pump. And the oil absorption channel comprises a first section of oil absorption channel and a second section of oil absorption channel. And the through direction of the first section of oil absorption channel is intersected with the through direction of the second section of oil absorption channel. And the first end of the first section of oil absorption channel is lower than the second end of the first section of oil absorption channel along the gravity direction. Under the action of the oil pump, cooling liquid in a shell of the power assembly flows into the first-section oil suction channel through the first end of the first-section oil suction channel, and cooling liquid in the first-section oil suction channel flows into the oil pump through the second-section oil suction channel from the second end of the first-section oil suction channel. Through the cooperation of the first section of oil suction channel and the second section of oil suction channel, the oil suction height of the oil pump can be reduced, and the size, increased by the oil suction channels, of the shell of the power assembly is reduced.

Description

Technical Field

[0001] This application relates to the field of electric vehicle technology, and in particular to a powertrain and an electric vehicle. Background Technology

[0002] In electric vehicles, the powertrain is the source of power for the entire vehicle. When the powertrain is operating, its internal structure generates heat, necessitating the circulation of coolant to lower its temperature. With the continuous development of the electric vehicle industry, the demand for powertrain power density is increasing, making powertrain cooling an even greater challenge.

[0003] To facilitate coolant transfer within the powertrain, an oil pump is typically used to draw coolant from the powertrain housing, providing the power for this transfer. However, due to the powertrain housing structure, the oil pump is prone to dry-suction, which negatively impacts its lifespan. Summary of the Invention

[0004] This application provides a powertrain and electric vehicle that can reduce the risk of oil pump cavitation and reduce size.

[0005] In a first aspect, embodiments of this application provide a powertrain for driving the wheels of an electric vehicle. The powertrain housing includes an oil suction channel through which coolant in the powertrain housing flows into the powertrain's oil pump under the action of the pump. The oil suction channel includes a first section and a second section.

[0006] The first oil suction channel runs through the powertrain housing in a direction that intersects with the second oil suction channel in the same direction. Along the direction of gravity, the first end of the first oil suction channel is lower than its second end. Under the action of the powertrain's oil pump, coolant in the powertrain housing flows into the first oil suction channel through its first end, and coolant in the first oil suction channel flows into the powertrain's oil pump through its second end.

[0007] In this embodiment, the oil pump draws coolant from the powertrain housing through the oil suction channel. The driving force provided by the oil pump facilitates the flow of coolant within the powertrain, enhancing its cooling effect. The oil suction channel is located within the powertrain housing. Compared to using external pipes on the outside of the powertrain housing, this embodiment reduces the number of structural components in the powertrain and lowers the risk of coolant leakage.

[0008] One of the common malfunctions of oil pumps during operation is air suction. Air entering the oil pump can easily cause noise, damage its internal structure, and hinder coolant flow within the powertrain. The air suction problem is related to the suction height of the oil intake channel. If the suction height is too high, the coolant level in the powertrain housing may not fully cover the intake channel, making it easier for air to be drawn in. Therefore, reducing the suction height of the oil intake channel in the direction of gravity can lower the risk of air suction.

[0009] However, reducing the suction height of the oil suction channel may lead to an increase in powertrain size. If the powertrain housing supplies coolant to the oil pump only through a single suction channel, the suction channel needs to extend to the oil pump so that its outlet connects to the pump. With the outlet of the suction channel and the position of the oil pump remaining unchanged, to reduce the height of the suction channel inlet in the direction of gravity, the direction of the suction channel through the powertrain housing needs to be adjusted. This increases the average distance between the suction channel and the oil pump in the direction of gravity, effectively expanding the space occupied by the suction channel in that direction. This can easily lead to an increase in the outer envelope size of the powertrain housing, hindering powertrain miniaturization design.

[0010] To address both the issue of oil pump drowsiness and the control of powertrain size, this application embodiment improves the oil suction channel into a segmented structure. The oil suction channel in this embodiment includes a first segment and a second segment. The first segment receives coolant from the powertrain housing. The second segment works in conjunction with the first segment, enabling a reduction in powertrain size while decreasing the oil suction height.

[0011] Specifically, the two ends of the first oil suction channel have a height difference in the direction of gravity. Utilizing the relatively lower end of the first oil suction channel to receive coolant helps reduce the difficulty of the coolant level in the powertrain housing covering the first end of the first oil suction channel, thus reducing the possibility of the oil pump drawing in air. When the electric vehicle is turning or climbing, the coolant in the powertrain housing tends to accumulate at a certain point in the housing due to the vehicle's movement. By lowering the height of the first end of the first oil suction channel, the oil pump can stably draw oil under different operating conditions of the electric vehicle.

[0012] The second oil suction channel serves as a transfer structure for coolant flow from the first oil suction channel to the oil pump. By adjusting the direction of the second oil suction channel to intersect with that of the first, the relative position of the second end of the first oil suction channel and the oil pump can be altered, preventing the first oil suction channel from occupying excessive space in the direction of gravity. The two segmented oil suction channels, running along two intersecting directions, penetrate the powertrain housing, avoiding excessive increases in the outer envelope size of the powertrain housing in any single direction. This contributes to the miniaturization of the powertrain design and optimizes its layout within the vehicle.

[0013] In one embodiment, the first oil suction channel extends through the powertrain housing in a direction parallel to the radial direction of the powertrain's oil pump.

[0014] This embodiment adjusts the oil pump's suction height by increasing the distance between the first end of the first suction channel and the oil pump along the direction of gravity. To reduce the difficulty of delivering coolant to the oil pump via the first and second suction channels, the first suction channel penetrates the powertrain housing radially through the oil pump. Guided by the first suction channel, the coolant flows radially towards the oil pump, which helps improve the pump's coolant suction efficiency. By adjusting the direction of the first suction channel, the radial distance between the second end of the first suction channel and the oil pump can be shortened.

[0015] In one embodiment, the second oil suction channel extends through the powertrain housing in a direction perpendicular to the radial direction of the powertrain's oil pump.

[0016] In this embodiment, the second oil suction channel guides coolant from the second end of the first oil suction channel to the oil pump. By adjusting the direction of the second oil suction channel, it can compensate for the distance between the second end of the first oil suction channel and the oil pump in a direction perpendicular to the radial direction of the oil pump. This allows for multiple options for the direction of the first oil suction channel and its position within the powertrain housing, improving the efficiency of the first oil suction channel in receiving and transmitting coolant.

[0017] In one embodiment, the first end of the second oil suction channel is used to receive coolant from the first oil suction channel, and the second end of the second oil suction channel is used to output coolant from the second oil suction channel. At least one of the first end or the second end of the second oil suction channel is higher than the first end of the first oil suction channel along the direction of gravity.

[0018] In this embodiment, the positional relationship between the two ends of the second oil suction channel and the first end of the first oil suction channel affects the coolant transfer efficiency. Having at least one end of the first or second end of the second oil suction channel higher than the first end of the first oil suction channel in the direction of gravity can shorten the distance between the second oil suction channel and the oil pump in the direction of gravity, reducing the power loss of the coolant along the transmission path.

[0019] In one embodiment, the length of the first oil suction channel is less than the length of the second oil suction channel.

[0020] In this embodiment, because the two ends of the first oil suction channel have a height difference in the direction of gravity, the first oil suction channel needs to occupy part of the space in the powertrain housing along the direction of gravity. The relatively small length of the first oil suction channel is beneficial to reducing the increased outer envelope size of the powertrain housing due to the first oil suction channel. The relatively large length of the second oil suction channel is beneficial to increasing the capacity of the oil suction channel and improving the efficiency of coolant transfer.

[0021] In one embodiment, the inner diameter of the first end of the first oil suction channel along the through direction of the first oil suction channel is smaller than the inner diameter of the first end of the first oil suction channel along the through direction of the second oil suction channel.

[0022] In this embodiment, the oil pump's suction height is related not only to the position of the first end of the first suction channel in the direction of gravity, but also to the inner diameter of the first end of the first suction channel along its through-path. If the inner diameter of the first end of the first suction channel along its through-path is too large, it will be more difficult for the coolant level in the powertrain housing to cover the first end of the first suction channel. This embodiment reduces the inner diameter of the first end of the first suction channel along its through-path, and, in conjunction with the positional relationship of the two ends of the first suction channel in the direction of gravity, helps to reduce the risk of air intake by the oil pump. A relatively large inner diameter of the first end of the first suction channel along the through-path of the second suction channel is beneficial for increasing the opening area of ​​the first end of the first suction channel, thus avoiding negative impacts on the coolant reception effect of the first suction channel while reducing the suction height.

[0023] In one embodiment, the powertrain housing includes a first housing and a second housing, the space enclosed by the first and second housings being used to accommodate at least one of the powertrain's drive motor or reducer. An end face of the first housing along the axial direction of the drive motor is used to connect to the second housing.

[0024] The first oil suction channel and the second oil suction channel pass through the end face of the first housing, and the second housing is used to seal the first oil suction channel and the second oil suction channel.

[0025] In this embodiment, the first and second housings of the powertrain are separate structures, with the end face of the first housing facing the second housing along the axial direction of the drive motor. A first and second oil suction channel, used to guide coolant flow to the oil pump, are located on the end face of the first housing. By reusing the end face structure of the first housing, the additional outer envelope size of the powertrain housing due to the first and second oil suction channels can be reduced, and the difficulty of adjusting the height difference between the two ends of the first oil suction channel is also reduced.

[0026] In this embodiment, the first oil suction channel and the second oil suction channel are arranged on the end face of the first housing. Since the oil suction channel has a segmented structure, it is beneficial to reduce the processing difficulty and cost of the first oil suction channel and the second oil suction channel.

[0027] In this embodiment, based on the relative positions of the first oil suction channel, the second oil suction channel, and the second housing, the second housing is used to seal the first and second oil suction channels. This helps to avoid the problems of coolant leakage caused by using plugs and improves the utilization rate of coolant.

[0028] In one embodiment, the oil pump of the powertrain is located on the end face of the first housing, on the side opposite to the second housing along the axial direction of the drive motor, and the through direction of the second oil suction channel is parallel to the axial direction of the drive motor.

[0029] In this embodiment, the first oil suction channel and the second oil suction channel are distributed on the end face of the first housing. The axial distance between the oil pump and the end face of the first housing is smaller than the axial distance between the oil pump and the second housing, which helps to reduce the difficulty for the oil pump to receive coolant from the first oil suction channel and the second oil suction channel.

[0030] In this embodiment, the second oil suction channel is perpendicular to the direction of gravity, which avoids excessively increasing the size of the powertrain housing in the direction of gravity. The second oil suction channel extends through the end face of the first housing along the axial direction of the drive motor, making it easier for the second oil suction channel to utilize the internal space of the first housing, thus helping to reduce the volume of the powertrain.

[0031] In this embodiment, the second oil suction channel penetrates the end face of the first housing. By adjusting the penetration direction of the second oil suction channel to be parallel to the arrangement direction of the end faces of the oil pump and the first housing, the second oil suction channel can be used to compensate for the axial distance between the first oil suction channel and the oil pump. This helps to control the axial length of the first oil suction channel and avoids the first oil suction channel occupying too much space in the axial direction of the drive motor.

[0032] In one embodiment, the powertrain housing includes an oil pump slot, the outer peripheral surface of a first housing is used to connect to the oil pump slot, and the oil pump slot is used to accommodate the powertrain's oil pump. The distance between the oil pump slot and the end face of the first housing along the axial direction of the drive motor is less than the length of the second oil suction channel.

[0033] In this embodiment, the first and second oil suction channels penetrate the end face of the first housing, and the oil pump slot is connected to the outer periphery of the first housing. The first, second, and oil suction channels are distributed in the same housing, and the oil pump slot is arranged compactly with the end face of the first housing, which helps to reduce the difficulty for the oil pump to receive coolant from the first and second oil suction channels.

[0034] In one embodiment, the powertrain housing includes a reservoir, the inner circumferential surface of the first housing is used to connect the reservoir, and the reservoir is used to recover coolant from the first housing.

[0035] The first end of the first oil suction channel is used to receive coolant from the storage tank. The bottom of the storage tank and the first end of the first oil suction channel are located on the same side of the oil pump tank and the second end of the first oil suction channel, respectively, along the direction of gravity.

[0036] In this embodiment, after the coolant enters the space enclosed by the first and second housings, it can be used to cool and lubricate at least one of the drive motor or the reducer. To improve the utilization rate of the coolant and reduce costs, this embodiment uses a reservoir to store and recover the coolant. After cooling the drive motor and lubricating the reducer, the coolant can flow back to the reservoir, which is beneficial for the recycling of the coolant. The reservoir is connected to an oil pump through a first and a second oil suction channel, and the recovered coolant can re-enter the space enclosed by the first and second housings under the drive of the oil pump.

[0037] In this embodiment, the storage tank is located on the inner periphery of the first housing, which improves the efficiency of the storage tank in recovering coolant from the first housing and facilitates the adjacent arrangement of the first oil suction channel and the storage tank, reducing the difficulty for the first oil suction channel to receive coolant from the storage tank. The first oil suction channel is used to receive coolant from the storage tank through its first end. By adjusting the positional relationship between the two ends of the first oil suction channel and the bottom of the storage tank, the possibility of air intake by the oil pump is reduced. Specifically, the bottom of the storage tank and the first end of the first oil suction channel are lower than the oil pump tank and the second end of the first oil suction channel along the direction of gravity, which is equivalent to the first end of the first oil suction channel being adjacent to the bottom of the storage tank. This reduces the oil suction height of the first oil suction channel and prevents air from being introduced because the liquid level in the storage tank cannot cover the first end of the first oil suction channel.

[0038] In one embodiment, the first end of the first section of the oil suction channel penetrates the wall of the liquid storage tank, and the bottom of the liquid storage tank is used to enclose the first end of the first section of the oil suction channel with the wall of the liquid storage tank.

[0039] In this embodiment, the first end of the first oil suction channel is adjacent to the bottom of the storage tank, and the first end of the first oil suction channel penetrates the wall of the storage tank. The first oil suction channel and the storage tank share structurally common portions. From the perspective of the storage tank, the bottom and wall of the storage tank can be used to enclose the first end of the first oil suction channel. From the perspective of the first oil suction channel, the first end of the first oil suction channel can be used to form part of the bottom and part of the wall of the storage tank. The first end of the first oil suction channel is directly connected to the bottom of the storage tank, and the wall of the storage tank can act as an oil-blocking rib for the first end of the first oil suction channel, which helps reduce the risk of dry suction by the oil pump. By adjusting the size of the oil-blocking rib formed by the wall of the storage tank, the oil suction height of the first end of the first oil suction channel can be flexibly changed according to actual needs.

[0040] In one embodiment, the opening of the liquid storage tank along the axial direction of the drive motor faces the end face of the first housing, and the second housing is used to seal the opening of the liquid storage tank.

[0041] In this embodiment, based on the relative position of the opening of the liquid storage tank and the second housing, the second housing is used to seal the liquid storage tank, which helps to save on structures such as sealing covers. The opening of the liquid storage tank faces the first oil suction channel, which helps to reduce the difficulty of connecting the first oil suction channel to the liquid storage tank.

[0042] In one embodiment, a plurality of housing fixing holes of the first housing are distributed on the end face of the first housing, and the end face of the first housing is used to fix a fixing member received through each housing fixing hole to the second housing. A first oil suction channel and a second oil suction channel are distributed between two adjacent housing fixing holes.

[0043] In this embodiment, the first housing and the second housing are fixedly connected by fasteners passing through housing fixing holes. These fixing holes are located on the end faces of the first housing where the first and second oil suction channels are located. The first and second oil suction channels are positioned between adjacent housing fixing holes. By not placing the housing fixing holes between the first and second oil suction channels, it is beneficial to avoid interference between the fixed connection of the first and second housings and the coolant transport.

[0044] In one embodiment, the distance between at least one of the first end of the first oil suction channel or the second end of the first oil suction channel and the adjacent housing fixing hole is less than the distance between any two housing fixing holes in the plurality of housing fixing holes.

[0045] In this embodiment, if the distance between at least one of the first end or the second end of the first oil suction channel and an adjacent housing fixing hole is less than the distance between any two housing fixing holes, it indicates that at least two adjacent housing fixing holes are far apart, which may damage the local connection strength of the first and second housings. This embodiment adjusts the distance between the two ends of the first oil suction channel and the adjacent housing fixing holes to avoid the first oil suction channel negatively affecting the arrangement of the housing fixing holes.

[0046] In one embodiment, the powertrain's oil pump is positioned higher than the first and second oil suction channels along the direction of gravity. The oil suction channels include a third oil suction channel located inside the powertrain housing. Under the action of the powertrain's oil pump, coolant from the second oil suction channel flows into the powertrain's oil pump through the third oil suction channel. The direction of penetration of the second and third oil suction channels intersects each other.

[0047] In this embodiment, when there is a height difference between the first and second oil suction channels and the oil pump, a third oil suction channel can be used to transfer coolant to the oil pump. Since the third oil suction channel can compensate for part of the height difference between the first and second oil suction channels and the oil pump, the first and second oil suction channels do not need to extend directly to the oil pump. This allows for better control of the length of the first oil suction channel and the direction of the second oil suction channel, reducing the space occupied by the first and second oil suction channels in the direction of gravity. The third oil suction channel is located inside the powertrain housing, avoiding excessive increase in the outer envelope size of the powertrain housing.

[0048] Secondly, embodiments of this application provide an electric vehicle, which includes a power battery and a powertrain as described in any embodiment of the first aspect, wherein the powertrain is used to receive power from the power battery and to drive the wheels of the electric vehicle.

[0049] The powertrain in any embodiment of the first aspect transmits coolant to the oil pump through a first oil suction channel and a second oil suction channel. The first end of the first oil suction channel can receive coolant at a relatively low position, which helps reduce the oil suction height and improve the service life of the oil pump. The through direction of the second oil suction channel intersects with the through direction of the first oil suction channel, which helps reduce the space occupied by the oil suction channel in the through direction of the first oil suction channel, contributing to the miniaturization design of the powertrain. This application applies the powertrain of any embodiment of the first aspect to an electric vehicle, which helps improve the safety performance of the electric vehicle and optimizes the layout of the powertrain in the electric vehicle. Attached Figure Description

[0050] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the embodiments of this application will be described below.

[0051] Figure 1 This is a schematic diagram of an electric vehicle provided in an embodiment of this application;

[0052] Figure 2 This is a schematic diagram of the powertrain and wheels provided in an embodiment of this application;

[0053] Figure 3 This is a schematic diagram of the powertrain provided in an embodiment of this application;

[0054] Figure 4 This is a schematic diagram of a partial structure of the powertrain provided in an embodiment of this application;

[0055] Figure 5 This is a cross-sectional view of a partial structure of the powertrain provided in an embodiment of this application;

[0056] Figure 6 This is an exploded view of the powertrain provided in the embodiments of this application;

[0057] Figure 7 This is a schematic diagram of the powertrain provided in an embodiment of this application;

[0058] Figure 8 This is a schematic diagram of the powertrain provided in an embodiment of this application;

[0059] Figure 9 This is a schematic diagram of the powertrain provided in an embodiment of this application. Detailed Implementation

[0060] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0061] For ease of understanding, the relevant technical terms involved in the embodiments of this application will be explained and described below.

[0062] Parallelism: The parallelism defined in the embodiments of this application is not limited to absolute parallelism. This definition of parallelism can be understood as basic parallelism, allowing for situations where the parallelism is not absolute due to factors such as assembly tolerance, design tolerance, and structural flatness.

[0063] Perpendicularity: The perpendicularity defined in this application is not limited to an absolute perpendicular intersection. Cases where the intersection is not absolutely perpendicular due to factors such as assembly tolerances, design tolerances, and structural flatness are permitted. A small range of error is allowed in the angle of perpendicular intersection; for example, a range of 80 to 100 degrees can be considered a perpendicular relationship.

[0064] To reduce the risk of dry-suction in the oil pump and control the size of the powertrain, this application provides a powertrain for driving the wheels of an electric vehicle. The powertrain housing includes an oil suction channel through which coolant in the powertrain housing flows into the oil pump under the action of the powertrain's oil pump. The oil suction channel includes a first section and a second section.

[0065] The first oil suction channel intersects the direction of the second oil suction channel within the powertrain housing, allowing the coolant to flow in different directions under the guidance of these two channels. The first end of the first oil suction channel is lower than its second end along the direction of gravity. Under the action of the oil pump, the lower end of the first oil suction channel along the direction of gravity receives the coolant from the powertrain housing. The coolant in the first oil suction channel flows from the higher end along the direction of gravity into the oil pump through the second oil suction channel.

[0066] In this embodiment, the oil suction channel connected to the oil pump has a segmented structure. The two ends of the first segment have a height difference in the direction of gravity. The first end of the first segment can receive coolant at a relatively low position, which helps to reduce the oil suction height and reduce the risk of the oil pump running dry. The second segment of the oil suction channel intersects with the first segment, which helps to reduce the space occupied by the second segment in the direction of the first segment, and contributes to the miniaturization design of the powertrain.

[0067] The powertrain provided in this application embodiment can be applied to electric vehicles and helps to improve the overall performance of electric vehicles.

[0068] Please see Figure 1 , Figure 1This is a schematic diagram of an electric vehicle 1 provided in an embodiment of this application. The electric vehicle 1 in this embodiment includes a powertrain 10 and a power battery 20. In this embodiment, the electric vehicle 1 refers to a wheeled device driven or towed by a power unit. The power battery 20 is used to supply power to the powertrain 10; the power battery 20 can also be called a battery pack. The powertrain 10 is the power source of the electric vehicle 1 and is used to drive the wheels 30 of the electric vehicle 1. In one embodiment, the electric vehicle 1 further includes a frame 40, which is used to mount the powertrain 10 and the power battery 20. The frame 40 is the structural skeleton of the electric vehicle 1 and can withstand the loads from the internal and external environments of the electric vehicle 1.

[0069] It should be noted that, Figure 1 The electric vehicle 1 is shown schematically only, including the powertrain 10, power battery 20, wheels 30 and frame 40, and does not represent the specific structure, size and positional relationship of the powertrain 10, power battery 20, wheels 30 and frame 40.

[0070] Please see Figure 2 , Figure 2 This is a schematic diagram of the powertrain 10 and wheels 30 provided in an embodiment of this application. The powertrain 10 in this embodiment includes a drive motor 200 and a reducer 300. In one embodiment, the powertrain 10 further includes a motor controller 400.

[0071] The power battery supplies power to the drive motor 200 via the motor controller 400. The motor controller 400 converts the direct current supplied by the power battery into alternating current and delivers the alternating current to the drive motor 200. In one embodiment, the motor controller 400 is also used to control at least one of the drive motor 200 and the reducer 300.

[0072] The drive motor 200 is used to convert electrical energy into mechanical energy to generate driving torque. In one embodiment, the drive motor 200 includes a motor shaft, a motor rotor, and a motor stator, with the motor rotor sleeved on the motor shaft. The motor stator is used to receive alternating current transmitted by the motor controller 400. After receiving the alternating current provided by the motor controller 400, the motor stator drives the motor rotor to rotate, thereby driving the motor shaft to rotate.

[0073] The speed reducer 300 is used to reduce the speed of the power output by the drive motor 200 and increase the torque. In one embodiment, depending on the different architectures used, the speed reducer 300 can be divided into a planetary speed reducer and a parallel shaft speed reducer. The input and output ends of the planetary speed reducer are arranged coaxially, while the input and output ends of the parallel shaft speed reducer are radially offset.

[0074] It should be noted that, Figure 2The powertrain 10 is shown schematically only, including the motor controller 400, drive motor 200 and reducer 300, and does not represent the actual structure, size and positional relationship of the motor controller 400, drive motor 200 and reducer 300.

[0075] In one embodiment, the powertrain further includes an oil pump for receiving coolant from the powertrain housing through an oil suction channel in the housing. The coolant, driven by the oil pump, flows to different areas of the powertrain to absorb heat generated by heat-generating components.

[0076] If the oil suction height of the oil suction channel is too high during the operation of the oil pump, air can easily mix into the coolant, which will damage the working performance and service life of the oil pump and will not improve the transmission efficiency of the coolant in the powertrain.

[0077] This application embodiment improves the oil suction channel into a segmented structure, and by coordinating different segments of the oil suction channel, it reduces the risk of the oil pump sucking dry and controls the volume of the powertrain.

[0078] The powertrain 10 provided in the embodiments of this application is described in detail below.

[0079] Please see Figure 3 and Figure 4 , Figure 3 This is a schematic diagram of the powertrain 10 provided in an embodiment of this application. Figure 4 This is a schematic diagram of a partial structure of the powertrain 10 provided in an embodiment of this application.

[0080] The housing of the powertrain 10 includes an oil suction channel 110, through which coolant in the housing of the powertrain 10 flows into the oil pump 500 under the action of the oil pump 500 of the powertrain 10. The oil suction channel 110 includes a first oil suction channel 111 and a second oil suction channel 112.

[0081] The direction in which the first oil suction channel 111 extends through the housing of the powertrain 10 intersects the direction in which the second oil suction channel 112 extends through the housing of the powertrain 10. Along the direction of gravity, the first end 111a of the first oil suction channel 111 is lower than the second end 111b of the first oil suction channel 111. Under the action of the oil pump 500, coolant in the housing of the powertrain 10 flows into the first oil suction channel 111 through the first end 111a, and coolant in the first oil suction channel 111 flows into the oil pump 500 from the second end 111b of the first oil suction channel 111 through the second oil suction channel 112.

[0082] In this embodiment of the application, for ease of description, the housing of the powertrain 10 is referred to as the assembly housing 100, the direction in which the first oil suction channel 111 passes through the assembly housing 100 is referred to as the first direction A, and the direction in which the second oil suction channel 112 passes through the assembly housing 100 is referred to as the second direction B.

[0083] In this embodiment, the oil pump 500 draws coolant from the assembly housing 100 through the oil suction channel 110. The driving force provided by the oil pump 500 facilitates the continued flow of coolant in the powertrain 10, enhancing the cooling effect of the coolant on the powertrain 10. The oil suction channel 110 is distributed within the assembly housing 100. Compared to using external pipes on the outside of the assembly housing 100, this embodiment reduces the number of structural components in the powertrain 10 and lowers the risk of coolant leakage.

[0084] One of the potential malfunctions of the oil pump 500 during operation is air suction. Air entering the oil pump 500 can easily cause noise and damage to its internal structure, hindering coolant flow within the powertrain 10. The air suction problem is related to the suction height of the oil suction channel 110 inlet. If the suction height is too high, the coolant level in the assembly housing 100 may not fully cover the inlet of the oil suction channel 110, making it easier for the oil pump 500 to draw in air. Therefore, the risk of air suction can be reduced by decreasing the suction height of the oil suction channel 110 in the direction of gravity.

[0085] However, reducing the suction height of the oil suction channel 110 may lead to an increase in the size of the powertrain 10. If the assembly housing 100 supplies coolant to the oil pump 500 only through a section of the oil suction channel 110, the oil suction channel 110 needs to extend to the oil pump 500 so that the outlet of the oil suction channel 110 can connect to the oil pump 500. With the outlet of the oil suction channel 110 and the position of the oil pump 500 remaining unchanged, to reduce the height of the inlet of the oil suction channel 110 in the direction of gravity, the through direction of the oil suction channel 110 in the assembly housing 100 needs to be adjusted. This increases the average distance between the oil suction channel 110 and the oil pump 500 in the direction of gravity, effectively increasing the space occupied by the oil suction channel 110 in the direction of gravity. This can easily lead to an increase in the outer envelope size of the assembly housing 100, which is detrimental to the miniaturization design of the powertrain 10.

[0086] To address both the issue of dry suction in the oil pump 500 and the control of the powertrain 10's volume, this embodiment of the application improves the oil suction channel 110 into a segmented structure. The oil suction channel 110 in this embodiment includes a first segment 111 and a second segment 112. The first segment 111 receives coolant from the assembly housing 100. The second segment 112 works in conjunction with the first segment 111, enabling a reduction in the oil suction height and thus a smaller volume of the powertrain 10.

[0087] Specifically, the two ends of the first oil suction channel 111 have a height difference in the direction of gravity. Utilizing the relatively lower first end 111a of the first oil suction channel 111 to receive coolant helps reduce the difficulty of the coolant level in the assembly housing 100 covering the first end 111a of the first oil suction channel 111, thus reducing the possibility of the oil pump 500 drawing in air. When the electric vehicle is turning or climbing, the coolant tends to accumulate at a certain point in the assembly housing 100 due to the vehicle's movement. By lowering the height of the first end 111a of the first oil suction channel 111, the oil pump 500 can stably draw oil under different operating conditions of the electric vehicle.

[0088] The second oil suction channel 112 is a transfer structure for coolant to flow from the first oil suction channel 111 to the oil pump 500. By adjusting the intersection of the second direction B and the first direction A, the second oil suction channel 112 can change the relative position of the second end 111b of the first oil suction channel 111 and the oil pump 500, thus avoiding the first oil suction channel 111 occupying too much space in the direction of gravity. The two segmented oil suction channels 110 penetrate the assembly housing 100 along two intersecting directions, avoiding excessive increase in the outer envelope size of the assembly housing 100 in a single direction. This contributes to the miniaturization design of the powertrain 10, making it easier to meet the clearance requirements between the powertrain 10 and adjacent structures, and optimizing the layout of the powertrain 10 in the vehicle.

[0089] In one embodiment, the first end 111a of the first oil suction channel 111 can be understood as the inlet of the first oil suction channel 111, and the second end 111b of the first oil suction channel 111 can be understood as the outlet of the first oil suction channel 111.

[0090] In one embodiment, the coolant may be cooling oil.

[0091] In one embodiment, the number of segments of the oil suction channel 110 may be greater than or equal to 3. In one embodiment, at least one segment of the oil suction channel 110 may also be distributed between the oil pump 500 and the second segment of the oil suction channel 112.

[0092] The orientation of the first oil suction channel 111 and the second oil suction channel 112 within the assembly housing 100 affects the efficiency of the oil pump 500 in drawing coolant. Please refer to the following: Figure 4 In one embodiment, the first direction A is parallel to the radial direction R of the oil pump 500.

[0093] This embodiment adjusts the oil suction height of the oil pump 500 by increasing the distance between the first end 111a of the first oil suction channel 111 and the oil pump 500 along the direction of gravity. To reduce the difficulty of delivering coolant to the oil pump 500 via the first oil suction channel 111 and the second oil suction channel 112, the first oil suction channel 111 penetrates the assembly housing 100 along the radial direction R of the oil pump 500. Guided by the first oil suction channel 111, the coolant flows towards the oil pump 500 along the radial direction R, which helps to improve the efficiency of the oil pump 500 in absorbing coolant. By adjusting the first direction A, the distance between the second end 111b of the first oil suction channel 111 and the oil pump 500 along the radial direction R can be shortened.

[0094] Please refer to the following: Figure 4 and Figure 5 , Figure 5 This is a cross-sectional view of a partial structure of the powertrain 10 provided in an embodiment of this application. For the sake of simplicity, Figure 5 The section lines are omitted. In one embodiment, the second direction B is perpendicular to the radial direction R of the oil pump 500.

[0095] In this embodiment, the second oil suction channel 112 guides coolant from the second end 111b of the first oil suction channel 111 to the oil pump 500. By adjusting the second direction B, the second oil suction channel 112 can compensate for the distance between the second end 111b of the first oil suction channel 111 and the oil pump 500 in a direction perpendicular to the radial direction R of the oil pump 500. This allows for multiple options in the positional arrangement of the first direction A and the first oil suction channel 111 within the assembly housing 100, improving the efficiency of the first oil suction channel 111 in receiving and transmitting coolant. In one embodiment, the second direction B is parallel to the axial direction O of the drive motor 200.

[0096] In one embodiment, the first direction A is perpendicular to the second direction B. In this embodiment, even if one of the first oil suction channel 111 or the second oil suction channel 112 extends through the assembly housing 100 along the direction of gravity, the other of the first oil suction channel 111 or the second oil suction channel 112 can reduce the space occupied by the two oil suction channels 110 in the assembly housing 100 along the direction of gravity, thereby effectively controlling the volume of the powertrain 10.

[0097] Please continue reading. Figure 4 and Figure 5In one embodiment, the first end 112a of the second oil suction channel 112 is used to receive coolant from the first oil suction channel 111, and the second end 112b of the second oil suction channel 112 is used to output coolant from the second oil suction channel 112. At least one of the first end 112a or the second end 112b of the second oil suction channel 112 is higher than the first end 111a of the first oil suction channel 111 along the direction of gravity.

[0098] In this embodiment, the positional relationship between the two ends of the second oil suction channel 112 and the first end 111a of the first oil suction channel 111 affects the coolant transfer efficiency. If at least one of the first end 112a or the second end 112b of the second oil suction channel 112 is higher than the first end 111a of the first oil suction channel 111 in the direction of gravity, it can shorten the distance between the second oil suction channel 112 and the oil pump 500 in the direction of gravity, reducing the power loss of the coolant along the transfer path.

[0099] like Figure 4 and Figure 5 As shown, in one embodiment, the first end 112a and the second end 112b of the second oil suction channel 112 along the direction of gravity are higher than the first end 111a of the first oil suction channel 111.

[0100] like Figure 4 and Figure 5 As shown, in one embodiment, the first end 112a of the second oil suction channel 112 along the direction of gravity is higher than the second end 111b of the first oil suction channel 111. In another embodiment, the first end 112a of the second oil suction channel 112 and the second end 111b of the first oil suction channel 111 are at the same height in the direction of gravity.

[0101] In one embodiment, the first end 112a of the second oil suction channel 112 can be understood as the inlet of the second oil suction channel 112, and the second end 112b of the second oil suction channel 112 can be understood as the outlet of the second oil suction channel 112.

[0102] Please continue reading. Figure 5 In one embodiment, the length of the first oil suction channel 111 is less than the length of the second oil suction channel 112.

[0103] In this embodiment of the application, the length of the first oil suction channel 111 refers to the length of the first oil suction channel 111 in the first direction A, and the length of the second oil suction channel 112 refers to the length of the second oil suction channel 112 in the second direction B.

[0104] In this embodiment, because the two ends of the first oil suction channel 111 have a height difference in the direction of gravity, the first oil suction channel 111 needs to occupy part of the space in the assembly housing 100 along the direction of gravity. The length of the first oil suction channel 111 is relatively small, which helps to reduce the increase in the outer envelope size of the assembly housing 100 due to the first oil suction channel 111. The length of the second oil suction channel 112 is relatively large, which helps to increase the capacity of the oil suction channel 110 and improve the efficiency of the oil suction channel 110 in transporting coolant.

[0105] Please continue reading. Figure 4 and Figure 5 In one embodiment, the inner diameter of the first end 111a of the first oil suction channel 111 along the first direction A is smaller than the inner diameter of the first end 111a of the first oil suction channel 111 along the second direction B.

[0106] In this embodiment, the oil suction height of the oil pump 500 is related not only to the positional arrangement of the first end 111a of the first oil suction channel 111 in the direction of gravity, but also to the inner diameter of the first end 111a of the first oil suction channel 111 along the first direction A. If the inner diameter of the first end 111a of the first oil suction channel 111 along the first direction A is too large, it will be more difficult for the coolant level in the assembly housing 100 to cover the first end 111a of the first oil suction channel 111. This embodiment reduces the inner diameter of the first end 111a of the first oil suction channel 111 along the first direction A, and, in conjunction with the positional relationship of the two ends of the first oil suction channel 111 in the direction of gravity, helps to reduce the risk of air intake by the oil pump 500. The inner diameter of the first end 111a of the first oil suction channel 111 along the second direction B is relatively large, which is beneficial to increase the opening area of ​​the first end 111a of the first oil suction channel 111 and expand the oil suction area. Under the condition of reducing the oil suction height, the effect of the first oil suction channel 111 in receiving coolant is not negatively affected.

[0107] The layout of the first oil suction channel 111 and the second oil suction channel 112 in the powertrain 10 is related to the structure of the assembly housing 100. Based on the structural characteristics of the assembly housing 100, the relative positions of the first oil suction channel 111, the second oil suction channel 112, the assembly housing 100, and the oil pump 500 can be adjusted, which helps to control the volume of the powertrain 10 while reducing the risk of the oil pump 500 sucking dry.

[0108] Please refer to the following: Figure 4 and Figure 6 , Figure 6 This is an exploded view of the powertrain 10 provided in the embodiments of this application.

[0109] In one embodiment, the assembly housing 100 includes a first housing 120 and a second housing 130, the space enclosed by the first housing 120 and the second housing 130 being used to accommodate at least one of the drive motor 200 or the reducer 300 of the powertrain 10. The end face of the first housing 120 along the axial direction O of the drive motor 200 is used to connect to the second housing 130. A first oil suction channel 111 and a second oil suction channel 112 extend through the end face of the first housing 120, and the second housing 130 is used to seal the first oil suction channel 111 and the second oil suction channel 112.

[0110] In this embodiment, the first housing 120 and the second housing 130 of the assembly housing 100 are separate structures, with the end face of the first housing 120 facing the second housing 130 along the axial direction O of the drive motor 200. A first oil suction channel 111 and a second oil suction channel 112, used to guide coolant flow to the oil pump 500, are distributed on the end face of the first housing 120. By reusing the end face structure of the first housing 120, the additional outer envelope size of the assembly housing 100 due to the first oil suction channel 111 and the second oil suction channel 112 can be reduced, and the difficulty of adjusting the height difference between the two ends of the first oil suction channel 111 is also reduced. The phrase "the end face of the first housing 120 is used to connect to the second housing 130" means that the end face of the first housing 120 and the second housing 130 have a connection relationship, but does not mean that the end face of the first housing 120 must be a mounting surface.

[0111] In this embodiment, the first oil suction channel 111 and the second oil suction channel 112 are arranged on the end face of the first housing 120. Since the oil suction channel 110 has a segmented structure, it helps reduce the processing difficulty and cost of the first and second oil suction channels 111 and 112. In one embodiment, at least one of the first oil suction channel 111 or the second oil suction channel 112 is integrally die-cast onto the end face of the first housing 120. Compared to machining, the integral pre-casting method of the oil suction channel 110 reduces the formation of burrs in the oil suction channel 110, preventing burrs from mixing with coolant and damaging the oil pump 500, thus extending the service life of the oil pump 500.

[0112] In this embodiment, based on the relative positions of the first oil suction channel 111, the second oil suction channel 112 and the second housing 130, the second housing 130 is used to seal the first oil suction channel 111 and the second oil suction channel 112. This helps to avoid the problems of coolant leakage caused by using plugs and improves the utilization rate of coolant.

[0113] In this embodiment, when the vehicle is turning or climbing, the coolant in the assembly housing 100 will flow at different angles following the vehicle. The first oil suction channel 111 and the second oil suction channel 112 are distributed in the connection area of ​​the first housing 120 and the second housing 130. Even if the coolant in the assembly housing 100 tends to accumulate at a certain point in the assembly housing 100 under the influence of the vehicle, the position of the first oil suction channel 111 and the second oil suction channel 112 in the assembly housing 100 can reduce the possibility that the coolant level cannot cover the first end 111a of the first oil suction channel 111.

[0114] Please see Figure 7 , Figure 7 This is a schematic diagram of the powertrain 10 provided in an embodiment of this application. In one embodiment, the assembly housing 100 includes a motor end cover 101, a motor slot 102, a partition plate 103, a reducer slot 104, and a reducer end cover 105 arranged sequentially along the axial direction O of the drive motor 200. The partition plate 103 is used to connect the motor slot 102 and the reducer slot 104 respectively. In one embodiment, the first housing 120 and the second housing 130 may be two structures among the motor end cover 101, motor slot 102, partition plate 103, reducer slot 104, and reducer end cover 105 that are connected by an end face.

[0115] Please see Figure 8 , Figure 8 This is a schematic diagram of the powertrain 10 provided in an embodiment of this application. In one embodiment, the assembly housing 100 includes a motor end cover 101, a motor slot 102, a reducer slot 104, and a reducer end cover 105 arranged sequentially along the axial direction O of the drive motor 200. The motor slot 102 is used to connect the motor end cover 101 and the reducer slot 104, respectively, and the reducer slot 104 is used to connect the reducer end cover 105 and the motor slot 102, respectively. In one embodiment, the first housing 120 and the second housing 130 may be two structures among the motor slot 102, motor end cover 101, reducer slot 104, and reducer end cover 105 that are connected by an end face.

[0116] In one embodiment, the motor end cover 101 may be integrally formed with the motor slot 102.

[0117] In one embodiment, the reducer end cap 105 may be integrally formed with the reducer groove 104.

[0118] In one embodiment, the partition 103 can be integrally formed with the motor slot 102 and the reducer slot 104.

[0119] It is understood that the structure and dimensions of the motor end cover 101, motor slot 102, partition plate 103, reducer slot 104, and reducer end cover 105 are not limited to those of the motor end cover 101, motor slot 102, intermediate partition plate 103, reducer slot 104, and reducer end cover 105. Figure 7 and Figure 8 .

[0120] Please continue reading. Figure 6 In one embodiment, the oil pump 500 is located on the side of the end face of the first housing 120 away from the second housing 130 along the axial direction O of the drive motor 200, and the through direction of the second oil suction channel 112 is parallel to the axial direction O of the drive motor 200.

[0121] In this embodiment, the first oil suction channel 111 and the second oil suction channel 112 are distributed on the end face of the first housing 120. The axial distance between the oil pump 500 and the end face of the first housing 120 is less than the axial distance between the oil pump 500 and the second housing 130, which helps to reduce the difficulty for the oil pump 500 to receive coolant from the first oil suction channel 111 and the second oil suction channel 112.

[0122] In this embodiment, the second oil suction channel 112 is perpendicular to the direction of gravity, which avoids excessively increasing the size of the assembly housing 100 in the direction of gravity. The second oil suction channel 112 extends through the end face of the first housing 120 along the axial direction O of the drive motor 200, making it easier for the second oil suction channel 112 to utilize the internal space of the first housing 120, thus helping to reduce the volume of the powertrain 10.

[0123] In this embodiment, the second oil suction channel 112 penetrates the end face of the first housing 120. By adjusting the penetration direction of the second oil suction channel 112 to be parallel to the arrangement direction of the end faces of the oil pump 500 and the first housing 120, the second oil suction channel 112 can be used to compensate for the axial distance between the first oil suction channel 111 and the oil pump 500. This helps control the axial length of the first oil suction channel 111 and avoids the first oil suction channel 111 occupying too much space along the axial direction O of the drive motor 200. In one embodiment, the length of the first oil suction channel 111 along the axial direction O of the drive motor 200 is less than the length of the second oil suction channel 112 along the axial direction O of the drive motor 200.

[0124] like Figure 4 As shown, in one embodiment, the radial length of the second oil suction channel 112 along the drive motor 200 is less than the axial length O of the second oil suction channel 112 along the drive motor 200. In this embodiment, increasing the axial length O of the second oil suction channel 112 along the drive motor 200 can increase the oil passage area of ​​the second oil suction channel 112. In this case, reducing the radial length of the second oil suction channel 112 along the drive motor 200 can reduce the radial width of the end face of the first housing 120 along the drive motor 200, avoiding the end face of the first housing 120 from encroaching on the installation space of at least one of the drive motor 200 or the reducer 300.

[0125] Please refer to the following: Figure 3 and Figure 5 In one embodiment, the assembly housing 100 includes an oil pump groove 140, the outer peripheral surface of the first housing 120 is used to connect the oil pump groove 140, and the oil pump groove 140 is used to accommodate the oil pump 500. The distance between the oil pump groove 140 and the end face of the first housing 120 along the axial direction of the drive motor 200 is less than the length of the second oil suction channel 112.

[0126] In this embodiment, the first oil suction channel 111 and the second oil suction channel 112 penetrate the end face of the first housing 120, and the oil pump groove 140 is connected to the outer periphery of the first housing 120. The first oil suction channel 111, the second oil suction channel 112, and the oil pump groove 140 are distributed in the same housing, and the oil pump groove 140 is arranged compactly with the end face of the first housing 120, which helps to reduce the difficulty for the oil pump 500 to receive coolant from the first oil suction channel 111 and the second oil suction channel 112.

[0127] In one embodiment, the projection of the radial R oil pump groove 140 along the oil pump 500 overlaps with the projection of the second section of the oil suction channel 112.

[0128] Please refer to the following: Figure 6 and Figure 9 , Figure 9 This is a schematic diagram of the powertrain 10 provided in an embodiment of this application. In one embodiment, the oil pump slot 140 is also used to accommodate a coarse filter 600, which is distributed along the axial direction of the drive motor 200 between the end face of the first housing 120 and the oil pump 500.

[0129] In this embodiment, the coolant transmitted to the oil pump 500 via the first oil suction channel 111 and the second oil suction channel 112 must first pass through the coarse filter 600. The coarse filter 600 is used to filter impurities in the coolant, reducing damage to the oil pump 500 caused by impurities. Distributing the oil pump 500 and the coarse filter 600 in the same oil pump tank 140 helps to improve the integration of the oil pump 500 and the coarse filter 600 and shorten the oil passage between the oil pump 500 and the coarse filter 600. The oil pump 500 and the coarse filter 600 are arranged along the axial direction O of the drive motor 200, which helps the oil pump 500 and the coarse filter 600 reuse the axial space occupied by the first housing 120 and avoids additionally increasing the axial length of the powertrain 10.

[0130] To ensure that the oil pump 500 functions effectively and improves the treatment effect of coolant, a stable source of coolant needs to be provided to the second oil suction channel 112 and the oil pump 500 through the first oil suction channel 111.

[0131] Please continue reading. Figure 4 and Figure 5In one embodiment, the assembly housing 100 includes a coolant reservoir 150, and the inner circumferential surface of the first housing 120 is used to connect the coolant reservoir 150. The coolant reservoir 150 is used to recover coolant from the first housing 120. The first end 111a of the first oil suction channel 111 is used to receive coolant from the coolant reservoir 150. The bottom of the coolant reservoir 150 and the first end 111a of the first oil suction channel 111 are located on the same side of the oil pump tank 140 and the second end 111b of the first oil suction channel 111, respectively, along the direction of gravity.

[0132] In this embodiment, after the coolant enters the space enclosed by the first housing 120 and the second housing 130, it can be used to cool and lubricate at least one of the drive motor 200 or the reducer 300. To improve the utilization rate of the coolant and reduce costs, this embodiment stores and recovers the coolant through a storage tank 150. After cooling the drive motor 200 and lubricating the reducer 300, the coolant can flow back to the storage tank 150, which is beneficial for the recycling of the coolant. The storage tank 150 is connected to the oil pump 500 through the first oil suction channel 111 and the second oil suction channel 112. The recovered coolant can re-enter the space enclosed by the first housing 120 and the second housing 130 under the drive of the oil pump 500.

[0133] In this embodiment, the liquid storage tank 150 is distributed on the inner circumferential side of the first housing 120, which is beneficial to improving the efficiency of the liquid storage tank 150 in recovering the coolant from the first housing 120. It also facilitates the adjacent arrangement of the first oil suction channel 111 and the liquid storage tank 150, reducing the difficulty for the first oil suction channel 111 to receive coolant from the liquid storage tank 150. The first oil suction channel 111 is used to receive coolant from the liquid storage tank 150 through its first end 111a. By adjusting the positional relationship between the two ends of the first oil suction channel 111 and the bottom of the liquid storage tank 150, the possibility of the oil pump 500 absorbing air is reduced. Specifically, the bottom of the liquid storage tank 150 and the first end 111a of the first oil suction channel 111 along the direction of gravity are lower than the oil pump tank 140 and the second end 111b of the first oil suction channel 111. This is equivalent to the first end 111a of the first oil suction channel 111 being adjacent to the bottom of the liquid storage tank 150, which can reduce the oil suction height of the first oil suction channel 111 and prevent air from being introduced because the liquid level of the liquid storage tank 150 cannot cover the first end 111a of the first oil suction channel 111.

[0134] Please continue reading. Figure 4 and Figure 5 In one embodiment, the first end 111a of the first oil suction channel 111 penetrates the wall of the liquid storage tank 150, and the bottom of the liquid storage tank 150 is used to enclose the first end 111a of the first oil suction channel 111 with the wall of the liquid storage tank 150.

[0135] In this embodiment, the first end 111a of the first oil suction channel 111 is adjacent to the bottom of the storage tank 150, and the first end 111a of the first oil suction channel 111 penetrates the wall of the storage tank 150. The first oil suction channel 111 and the storage tank 150 share a common part in structure. From the perspective of the storage tank 150, the bottom and wall of the storage tank 150 can be used to enclose the first end 111a of the first oil suction channel 111. From the perspective of the first oil suction channel 111, the first end 111a of the first oil suction channel 111 can be used to form part of the bottom and part of the wall of the storage tank 150. The first end 111a of the first oil suction channel 111 is directly connected to the bottom of the storage tank 150, and the wall of the storage tank 150 can act as an oil-blocking rib for the first end 111a of the first oil suction channel 111, which helps to reduce the risk of dry suction of the oil pump 500. By adjusting the size of the oil-blocking ribs formed by the walls of the liquid storage tank 150, the oil suction height of the first end 111a of the first section of the oil suction channel 111 can be flexibly changed according to actual needs.

[0136] In one embodiment, the opening of the liquid storage tank 150 along the axial direction of the drive motor 200 faces the end face of the first housing 120, and the second housing 130 is used to seal the opening of the liquid storage tank 150. In this embodiment, based on the relative position of the opening of the liquid storage tank 150 and the second housing 130, the second housing 130 is used to seal the liquid storage tank 150, which helps to save on structures such as sealing cover plates. The opening of the liquid storage tank 150 faces the first section of the oil suction channel 111, which helps to reduce the difficulty of connecting the first section of the oil suction channel 111 to the liquid storage tank 150.

[0137] Please continue reading. Figure 6 In one embodiment, a plurality of housing fixing holes 121 of the first housing 120 are distributed on the end face of the first housing 120, and the end face of the first housing 120 is used to fix a fixing member accommodated in each housing fixing hole 121 to the second housing 130. A first oil suction channel 111 and a second oil suction channel 112 are distributed between two adjacent housing fixing holes 121.

[0138] In this embodiment, the first housing 120 and the second housing 130 are fixedly connected by fasteners passing through housing fixing holes 121. The housing fixing holes 121 are located on the end faces of the first housing 120 where the first oil suction channel 111 and the second oil suction channel 112 are located. The first oil suction channel 111 and the second oil suction channel 112 are located between two adjacent housing fixing holes 121. Not arranging the housing fixing holes 121 between the first oil suction channel 111 and the second oil suction channel 112 helps to avoid interference between the fixed connection of the first housing 120 and the second housing 130 and the coolant transport.

[0139] Please continue reading. Figure 6 In one embodiment, the distance between at least one of the first end 111a or the second end 111b of the first oil suction channel 111 and the adjacent housing fixing hole 121 is less than the distance between any two housing fixing holes 121 among the plurality of housing fixing holes 121.

[0140] In this embodiment, for ease of description, the housing fixing hole 121 adjacent to the first end 111a of the first oil suction channel 111 is referred to as housing fixing hole 121a, and the housing fixing hole 121 adjacent to the second end 111b of the first oil suction channel 111 is referred to as housing fixing hole 121b. If the distance between the first end 111a of the first oil suction channel 111 and the housing fixing hole 121a, and the distance between the second end 111b of the first oil suction channel 111 and the housing fixing hole 121b are both greater than the distance between any two housing fixing holes 121, it indicates that the distance between housing fixing holes 121a and housing fixing holes 121b is too large, which may damage the connection strength of the first housing 120 and the second housing 130 at housing fixing holes 121a and housing fixing holes 121b. This embodiment adjusts the distance between the two ends of the first oil suction channel 111 and the adjacent housing fixing holes 121 to avoid the first oil suction channel 111 having a negative impact on the arrangement of the housing fixing holes 121.

[0141] Please continue reading. Figure 3 In one embodiment, the assembly housing 100 includes a fine filter tank 160, the outer peripheral surface of the first housing 120 is used to connect the fine filter tank 160, the fine filter tank 160 is used to accommodate the fine filter 700, and the fine filter tank 160 is used to receive coolant output from the oil pump tank 140. The distance along the circumferential direction C of the drive motor 200 between the fine filter tank 160 and either the first oil suction channel 111 or the second oil suction channel 112 is greater than the distance between the fine filter tank 160 and the oil pump tank 140.

[0142] In the embodiments of this application, the fine filter 700 and the coarse filter 600 are used to filter the coolant to different degrees. Figure 9 As shown, in one embodiment, the coolant flows sequentially through a coarse filter 600, an oil pump 500, and a fine filter 700. The coarse filter 600 is used to initially filter impurities from the coolant, reducing damage to the oil pump 500 caused by impurities. The fine filter 700, compared to the coarse filter 600, can filter smaller particles. The fine filter 700 is used to filter and remove impurities from the coolant output from the oil pump 500, improving the cleanliness of the coolant and preventing impurities in the coolant from interfering with the normal operation of the powertrain 10. Figure 9 As shown, in one embodiment, the fine filter 700 is also used to deliver the filtered coolant to the heat exchanger 800 of the powertrain 10, the heat exchanger 800 being used to reduce the temperature of the coolant.

[0143] In this embodiment, the fine filter tank 160 for accommodating the fine filter 700 and the oil pump tank 140 for accommodating the oil pump 500 are distributed on the outer periphery of the first housing 120, which helps to reduce the difficulty for the fine filter tank 160 to receive coolant from the oil pump tank 140. The first oil suction channel 111 and the second oil suction channel 112 are used to supply coolant to the oil pump 500. The circumferential distance between either the first oil suction channel 111 or the second oil suction channel 112 and the fine filter tank 160 is greater than the circumferential distance between the oil pump tank 140 and the fine filter tank 160. This avoids the fine filter tank 160 encroaching on the layout space of the first oil suction channel 111 and the second oil suction channel 112 on the end face of the first housing 120, and reduces the possibility of mutual interference between the fine filter tank 160 and the first oil suction channel 111 and the second oil suction channel 112.

[0144] In one embodiment, the oil pump groove 140 along the circumferential direction of the drive motor 200 is distributed between the fine filter groove 160 and the second oil suction channel 112. The first housing 120 surrounds the outer periphery of at least one of the drive motor 200 or the reducer 300. The reservoir 150, the oil pump groove 140 and the fine filter groove 160 are arranged along the circumferential direction of the first housing 120, in accordance with the flow direction of the coolant. This helps to shorten the transmission path of the coolant, reduce flow resistance, and enhance the cooling and lubrication effect of the coolant on the powertrain 10.

[0145] Please continue reading. Figure 3 In one embodiment, the oil pump 500 is positioned higher than the first oil suction channel 111 and the second oil suction channel 112 along the direction of gravity. The oil suction channel 110 includes a third oil suction channel 113, which is located inside the assembly housing 100. Under the action of the oil pump 500, the coolant in the second oil suction channel 112 flows into the oil pump 500 through the third oil suction channel 113. The penetrating direction of the second oil suction channel 112 intersects with the penetrating direction of the third oil suction channel 113.

[0146] In this embodiment, when there is a height difference between the first oil suction channel 111, the second oil suction channel 112, and the oil pump 500, the third oil suction channel 113 in the oil suction channel 110 can be used to transfer coolant to the oil pump 500. Since the third oil suction channel 113 can compensate for part of the height difference between the first oil suction channel 111, the second oil suction channel 112, and the oil pump 500, the first and second oil suction channels 111 and 112 do not need to extend directly to the oil pump 500. This facilitates reducing the space occupied by the first and second oil suction channels 111 and 112 in the direction of gravity by controlling the length of the first oil suction channel 111 and the through-direction of the second oil suction channel 112. The third oil suction channel 113 is distributed inside the assembly housing 100, which avoids excessively increasing the outer envelope size of the assembly housing 100. In one embodiment, the third oil suction channel 113 is distributed inside the first housing 120.

[0147] Please continue reading. Figure 3 and Figure 6 In one embodiment, the housing of the powertrain 10 includes a heat exchanger mounting hole 170 for mounting a heat exchanger 800. The reducer 300 of the powertrain 10 is a planetary reducer. The oil pump groove 140, the fine filter groove 160, and the heat exchanger mounting hole 170 are distributed on the outer periphery of the first housing 120.

[0148] In this embodiment, the input and output ends of the planetary reducer are arranged coaxially, which helps to reduce the vibration of the planetary reducer during power transmission. Compared with parallel shaft reducers, planetary reducers have the advantages of compact structure and small radial dimension, which contributes to the miniaturization design of the powertrain 10.

[0149] In this embodiment, the output end of the planetary reducer and the drive motor 200 are arranged along the axial direction O of the drive motor 200. The radial offset of the input and output ends of the planetary reducer along the drive motor 200 is less than that of the parallel shaft reducer. The structure of the powertrain 10 housing is adapted to the structure of the planetary reducer. Based on the structural characteristics of the planetary reducer, in order to reduce the outer envelope size of the powertrain 10, one end of the powertrain 10 housing along the axial direction O of the drive motor 200 does not need to protrude radially relative to the other end of the powertrain 10 housing. In this case, since the first housing 120 integrates the oil pump groove 140, the fine filter groove 160, and the heat exchanger fixing hole 170, if at least one of the oil pump groove 140, the fine filter groove 160, or the heat exchanger fixing hole 170 is arranged on the side of the first housing 120 along the axial direction O of the drive motor 200, it may further extend the axial length of the powertrain 10, which is not conducive to reducing the miniaturization design of the powertrain 10 and increasing the difficulty of the layout of the powertrain 10 in the whole vehicle.

[0150] To control the volume of the powertrain 10, this embodiment of the application, based on the positional relationship between the input and output ends of the planetary reducer, arranges the oil pump slot 140, the fine filter slot 160, and the heat exchanger fixing hole 170 on the outer periphery of the first housing 120. This avoids encroaching on the installation space of the drive motor 200 or the reducer 300 on the inner periphery of the first housing 120, and also improves the utilization rate of the space on the outer periphery of the first housing 120, avoiding additional increase in the axial dimension of the powertrain 10.

[0151] In this embodiment, the positional relationship of the oil pump tank 140, the fine filter 700 tank, and the heat exchanger fixing hole 170 reflects the positional relationship of the oil pump 500, the fine filter 700, and the heat exchanger 800. The oil pump tank 140, the fine filter 700 tank, and the heat exchanger fixing hole 170 are distributed on one side of the first housing 120 along the radial direction of the drive motor 200, and the liquid storage tank 150 is distributed on the other side of the first housing 120 along the radial direction of the drive motor 200. This helps to reduce the difficulty of coolant transfer between the liquid storage tank 150, the oil pump 500, the fine filter 700, and the heat exchanger 800.

[0152] It should be noted that, Figure 6 The layout of heat exchanger 800 in powertrain 10 is shown only schematically and does not represent the actual structure of heat exchanger 800.

[0153] Please continue reading. Figure 3 and Figure 6 In one embodiment, the heat exchanger mounting hole 170 and the fine filter tank 160 are arranged along the axial direction O of the drive motor 200. Along the circumferential direction C of the drive motor 200, the distance between each of the first oil suction channel 111 and the second oil suction channel 112 and the oil pump tank 140 is less than the distance between each of the first oil suction channel 111 and the second oil suction channel 112 and the heat exchanger mounting hole 170.

[0154] In this embodiment, by adjusting the positional relationship between the heat exchanger fixing hole 170 and the first oil suction channel 111 and the second oil suction channel 112, the heat exchanger 800 can be prevented from occupying the layout space of the first oil suction channel 111 and the second oil suction channel 112 on the end face of the first housing 120, thereby reducing the possibility of mutual interference between the heat exchanger 800 and the first oil suction channel 111 and the second oil suction channel 112.

[0155] In this embodiment, the arrangement direction of the fine filter tank 160 and the heat exchanger fixing hole 170 intersects with the arrangement direction of the fine filter tank 160 and the oil pump tank 140. Arranging the oil pump tank 140 and the heat exchanger fixing hole 170 on opposite sides of the fine filter tank 160 provides space for other components to be arranged on the outer periphery of the first housing 120. If the fine filter tank 160 and the oil pump tank 140, and the fine filter tank 160 and the heat exchanger fixing hole 170 are arranged in the same direction, it is easy for the fine filter tank 160, the oil pump tank 140, and the heat exchanger fixing hole 170 to occupy too much space in a single direction. If other components need to be arranged on the outer periphery of the first housing 120, it will increase the difficulty of arranging those components.

[0156] Please continue reading. Figure 3 and Figure 6 In one embodiment, the powertrain 10 housing further includes a third housing 180 for accommodating the motor controller 400 of the powertrain 10, and the outer peripheral surface of the first housing 120 is used to connect to the third housing 180. At least two of the oil pump groove 140, the fine filter groove 160, or the heat exchanger mounting hole 170 are distributed on the same side of the third housing 180 along the circumferential direction C of the drive motor 200.

[0157] In this embodiment, the third housing 180 is connected to the outer peripheral surface of the first housing 120, improving the utilization rate of the space on the outer peripheral side of the first housing 120 and helping to reduce the size of the powertrain 10 along the axial direction O of the drive motor 200. The third housing 180, along with the oil pump groove 140, the fine filter groove 160, and the heat exchanger fixing hole 170, are all distributed on the outer peripheral side of the receiving groove. Attention needs to be paid to the problem of excessively large outer envelope dimensions. In this embodiment, at least two of the oil pump groove 140, the fine filter groove 160, or the heat exchanger fixing hole 170 are distributed on the same side of the third housing 180 along the circumferential direction C of the drive motor 200, facilitating the reuse of the space on the circumferential direction C side of the third housing 180 by the oil pump groove 140, the fine filter groove 160, or the heat exchanger fixing hole 170.

[0158] In this embodiment, the arrangement direction of the fine filter tank 160 and the oil pump tank 140 intersects with the arrangement direction of the fine filter tank 160 and the heat exchanger fixing hole 170. Space is left on the outer periphery of the first housing 120 for the third housing 180, so that the third housing 180, the oil pump tank 140, the fine filter tank 160 and the heat exchanger fixing hole 170 can be arranged along the circumferential direction C of the drive motor 200, reducing the layout difficulty of the motor controller 400, oil pump 500, fine filter 700 and heat exchanger 800 in the powertrain 10.

[0159] The powertrain and electric vehicle provided in the embodiments of this application have been described in detail above. Specific examples have been used to illustrate the principles and embodiments of this application. The descriptions of the embodiments above are only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in specific embodiments and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A powertrain, characterized in that, The powertrain is used to drive the wheels of the electric vehicle. The powertrain housing includes an oil suction channel. Coolant in the powertrain housing flows into the powertrain's oil pump through the oil suction channel under the action of the powertrain's oil pump. The oil suction channel includes a first section and a second section, wherein: The direction in which the first oil suction channel penetrates the powertrain housing intersects the direction in which the second oil suction channel penetrates the powertrain housing. Along the direction of gravity, the first end of the first oil suction channel is lower than the second end of the first oil suction channel. Under the action of the powertrain's oil pump, the coolant in the powertrain housing flows into the first oil suction channel through the first end of the first oil suction channel, and the coolant in the first oil suction channel flows into the powertrain's oil pump from the second end of the first oil suction channel through the second oil suction channel.

2. The powertrain according to claim 1, characterized in that, The first oil suction channel extends through the housing of the powertrain in a direction parallel to the radial direction of the powertrain's oil pump.

3. The powertrain according to claim 1 or 2, characterized in that, The second oil suction channel extends through the housing of the powertrain in a direction perpendicular to the radial direction of the oil pump of the powertrain.

4. The powertrain according to any one of claims 1-3, characterized in that, The first end of the second oil suction channel is used to receive the coolant from the first oil suction channel, and the second end of the second oil suction channel is used to output the coolant from the second oil suction channel. At least one of the first end or the second end of the second oil suction channel is higher than the first end of the first oil suction channel along the direction of gravity.

5. The powertrain according to any one of claims 1-4, characterized in that, The length of the first oil suction channel is less than the length of the second oil suction channel.

6. The powertrain according to any one of claims 1-5, characterized in that, The inner diameter of the first end of the first oil suction channel along the through direction of the first oil suction channel is smaller than the inner diameter of the first end of the first oil suction channel along the through direction of the second oil suction channel.

7. The powertrain according to any one of claims 1-6, characterized in that, The powertrain housing includes a first housing and a second housing, the space enclosed by the first housing and the second housing being used to accommodate at least one of the drive motor or reducer of the powertrain, and the end face of the first housing along the axial direction of the drive motor being used to connect to the second housing, wherein: The first oil suction channel and the second oil suction channel extend through the end face of the first housing, and the second housing is used to seal the first oil suction channel and the second oil suction channel.

8. The powertrain according to claim 7, characterized in that, The oil pump of the powertrain is located on the end face of the first housing, on the side opposite to the second housing along the axial direction of the drive motor, and the through direction of the second oil suction channel is parallel to the axial direction of the drive motor.

9. The powertrain according to claim 7 or 8, characterized in that, The powertrain housing includes an oil pump slot, the outer peripheral surface of the first housing is used to connect the oil pump slot, the oil pump slot is used to accommodate the oil pump of the powertrain, and the distance between the oil pump slot and the end face of the first housing along the axial direction of the drive motor is less than the length of the second oil suction channel.

10. The powertrain according to claim 9, characterized in that, The powertrain housing includes a reservoir, the inner circumferential surface of the first housing is used to connect the reservoir, and the reservoir is used to recover coolant from the first housing, wherein: The first end of the first oil suction channel is used to receive coolant in the storage tank. The bottom of the storage tank and the first end of the first oil suction channel are located on the same side of the oil pump tank and the second end of the first oil suction channel along the direction of gravity.

11. The powertrain according to claim 10, characterized in that, The first end of the first section of the oil suction channel penetrates the wall of the liquid storage tank, and the bottom of the liquid storage tank is used to enclose the first end of the first section of the oil suction channel with the wall of the liquid storage tank.

12. The powertrain according to any one of claims 7-11, characterized in that, The first housing has multiple housing fixing holes distributed on the end face of the first housing. The end face of the first housing is used to fix the second housing through the fixing member accommodated in each of the housing fixing holes. The first oil suction channel and the second oil suction channel are distributed between two adjacent housing fixing holes.

13. The powertrain according to claim 12, characterized in that, The distance between at least one of the first end or the second end of the first oil suction channel and the adjacent housing fixing hole is less than the distance between any two housing fixing holes in the plurality of housing fixing holes.

14. The powertrain according to any one of claims 1-13, characterized in that, Along the direction of gravity, the oil pump of the powertrain is higher than the first and second oil suction channels. The oil suction channels also include a third oil suction channel, which is located inside the housing of the powertrain. Under the action of the oil pump of the powertrain, the coolant in the second section of the oil suction channel flows into the oil pump of the powertrain through the third section of the oil suction channel, and the through direction of the second section of the oil suction channel intersects with the through direction of the third section of the oil suction channel.

15. An electric vehicle, characterized in that, The electric vehicle includes a power battery and a powertrain as described in any one of claims 1-14, the powertrain being used to receive power from the power battery and to drive the wheels of the electric vehicle.

Images