Power assembly arranged along power flow and electric vehicle

Abstract

The embodiment of the invention provides a power assembly arranged along a power flow, the power assembly comprises an integrated shell, a motor and a motor controller, the integrated shell comprises a motor accommodating cavity, a controller accommodating cavity, a direct current input interface mounting hole and an alternating current output interface mounting hole, and the motor comprises a motor shaft and a motor winding. In the first direction, the direct current input interface mounting hole and the alternating current output interface mounting hole are oppositely arranged, the alternating current output interface mounting hole and the wiring end of the motor winding are arranged on one side in the first direction, and the direct current input interface mounting hole and the output end of the motor shaft are arranged on the other side in the first direction. The projection of the controller containing cavity and the projection of the motor containing cavity in the second direction are partially overlapped, and the projection of the direct-current input interface mounting hole, the projection of the alternating-current output interface mounting hole and the projection of the motor shaft in the third direction are not overlapped. The power assembly is compact in layout and conforms to the flow direction of power flow, and miniaturization and high power density of the power assembly can be achieved easily.

Description

[0001] This application is a divisional application. The original application has the application number 202380013247.4 and the original application date is June 30, 2023. The entire contents of the original application are incorporated herein by reference. Technical Field

[0002] This application relates to the field of powertrain technology, and in particular to a powertrain and electric vehicle with a power flow layout. Background Technology

[0003] Existing electric vehicles typically use integrated powertrains as their power source. Currently, the motor and motor controller are usually integrated into a two-in-one powertrain, or the motor, motor controller, and reducer are usually integrated into a three-in-one powertrain, or the motor, motor controller, reducer, and other electric vehicle components are usually integrated into a multi-in-one powertrain. To improve the overall performance of electric vehicles, the powertrain needs to comprehensively consider various design requirements such as miniaturization, power density, reliability, heat dissipation performance, and power performance.

[0004] Correspondingly, problems in the layout and structural design of the components in the powertrain will not only affect the miniaturization or heat dissipation performance of the powertrain, but also affect the energy conversion efficiency, leading to a decrease in the power density of the powertrain. Furthermore, they will affect the energy transmission path, resulting in a decrease in the reliability and power performance of the powertrain. Summary of the Invention

[0005] This application provides a powertrain and electric vehicle with a power flow layout. The layout and structural design of multiple components such as the motor, motor controller, and reducer in the powertrain can take into account the design requirements of powertrain miniaturization, power density, reliability, heat dissipation performance and power performance, thereby improving the overall performance of the electric vehicle.

[0006] In a first aspect, embodiments of this application provide a powertrain with a power flow layout. The powertrain includes an integrated housing, a motor, and a motor controller. The integrated housing includes a motor housing cavity, a controller housing cavity, a DC input interface mounting hole, and an AC output interface mounting hole. The motor includes a motor shaft and motor windings. Along a first direction, the DC input interface mounting hole and the AC output interface mounting hole are arranged opposite to each other. The AC output interface mounting hole and the wiring terminals of the motor windings are arranged on one side along the first direction, and the DC input interface mounting hole and the output terminal of the motor shaft are arranged on the other side along the first direction. Along a second direction, the projection of the controller housing cavity partially overlaps with the projection of the motor housing cavity. Along a third direction, the projections of the DC input interface mounting hole, the AC output interface mounting hole, and the motor shaft do not overlap. Any two of the first, second, and third directions are perpendicular.

[0007] The powertrain provided in this application uses an integrated housing to house the motor and motor controller. Compared to a separate powertrain, this increases the integration level, improves space utilization, and reduces costs. Furthermore, in the integrated housing of the powertrain provided in this application, the controller housing and the motor housing are arranged along a second direction, and their portions overlap in the third direction, which helps to reduce the space occupied by the powertrain in the second direction.

[0008] In this embodiment, energy transfer sequentially passes through the DC input interface mounting hole, the motor controller, the AC output interface mounting hole, the wiring terminals of the motor windings, and the output terminal of the motor shaft.

[0009] In this embodiment, the DC input interface mounting hole and the AC output interface mounting hole are arranged opposite to each other along a first direction and are located at opposite ends of the controller housing cavity along the first direction. The component for transmitting DC power to the motor controller is installed in the DC input interface mounting hole and extends into the inner side of the controller housing cavity; that is, the motor controller is electrically connected to the battery pack through the DC input interface mounting hole. The component for transmitting AC power to the motor can be installed in the AC output interface mounting hole and extends into the outer side of the controller housing cavity; that is, the motor controller is electrically connected to the motor through the AC output interface mounting hole. In this embodiment, the DC input interface mounting hole and the AC output interface mounting hole are arranged opposite to each other along the first direction, which helps to avoid electrical interference between DC and AC power during transmission, thereby improving safety performance. The adjacent arrangement of the AC output interface mounting hole to the motor helps to shorten the distance between the motor controller and the motor's wiring terminals through the AC output interface mounting hole.

[0010] In this embodiment, the motor winding is connected to the motor controller via an electrical connector. The terminals of the motor winding receive AC power transmitted from the motor controller. The terminals of the motor winding are adjacent to the AC output interface mounting hole and located on the same side of the controller's housing cavity. This shortens the energy transmission path between the motor controller and the motor, resulting in lower impedance and reducing energy loss along the transmission path, thus improving energy transmission efficiency. Furthermore, the compact and regular layout between the motor controller and the motor helps reduce the size of the powertrain, thereby optimizing the overall vehicle layout. The terminals of the motor winding and the output end of the motor shaft are positioned opposite each other along a first direction. The output end of the motor shaft is located on the same side as the DC input interface mounting hole; that is, the axial direction of the motor shaft is parallel to the arrangement direction of the DC input interface mounting hole and the AC output interface, further reducing the size of the powertrain.

[0011] The powertrain provided in this application integrates the motor and motor controller within a single housing, increasing the powertrain's integration density, reducing its size and cost, facilitating lightweight design, and improving power density. Furthermore, the layout of the DC input interface mounting holes, AC output interface mounting holes, motor winding terminals, and motor shaft output terminals in the powertrain provided in this application conforms to the power flow direction, shortening the energy transmission path within the powertrain and reducing energy loss during transmission.

[0012] In one embodiment, the motor controller includes a capacitor module, a power module, and a copper busbar assembly, and a controller housing cavity is used to accommodate the capacitor module, the power module, and the copper busbar assembly. The capacitor module and the power module are stacked along a second direction, and the copper busbar assembly is arranged adjacent to the power module along a third direction. The distance between the power module and the motor shaft along the motor radial direction is greater than the distance between the copper busbar assembly and the motor shaft.

[0013] In one embodiment, the projection of the DC input interface mounting hole at least partially overlaps with the projection of the capacitor module along a first direction. In this embodiment, energy transfer sequentially passes through the DC input interface mounting hole, the capacitor module, the power module, and the AC output interface mounting hole. The DC input interface mounting hole and the AC output interface mounting hole are positioned opposite each other along the first direction, meaning the power flow between them is in the first direction. This design sets the projection of the DC input interface mounting hole to at least partially overlap with the projection of the capacitor module, resulting in a shorter energy transfer path between them, which helps reduce energy loss within the motor controller.

[0014] In one embodiment, the projection of the DC input interface mounting hole at least partially overlaps with the projection of the power module. This design helps to shorten the energy transfer path between the DC input interface mounting hole and the power module, reducing energy loss within the motor controller.

[0015] In one embodiment, the projection of the DC input interface mounting hole at least partially overlaps with the projections of the capacitor module and the power module. This solution helps to shorten the energy transfer path between the DC input interface mounting hole, the capacitor module, and the power module, thereby reducing energy loss within the motor controller.

[0016] In one embodiment, the capacitor module and power module are stacked along the second direction, and the copper busbar assembly is arranged adjacent to the power module along the third direction, which is perpendicular to the first and second directions. Compared to arranging the capacitor module, power module, and copper busbar assembly flat along the first direction, this solution helps to reduce the size of the motor controller in the first direction, thereby reducing the size of the powertrain. It also facilitates connecting the capacitor module and power module along the second direction, shortening the connection path, reducing power transmission energy consumption, and ensuring smooth power flow between the capacitor module and power module.

[0017] In one embodiment, the radial distance between the power module and the motor shaft is greater than the radial distance between the copper busbar assembly and the motor shaft. In this embodiment, the copper busbar assembly is closer to the motor shaft than the power module, which helps to shorten the distance between the terminals of the copper busbar assembly and the motor windings. Since the terminals of the copper busbar assembly and the motor windings are electrically connected, setting a smaller distance between the terminals of the copper busbar assembly and the motor windings allows the layout to conform to the power flow direction, reducing energy loss. This solution also helps to reduce the space occupied by the motor controller and the motor, improving the integration and power density of the powertrain.

[0018] In one embodiment, the motor controller further includes a circuit board electrically connected to the power module. Along a second direction, the circuit board is stacked on top of the capacitor module and the power module. The projection of any one of the capacitor module, power module, and circuit board does not overlap with the copper busbar assembly, and the projection of the motor shaft does not overlap with the projection of any one of the capacitor module, power module, and circuit board. Along a third direction, the projection of the motor shaft does not overlap with the projection of any one of the capacitor module, power module, and circuit board. The controller housing cavity and the motor housing cavity at least partially overlap along the third direction, and the length of the overlapping portion of the controller housing cavity and the motor housing cavity in the third direction is less than the outer diameter of the motor stator.

[0019] In this embodiment, since the surface of the circuit board usually has a large area, compared with the capacitor module, power module and circuit board being laid flat along a third direction or a first direction, this solution sets the circuit board, power module and capacitor module to be stacked sequentially along a second direction, which is more conducive to reducing the space volume occupied by the motor controller.

[0020] In the embodiments of this application, the projection of the copper busbar assembly and any of the capacitor module, power module and circuit board in the second direction do not overlap. That is, the copper busbar assembly is not stacked with the capacitor module, power module and circuit board along the second direction, thereby reducing the interference of the power transmitted by the copper busbar assembly on the signal quality of the circuit board.

[0021] The copper busbar assembly is electrically connected to the power module and is used to transmit the AC power output from the power module. The copper busbar assembly can be positioned on the side of the power module along the third direction, closer to the motor shaft. This allows for a reasonable layout of the components inside the motor controller, preventing the motor controller from becoming too large in the second direction. It also facilitates electrical connection between the copper busbar assembly and the motor that receives the AC power, conforming to the power flow direction. In this embodiment, the projections of the motor shaft, capacitor module, power module, and circuit board in the second direction do not overlap, which helps reduce the size of the powertrain in the second direction.

[0022] In one embodiment, along a third direction, the projection of the motor shaft does not overlap with the projection of any one of the capacitor module, power module, and circuit board. The controller cavity and the motor cavity at least partially overlap along the third direction, and the length of the overlapping portion of the controller cavity and the motor cavity in the third direction is less than the outer diameter of the motor stator.

[0023] In this embodiment, the projections of the motor shaft onto any of the capacitor module, power module, and circuit board in the third direction do not overlap, which helps reduce the size of the powertrain in the third direction. The controller housing and the motor housing are arranged along the second direction and partially overlap along the third direction, making the total size of the motor controller and motor in the second direction smaller. The length of the overlapping portion of the controller housing and the motor housing in the third direction is less than the outer diameter of the motor stator, so that the projections of the controller housing and the motor housing in the third direction do not completely overlap, which provides space for other components or devices to be installed below the controller housing, improving the space utilization of the powertrain.

[0024] In one embodiment, a DC input interface mounting hole is used to fix a DC input interface for electrically connecting to a power battery. The power module includes multiple bridge arm modules, which form an inverter circuit to convert DC power to AC power. Along a first direction, the multiple bridge arm modules are arranged adjacent to each other, and the projections of the multiple bridge arm modules do not overlap with the projection of the AC output interface mounting hole, but the projections of the multiple bridge arm modules overlap with the projection of the DC input interface mounting hole. Along a second direction, the projection of the capacitor module covers the projections of the multiple bridge arm modules.

[0025] In this embodiment, the projections of the DC input interface mounting hole and the AC output interface mounting hole in the first direction overlap to a great extent. The capacitor module is electrically connected to the battery pack through the DC input interface mounting hole, and the capacitor module and the power module are stacked. This solution sets the projections of multiple bridge arm modules along the first direction to overlap with the projections of the DC input interface mounting hole, so that the path of energy transfer from the DC input interface mounting hole to the bridge arm module is shorter, which helps to reduce energy loss.

[0026] In this embodiment, the copper busbar assembly transmits AC power through the AC output interface mounting hole, and the projections of the copper busbar assembly and the bridge arm module in the second direction do not overlap. This solution ensures that the projections of multiple bridge arm modules along the first direction do not overlap with the projections of the AC output interface mounting hole, providing a prerequisite for reducing energy loss between the copper busbar assembly and the AC output interface mounting hole. The capacitor module and power module are stacked along the second direction, wherein the projection of the capacitor module in the second direction covers the projections of multiple bridge arm modules along the second direction, enabling the capacitor module to support the bridge arm modules.

[0027] In one embodiment, the power module includes three bridge arm modules. The two ends of each bridge arm module are electrically connected to the positive and negative terminals of a DC input interface via two first connectors, respectively. The midpoint of each bridge arm module is connected to a copper busbar assembly via a second connector. The three bridge arm modules output three-phase AC power to the copper busbar assembly via three second connectors. Two first connectors are spaced apart within the controller housing along a first direction, and the projections of these two first connectors along the first direction at least partially overlap with the projection of the DC input interface mounting hole. Similarly, three second connectors are spaced apart within the controller housing along the first direction, and the projections of these three second connectors along the first direction at least partially overlap with the projection of the AC output interface mounting hole.

[0028] In this embodiment, the power module includes three bridge arm modules. Each bridge arm module includes two first connectors and one second connector, wherein the first connectors and the second connectors are located on opposite sides of the bridge arm module along a third direction. The battery pack transmits DC power to the first connectors of the three bridge arm modules through a DC input interface and a capacitor module. After the three bridge arm modules convert the DC power to AC power, it is then transmitted sequentially to the copper busbar assembly and the AC output interface mounting hole through the second connectors.

[0029] In this embodiment, the two first connectors of each bridge arm module are arranged at intervals along a first direction, and the projections of the first connectors and the DC input interface in the first direction at least partially overlap. Since there is an electrical connection between the first connectors and the DC input interface, this solution helps to shorten the energy transfer path between the first connectors and the DC input interface. The three second connectors of the three bridge arm modules are arranged at intervals along the first direction, and the projections of the second connectors and the AC output interfaces in the first direction at least partially overlap. Since the second connectors are directly electrically connected to the copper busbar assembly, AC power is transmitted from the second connectors through the copper busbar assembly to the AC output interface mounting hole. This solution also helps to reduce energy loss between the second connectors and the AC output interface mounting hole.

[0030] In one embodiment, the integrated housing further includes a power interface mounting hole. Along a first direction, the power interface mounting hole and the DC input interface mounting hole are arranged opposite each other, and the power interface mounting hole, the AC output interface mounting hole, and the wiring terminals of the motor windings are arranged on one side along the first direction. Along a third direction, the AC output interface mounting hole and the AC mounting hole are arranged adjacent to each other.

[0031] In one embodiment, an external power source charges the battery pack through a power interface mounting hole, a motor controller, and a DC input interface mounting hole. Arranging the power interface mounting hole and the DC input interface mounting hole opposite each other along a first direction helps shorten the transmission path between them, thereby reducing energy loss during charging. In this embodiment, the arrangement of the power interface mounting hole and the DC input interface mounting hole opposite each other along the first direction facilitates electrical isolation.

[0032] In one embodiment, a power interface mounting hole is used to fix a power interface for electrical connection to an external power source. The power interface mounting hole penetrates the integrated housing along a first direction and communicates with the controller receiving cavity. Specifically, along the radial direction of the motor, the distance between the AC output interface mounting hole and the motor shaft is greater than the distance between the power interface mounting hole and the motor shaft.

[0033] In this embodiment, in both the second and third directions, the AC output interface mounting hole is closer to the motor than the power interface mounting hole. Since there is an electrical connection between the AC output interface mounting hole and the wiring terminal of the motor winding, this solution is beneficial to shorten the energy transmission path, and the layout of the motor controller and the motor is more compact, which is beneficial to reduce the space volume of the powertrain and improve the power density.

[0034] In one embodiment, the AC output interface mounting hole is used to fix the AC output interface, which is used to electrically connect the terminals of the motor windings via the input copper busbar. The input copper busbar, the AC output interface mounting hole, and the terminals of the motor windings are arranged on one side along a first direction. The length direction of the input copper busbar intersects with the first direction, the second direction, and the third direction.

[0035] In this embodiment, the AC output interface mounting hole, the input copper busbar, and the motor winding terminals are connected sequentially. The AC output interface mounting hole and the input copper busbar are arranged opposite each other along a first direction to facilitate the transmission of AC power output from the motor controller to the input copper busbar. The input copper busbar includes a first end and a second end arranged opposite each other. The first end of the input copper busbar is used to connect to the AC output interface mounting hole, and the second end is used to connect to the motor winding terminals. In the second direction, the distance between the first end of the input copper busbar and the AC output interface mounting hole is less than the distance between the first end of the input copper busbar and the motor winding terminals, and the distance between the second end of the input copper busbar and the motor winding terminals is less than the distance between the second end of the input copper busbar and the AC output interface mounting hole. Specifically, the extension direction of the input copper busbar follows the direction of power flow in the AC output interface mounting hole, the input copper busbar, and the motor winding terminals. This is manifested in the angle between the extension direction of the input copper busbar and the second direction being less than 90°. In this case, the AC power loss during transmission between the motor controller and the motor is small, allowing the motor to drive the wheels more efficiently, thereby enhancing the vehicle's power performance.

[0036] In one embodiment, the AC output interface includes three terminals, which are electrically connected to the terminals of the motor windings via three input copper busbars. The three input copper busbars are arranged at intervals, and their arrangement direction intersects with both the first direction and the second direction.

[0037] In this embodiment, along the first direction, the AC output interface is located between the copper busbar assembly and the input copper busbar. The bridge arm module in the power module outputs AC power to the copper busbar assembly, which is then electrically connected to the input copper busbar and the motor winding terminals sequentially via the AC output interface, transmitting the AC power to the motor. The three-phase AC power output from the three second connectors of the bridge arm module is transmitted to the three input copper busbars, which are spaced apart, thus reducing electrical interference between them.

[0038] In one embodiment, the powertrain further includes a speed reducer, which is drive-connected to the output end of the motor shaft. Along a first direction, the speed reducer is arranged opposite to the AC output interface mounting hole, and the speed reducer is arranged on the opposite side along the first direction to the DC input interface mounting hole.

[0039] In this embodiment, the DC input interface mounting hole is located on the same side as the reducer opening, and the AC output interface mounting hole is located on the same side as the motor opening, so that the two ends of the integrated housing along the first direction are basically flush, the internal layout of the powertrain is regular, and the energy transfer path can be reduced.

[0040] In this embodiment, the reducer receives mechanical energy transmitted from the motor and drives the wheel to rotate via the wheel drive end. The controller housing and the motor housing are arranged along a second direction and partially overlap in a third direction, providing mounting space below the controller housing along the second direction. Since the wheel drive end of the reducer needs to connect to the wheel, this design facilitates providing mounting space for the connection between the reducer and the wheel. The axis of the wheel drive end is parallel to the motor shaft, and the alignment direction of the wheel drive end axis and the motor shaft is perpendicular to the first direction, resulting in a compact and regular layout of the motor and reducer.

[0041] In this embodiment, the power flow direction of the motor controller is opposite to the energy flow direction of the motor, roughly forming a U-shape. Similarly, the energy flow direction between the motor and the wheel drive end via the reducer is also opposite, roughly forming a U-shape. The U-shaped opening of the U-shaped energy flow direction formed by the motor controller and the motor is opposite to the U-shaped opening of the U-shaped energy flow direction between the motor and the wheel drive end via the reducer. The wheel drive end is located below the motor controller, ensuring a smooth energy flow and a short energy path throughout the powertrain. This facilitates a smaller, more integrated, and miniaturized powertrain.

[0042] In one embodiment, the integrated housing further includes a reducer receiving cavity for accommodating a reducer. The reducer receiving cavity is in communication with the motor receiving cavity. The controller receiving cavity, motor receiving cavity, and reducer receiving cavity each include an opening. Along a first direction, the orientation of the opening of the motor receiving cavity is opposite to the orientation of the opening of the reducer receiving cavity. The length of the opening of the controller receiving cavity is less than the sum of the lengths of the reducer receiving cavity and the motor receiving cavity. The orientation of the opening of the controller receiving cavity is perpendicular to the first direction and a third direction.

[0043] In this embodiment, the reducer and the motor have a transmission relationship. The reducer cavity is connected to the motor cavity, allowing part of the motor shaft to pass through the reducer cavity for mechanical transmission between the motor and the reducer. The controller cavity is not connected to either the reducer cavity or the motor cavity, preventing the cold oil medium in the motor cavity and reducer cavity from flowing into the controller cavity and causing electrical interference to the electrical components in the motor controller, thus ensuring the normal operation of the motor controller.

[0044] In one embodiment, the powertrain further includes a motor end cover, a reducer end cover, and a motor controller cover, which respectively cover the openings of the controller receiving cavity, the motor receiving cavity, and the reducer receiving cavity. Along a first direction, the length of the motor controller cover is less than the distance between the motor end cover and the reducer end cover, and the length of the controller receiving cavity is less than the distance between the motor end cover and the reducer end cover.

[0045] In this embodiment, the motor controller cover plate covers the opening of the controller receiving cavity along the second direction, and the motor end cover and the reducer end cover cover the openings of the motor and reducer, respectively, along the first direction. The positional relationship between the motor controller cover plate and the motor and reducer end covers is similar to the positional relationship between the motor controller opening, the motor opening, and the reducer opening. The length of the motor controller cover plate along the first direction is less than the distance between the motor end cover and the reducer end cover along the first direction; that is, the motor controller cover plate is located between the motor end cover and the reducer end cover along the first direction. This helps to reduce the overall size of the motor controller, motor, and reducer in the first direction, thereby reducing the space occupied by the powertrain in the electric vehicle. The fact that the length of the controller receiving cavity along the first direction is less than the distance between the motor end cover and the reducer end cover along the first direction also helps to reduce the volume of the powertrain.

[0046] In one embodiment, the powertrain further includes a terminal cover. Along a first direction, the terminal cover is arranged opposite to the reducer cover, and a motor end cover is arranged between the motor stator and the terminal cover. The gap between the terminal cover and the motor end cover is used to accommodate input busbars. The projection of the terminal cover covers the AC output interface mounting hole, the three input busbars, the terminals of the motor windings, and the projection of the motor shaft.

[0047] In this embodiment, the two ends of the input copper busbar are connected to the AC output interface mounting hole and the wiring terminal of the motor winding, respectively. The input copper busbar is used to transmit the AC power output by the motor controller to the motor. The AC output interface mounting hole and the three input copper busbars are all located on the outside of the motor end cover. The wiring terminal of the motor winding and one end of the motor shaft extend from the motor housing cavity to the motor end cover. The wiring cover can be used to cover the AC output interface mounting hole, the three input copper busbars, the wiring terminal of the motor winding, and the end of the motor shaft. The AC output interface mounting hole, the three input copper busbars, and the wiring terminal of the motor winding are electrically connected. The wiring cover can prevent the electrical connection from being affected by external factors. The wiring cover can also prevent foreign objects from entering the motor shaft and ensure the normal operation of the motor.

[0048] In one embodiment, the integrated housing further includes a coolant inlet and a coolant outlet. The coolant inlet is used to provide coolant to the motor controller, and the coolant outlet is used to output coolant. The coolant inlet, the power interface mounting hole, and the AC output interface mounting hole are arranged on one side along a first direction. The coolant inlet and the power interface mounting hole are arranged adjacent to each other along a second direction. The projection of the coolant outlet along a third direction overlaps with the projection of the controller housing cavity but does not overlap with the projection of the motor shaft.

[0049] In this embodiment, coolant enters the liquid-cooling channel below the controller housing cavity through a coolant inlet. The motor controller generates significant heat during operation. This design incorporates a coolant inlet and a liquid-cooling channel, enabling the coolant to effectively cool and dissipate heat from the motor controller, thus reducing its temperature under steady-state operation. The coolant inlet and the DC input interface mounting hole are arranged opposite each other along a first direction, reducing the difficulty of electrical and mechanical connections while preventing adverse effects of the coolant on the DC input interface, thereby improving the safety performance of the motor controller and powertrain. Furthermore, the coolant inlet's axial direction is the same as the first direction, meaning the coolant flow direction is opposite to the power flow direction within the motor controller, which enhances the coolant's heat dissipation efficiency. Along a second direction, the liquid-cooling channel is located below the controller housing cavity, making efficient use of the motor controller's internal space.

[0050] In one embodiment, the integrated housing further includes a coolant outlet, and a coolant inlet is connected to the coolant outlet via a liquid cooling channel. The axial direction of the coolant outlet is perpendicular to both the first and second directions. The coolant outlet, the controller housing cavity, and the motor shaft are arranged along the axial direction of the coolant outlet. The coolant outlet is used to connect to a heat exchanger, and the terminals of the heat exchanger and the motor are arranged opposite each other along the first direction.

[0051] In this embodiment, the coolant outlet is axially oriented in the third direction, and the coolant outlet is located on the opposite side of the DC input interface mounting hole. This avoids negative impacts of the coolant on the DC input interface and improves safety performance. The heat exchanger and motor terminals are positioned opposite each other along the first direction, meaning the heat exchanger is closer to the coolant outlet than the coolant inlet. This shortens the coolant's transmission path outside the motor controller and improves cooling efficiency.

[0052] In one embodiment, along the second direction, the heat exchanger is located above the reducer, and the heat exchanger is also used to connect the reducer housing cavity and the motor housing cavity. The reducer housing cavity is used to house the reducer, and the motor housing cavity is used to house the motor. Neither the reducer housing cavity nor the motor housing cavity is connected to the liquid cooling channel.

[0053] In this embodiment, a heat exchanger is installed in the powertrain, and the heat exchanger is connected to both the reducer housing and the motor housing, allowing the reducer and motor to be cooled, which helps ensure that the reducer and motor operate at suitable temperatures. The heat exchanger is located above the reducer along the second direction, resulting in a shorter cooling path between the heat exchanger and the reducer, reducing the thermal resistance of the heat dissipation path. The liquid cooling channel is not connected to either the reducer housing or the motor housing, preventing the coolant in the liquid cooling channel from flowing into the reducer and motor.

[0054] Secondly, embodiments of this application provide an electric vehicle, including a vehicle body, a battery pack, and a powertrain as described above. The powertrain is fixed to the vehicle body, the battery pack is connected to a motor controller via a DC input port mounting hole, and the wheel drive end of the powertrain is connected to the vehicle's wheels for providing power to the wheels. The powertrain provided in this application comprehensively considers various design requirements such as miniaturization, power density, reliability, heat dissipation performance, and power performance, thereby improving the overall performance of the electric vehicle. Attached Figure Description

[0055] 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.

[0056] Figure 1 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application; Figure 2 This is a schematic diagram of the powertrain provided in one embodiment of this application; Figure 3 This is a partial structural schematic diagram of a powertrain provided in an embodiment of this application; Figure 4 This is a partial structural schematic diagram of a powertrain provided in an embodiment of this application; Figure 5 This is a partial exploded view of a powertrain provided in one embodiment of this application; Figure 6 yes Figure 5 A partially enlarged view of the M1 section of the powertrain shown; Figure 7 This is a partial structural schematic diagram of a powertrain provided in an embodiment of this application; Figure 8 This is a schematic diagram of the powertrain provided in one embodiment of this application; Figure 9 This is a top view of a powertrain provided in an embodiment of this application; Figure 10 This is a partial exploded view of a powertrain provided in one embodiment of this application; Figure 11 This is a schematic diagram of the powertrain provided in one embodiment of this application; Figure 12 yes Figure 11 The powertrain shown is a cross-sectional view along AA; Figure 13 This is a partial exploded view of a powertrain provided in one embodiment of this application; Figure 14 yes Figure 12 A partially enlarged view of the M2 section of the powertrain shown; Figure 15This is a schematic diagram of the structure of the reducer input shaft and the motor shaft provided in one embodiment of this application; Figure 16 yes Figure 15 The diagram shows a cross-sectional view of the reducer input shaft and motor shaft along BB. Figure 17 This is a schematic diagram of the structure of an oil passage pipe provided in one embodiment of this application; Figure 18 yes Figure 13 A partially enlarged view of the M3 section of the powertrain shown; Figure 19 This is a schematic diagram of the structure of a reducer end cover provided in one embodiment of this application; Figure 20 This is a schematic diagram of the structure of an oil guide provided in an embodiment of this application; Figure 21 This is a partial exploded view of a powertrain provided in one embodiment of this application; Figure 22 This is a schematic diagram of the structure of a motor provided in one embodiment of this application; Figure 23 yes Figure 22 The motor shown is a cross-sectional view along the CC direction; Figure 24 yes Figure 23 A magnified view of part M4 in the motor shown; Figure 25 This is a partial exploded view of a powertrain provided in one embodiment of this application; Figure 26 yes Figure 25 A partially enlarged view of the M5 section of the powertrain shown; Figure 27 This is a schematic diagram of the structure of a motor end cover provided in one embodiment of this application; Figure 28 This is a schematic diagram of the powertrain provided in one embodiment of this application; Figure 29 yes Figure 28 The powertrain shown is a cross-sectional view along DD; Figure 30 yes Figure 29 A partially enlarged view of the M6 ​​section of the powertrain shown; Figure 31 yes Figure 27 A partial enlarged view of part M7 in the motor end cover shown; Figure 32 This is a schematic diagram of the powertrain provided in one embodiment of this application; Figure 33 yes Figure 32 The powertrain shown is a cross-sectional view along EE; Figure 34 yes Figure 33 A partially enlarged view of the M8 section of the powertrain shown; Figure 35 yes Figure 32 A partially enlarged view of the M9 section of the powertrain shown; Figure 36 yes Figure 27 A partial enlarged view of the M10 portion of the motor end cover shown; Figure 37 This is a schematic diagram of the powertrain provided in one embodiment of this application; Figure 38 yes Figure 37 The powertrain shown is a cross-sectional view along FF; Figure 39 yes Figure 38 A partially enlarged view of the M11 section of the powertrain shown; Figure 40 yes Figure 27 A partially enlarged view of the M12 portion of the motor end cover shown; Figure 41 yes Figure 39 A partially enlarged view of the M13 section of the powertrain shown; Figure 42 yes Figure 37 The diagram shows a cross-sectional view of the motor along FF; Figure 43 yes Figure 42 A partially enlarged view of the M14 section of the motor shown; Figure 44 This is a schematic diagram of the structure of a motor end cover provided in an embodiment of this application. Detailed Implementation

[0057] 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.

[0058] In this document, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "multiple" means two or more.

[0059] Furthermore, in this article, directional terms such as "upper" and "lower" are defined relative to the orientation of the structure as shown in the attached drawings. It should be understood that these directional terms are relative concepts, used for relative description and clarification, and can change accordingly depending on the orientation of the structure.

[0060] For ease of understanding, the relevant technical terms involved in the embodiments of this application will be explained and described below.

[0061] Parallelism: The parallelism defined in 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 tolerances, design tolerances, and structural flatness.

[0062] Perpendicularity: The perpendicularity defined in this application is not limited to an absolute perpendicular intersection (with an included angle of 90 degrees). It is permissible for non-absolute perpendicular intersections caused by factors such as assembly tolerances, design tolerances, and structural flatness. It is permissible for errors within a small angular range, such as an assembly error range of 80 to 100 degrees, which can all be understood as a perpendicular relationship.

[0063] Surface roughness refers to the unevenness of a surface, characterized by small gaps and minute peaks and valleys.

[0064] The first direction, Y, is parallel to the motor axis, which refers to the axial direction of the motor shaft.

[0065] The second direction Z is perpendicular to the first direction Y and the third direction X.

[0066] The third direction X is perpendicular to the first direction Y and the second direction Z.

[0067] To improve the overall performance of electric vehicles, the powertrain needs to comprehensively consider various design requirements, including miniaturization, power density, reliability, heat dissipation, and power performance. Problems in the layout and structural design of the various components within the powertrain can not only affect the miniaturization or heat dissipation performance of the powertrain, but also affect energy conversion efficiency, leading to a decrease in power density. Furthermore, they can affect the energy transmission path, resulting in a decrease in the reliability and power performance of the powertrain.

[0068] This application provides a powertrain with a power flow layout. The powertrain includes an integrated housing, a motor, and a motor controller. The integrated housing includes a motor housing cavity, a controller housing cavity, a DC input interface mounting hole, and an AC output interface mounting hole. The motor includes a motor shaft and motor windings. Along a first direction, the DC input interface mounting hole and the AC output interface mounting hole are arranged opposite each other. The AC output interface mounting hole and the terminals of the motor windings are arranged on one side along the first direction, while the DC input interface mounting hole and the output terminal of the motor shaft are arranged on the other side along the first direction. This ensures that AC power output from the AC output interface mounting hole is input to the motor windings through the terminals of the motor windings arranged on the same side, resulting in a short AC power input path.

[0069] The projection of the controller housing cavity along the second direction partially overlaps with the projection of the motor housing cavity. The projections of the DC input interface mounting hole and the AC output interface mounting hole along the third direction do not overlap with the projection of the motor shaft. Any two of the first, second, and third directions are perpendicular. The powertrain provided in this application has a compact layout that conforms to the power flow direction, which helps to shorten the energy transfer path and reduce energy loss, enabling miniaturization and high power density of the powertrain.

[0070] The powertrain provided in this application embodiment is applied to electric vehicles to improve the overall performance of electric vehicles.

[0071] Please see Figure 1 , Figure 1 This is a schematic diagram of the structure of an electric vehicle 1 according to an embodiment of this application. In this embodiment, the electric vehicle 1 includes a powertrain 10, a vehicle body 20, a battery pack 30, and wheels 40. The powertrain 10 and the battery pack 30 are fixed to the vehicle body 20. The powertrain 10 receives power from the battery pack 30 and drives the wheels 40.

[0072] In this embodiment of the application, the battery pack 30 can be referred to as a power battery.

[0073] In this embodiment, electric vehicle 1 refers to wheeled equipment driven or towed by a power unit. In one implementation, electric vehicle 1 includes passenger cars, commercial vehicles, or special-purpose vehicles such as emergency rescue vehicles, water trucks, sewage suction trucks, cement mixer trucks, crane trucks, and medical vehicles. Exemplarily, electric vehicle 1 includes electric vehicles (EVs), pure electric vehicles (PEVs / BEVs), hybrid electric vehicles (HEVs), range-extended electric vehicles (REEVs), plug-in hybrid electric vehicles (PHEVs), and new energy vehicles.

[0074] In this embodiment, the electric vehicle 1 includes one or more powertrains 10. In one embodiment, the electric vehicle 1 is a front-wheel drive or rear-wheel drive vehicle. The electric vehicle 1 includes one powertrain 10, which is used to drive the front wheels or rear wheels of the electric vehicle 1. In one embodiment, the electric vehicle 1 is a dual-wheel drive vehicle. The electric vehicle 1 includes two powertrains 10, which are respectively used to drive the front wheels and rear wheels of the electric vehicle 1. In one embodiment, the electric vehicle 1 is a four-wheel drive vehicle. The electric vehicle 1 includes four powertrains 10, which are respectively used to drive the four wheels of the electric vehicle 1.

[0075] The powertrain 10 provided in the embodiments of this application will be described in detail below.

[0076] Please see Figures 2 to 4 , Figure 2 This is a schematic diagram of the powertrain 10 provided in one embodiment of this application. Figure 3 This is a partial structural schematic diagram of the powertrain 10 provided in an embodiment of this application. Figure 4 This is a partial structural schematic diagram of a powertrain 10 provided in an embodiment of this application.

[0077] like Figure 2 As shown, the powertrain 10 includes a motor 100, a motor controller 200, and a reducer 300 (e.g., ...). Figure 3 (As shown). The motor controller 200 receives DC power from the battery pack 30 and outputs AC power to the motor 100. The motor 100 receives the AC power output from the motor controller 200 and drives the wheels 40 of the electric vehicle 1. The reducer 300 transmits the power from the motor 100 to the wheels 40.

[0078] like Figure 3 As shown, the motor 100 includes a motor stator 120, a motor winding 130, a motor shaft 140, and a motor rotor (not shown). The alternating magnetic flux generated by the motor winding 130 interacts with the permanent magnet flux generated by the motor rotor, causing the motor rotor to rotate relative to the motor stator 120. The motor rotor is fixedly connected to the motor shaft 140, causing the motor shaft 140 to rotate with the rotor. The motor stator 120 is rotatably connected to the motor shaft 140, allowing the motor shaft 140 to rotate relative to the motor stator 120, converting electrical energy into mechanical energy. The output end of the motor shaft 140 is used to transmit mechanical energy.

[0079] Combination Figure 3 and Figure 4 As shown, the integrated housing 400 includes a reducer housing 410, a motor housing 420, and a controller housing 430.

[0080] In this embodiment, the motor housing cavity 420 is used to house the motor 100. For example... Figure 4 As shown, the motor receiving cavity 420 extends through the integrated housing 400 along the first direction Y. The motor stator 120 is fixedly nested within the motor receiving cavity 420.

[0081] In this embodiment, the reducer housing 410 is used to house the reducer 300. The reducer housing 410 is connected to the motor housing 420. The motor shaft 140 of the motor 100 is fixed to the reducer input shaft of the reducer 300.

[0082] In this embodiment, the controller housing cavity 430 is used to house the motor controller 200. (In conjunction with...) Figure 3 and Figure 4 As shown, the controller housing 430 and the motor housing 420 are arranged along the second direction Z. In this embodiment, the motor controller 200 is used to receive DC power from the battery pack 30 and to output AC power to the motor 100.

[0083] In this embodiment of the application, the integrated housing 400 is used to accommodate the motor 100, the motor controller 200 and the reducer 300, wherein the motor 100 is located in the motor receiving cavity 420 of the integrated housing 400, the motor controller 200 is located in the controller receiving cavity 430 of the integrated housing 400, and the reducer 300 is located in the reducer receiving cavity 410 of the integrated housing 400.

[0084] In one embodiment, the motor 100 and the motor controller 200 share an integrated housing 400. The integrated housing 400 includes a motor housing that encloses a motor receiving cavity 42, or the portion of the integrated housing 400 enclosing the motor receiving cavity 420 constitutes the motor housing of the motor 100. The integrated housing 400 also includes a controller housing that encloses a controller receiving cavity 430, or the portion of the integrated housing 400 enclosing the controller receiving cavity 430 constitutes the controller housing of the motor controller 200.

[0085] In one embodiment, the motor 100, motor controller 200, and reducer 300 share a single integrated housing 400. The integrated housing 400 includes a motor housing, a controller housing, and a reducer housing. The motor housing encloses a motor receiving cavity 420. The controller housing encloses a controller receiving cavity 430, and the reducer housing encloses a reducer receiving cavity 410. In one embodiment, the motor housing and controller housing are integrally formed, or the integrated housing 400 is an integrally formed structure. In one embodiment, the motor housing and controller housing share adjacent portions of the housing. In one embodiment, the motor housing, controller housing, and reducer housing are an integrally formed structure.

[0086] The powertrain 10 provided in this embodiment uses an integrated housing 400 to house the motor 100, motor controller 200, and reducer 300. Compared to a separate powertrain 10, this increases the integration level of the powertrain 10, thereby increasing its space utilization and reducing costs. Furthermore, in the integrated housing 400 of the powertrain 10 provided in this embodiment, the controller housing 430 and the motor housing 420 are arranged along the second direction Z, and they partially overlap in the third direction X, which helps to reduce the space occupied by the powertrain 10 in the second direction Z.

[0087] Combination Figure 2 , Figure 3 , Figure 4 and Figure 5 As shown, in one embodiment, the integrated housing 400 further includes a DC input interface mounting hole 440 and an AC output interface mounting hole 450.

[0088] like Figure 5 As shown, the motor controller 200 also includes a DC input interface 270, and a DC input interface mounting hole 440 for fixing the DC input interface 270. The DC input interface 270 is used to electrically connect to the battery pack 30 to receive DC power.

[0089] like Figure 2 and Figure 5 As shown, the motor controller 200 also includes an AC output interface 260, and an AC output interface mounting hole 450 for fixing the AC output interface 260.

[0090] In this embodiment, the AC output interface is used to electrically connect the terminals of the motor winding 130 via the input copper busbar 1011. The input copper busbar 1011, the AC output interface mounting hole 450, and the terminals of the motor winding 130 are arranged on one side along the first direction Y. The length direction of the input copper busbar 1011 intersects the first direction Y, the second direction Z, and the third direction X.

[0091] like Figure 5 As shown, the AC output interface 260 is used to electrically connect the copper busbar assembly 240 and the three input copper busbars 1011. In this embodiment, the AC output interface 260 includes three terminals 261, which are used to electrically connect to the terminals of the motor winding 130 through the three input copper busbars 1011, respectively. The three input copper busbars 1011 are arranged at intervals. The arrangement direction of the three input copper busbars 1011 intersects both the first direction and the second direction.

[0092] In this embodiment, the motor controller 200 receives power from the battery pack 30 via the DC input interface 270 and outputs AC power to the motor windings 130 of the motor 100 via the AC output interface 260. When AC power is applied to the motor windings 130 of the motor 100, alternating magnetic flux is generated.

[0093] Combination Figure 3 and Figure 4 As shown, the terminals of the motor winding 130 along the first direction Y are arranged opposite to the output terminals of the motor shaft 140. The DC input interface mounting hole 440 and the AC output interface mounting hole 450 respectively penetrate the integrated housing 400 along the first direction Y and are connected to the controller receiving cavity 430.

[0094] In this embodiment, the DC input interface mounting hole 440 and the AC output interface mounting hole 450 are arranged opposite each other along the first direction Y. The AC output interface mounting hole 450 and the wiring terminal of the motor winding 130 are arranged on one side along the first direction Y, and the DC input interface mounting hole 440 and the output terminal of the motor shaft 140 are arranged on the other side along the first direction Y. The projections of the DC input interface mounting hole 440, the AC output interface mounting hole 450, and the motor shaft 140 do not overlap along the third direction X.

[0095] Please continue reading. Figure 3 In this embodiment, energy transfer sequentially passes through the DC input interface 270 in the DC input interface mounting hole 440, the motor controller 200, the AC output interface 260 in the AC output interface mounting hole 450, the wiring terminal of the motor winding 130, and the output terminal of the motor shaft 140.

[0096] In this embodiment, the DC input interface mounting hole 440 and the AC output interface mounting hole 450 are arranged opposite to each other along the first direction Y, and are respectively located at both ends of the controller housing cavity 430 along the first direction Y. The DC input interface 270 for transmitting DC power to the motor controller 200 is mounted in the DC input interface mounting hole 440 and extends into the inner side of the controller housing cavity 430; that is, the motor controller 200 is electrically connected to the battery pack 30 through the DC input interface 270. In one embodiment, the DC input interface 270 of the motor controller 200 (e.g., ...) Figure 5The motor controller 200 (as shown) is installed in the DC input interface mounting hole 440. The AC output interface 260, used to transmit AC power to the motor 100, can be installed in the AC output interface mounting hole 450 and extend to the outside of the controller receiving cavity 430, meaning the motor controller 200 is electrically connected to the motor 100 through the AC output interface 260. In this embodiment, the DC input interface mounting hole 440 and the AC output interface mounting hole 450 are arranged opposite each other along the first direction Y, which helps to avoid electrical interference between DC and AC power during transmission, thereby improving safety performance. The adjacent arrangement of the AC output interface mounting hole 450 and the motor 100 helps to shorten the distance between the wiring terminals of the motor controller 200 and the motor 100.

[0097] In this embodiment of the application, the motor winding 130 is connected to the electrical connector 150 (such as...). Figure 5 (As shown) Connect to the motor controller 200. The terminals of the motor winding 130 are used to receive AC power transmitted from the motor controller 200. The terminals of the motor winding 130 are adjacent to the AC output interface mounting hole 450 and located on the same side of the controller housing cavity 430, which shortens the energy transmission path between the motor controller 200 and the motor 100, resulting in lower impedance and reducing energy loss in the transmission path, thus improving energy transmission efficiency. In addition, the compact and regular layout between the motor controller 200 and the motor 100 helps to reduce the volume of the powertrain 10, thereby optimizing the overall vehicle layout. The terminals of the motor winding 130 and the output end of the motor shaft 140 are arranged opposite each other along the first direction Y. The output end of the motor shaft 140 is located on the same side as the DC input interface mounting hole 440, that is, the axial direction of the motor shaft 140 is parallel to the arrangement direction of the DC input interface mounting hole 440 and the AC output interface 260, which helps to reduce the volume of the powertrain 10.

[0098] The powertrain 10 provided in this embodiment integrates the motor 100 and the motor controller 200 within an integrated housing 400, increasing the integration of the powertrain 10, reducing its size and cost, facilitating a lightweight design, and improving power density. Furthermore, the layout of the DC input interface mounting hole 440, AC output interface mounting hole 450, the wiring terminals of the motor winding 130, and the output terminal of the motor shaft 140 in the powertrain 10 provided in this embodiment conforms to the power flow direction, shortening the energy transmission path within the powertrain 10 and reducing energy loss during transmission.

[0099] Please see Figure 5 , Figure 5 This is a partial exploded view of a powertrain 10 provided in one embodiment of the present application. In one embodiment, the motor controller 200 includes a capacitor module 220, a power module 230, and a copper busbar assembly 240 (e.g., Figure 5As shown), power module 230 and capacitor module 220 are used to receive DC power, power module 230 is used to output AC power through copper busbar assembly 240, and controller housing cavity 430 is used to house capacitor module 220, power module 230 and copper busbar assembly 240 (as shown). Figure 5 (As shown).

[0100] In this embodiment, the capacitor module 220 and the power module 230 are stacked along the second direction Z, and the copper busbar assembly 240 is arranged adjacent to the power module 230 along the third direction X. The distance between the power module 230 and the motor shaft 140 along the radial direction of the motor 100 is greater than the distance between the copper busbar assembly 240 and the motor shaft 140.

[0101] The capacitor module 220 is used to transmit and regulate DC power. In one embodiment, the capacitor module 220 is used to smooth the voltage so that the voltage remains relatively smooth in the power module 230. The capacitor module 220 can also reduce inductance parameters, weaken voltage spikes, absorb high pulse currents, and prevent overcharging and transient voltage from affecting the motor controller 200.

[0102] Power module 230 refers to a combination of power electronic devices capable of power conversion, including insulated-gate bipolar transistors (IGBTs), silicon carbide power transistors, silicon transistors, metal-oxide-semiconductor field-effect transistors (MOSFETs), and diodes. Copper busbar assembly 240 is used to transmit the alternating current output from power module 230.

[0103] Please continue reading. Figure 3 In one embodiment, along the first direction Y, the projection of the DC input interface mounting hole 440 at least partially overlaps with the projection of the capacitor module 220. In this embodiment, energy transfer sequentially passes through the DC input interface mounting hole 440, the capacitor module 220, the power module 230, and the AC output interface mounting hole 450. The DC input interface mounting hole 440 and the AC output interface mounting hole 450 are arranged opposite each other along the first direction Y, that is, the power flow direction between the DC input interface mounting hole 440 and the AC output interface mounting hole 450 is the first direction Y. This solution sets the projection of the DC input interface mounting hole 440 to at least partially overlap with the projection of the capacitor module 220, so that the energy transfer path between the DC input interface mounting hole 440 and the capacitor module 220 is shorter, which helps to reduce the energy loss inside the motor controller 200.

[0104] It should be noted that, in this embodiment, the projection along the first direction Y refers to the projection along the first direction Y onto a projection plane perpendicular to the first direction Y, wherein the projection plane of the projection along the first direction Y is perpendicular to the first direction Y. The projection along the second direction Z refers to the projection along the second direction Z onto a projection plane perpendicular to the second direction Z, wherein the projection plane of the projection along the second direction Z is perpendicular to the second direction Z. The projection along a third direction X refers to the projection along the third direction X onto a projection plane perpendicular to the third direction X, wherein the projection plane of the projection along the third direction X is perpendicular to the third direction X.

[0105] In one embodiment, the projection surface of the DC input interface mounting hole 440 along the first direction Y is the same as the projection surface of the capacitor module 220 along the first direction Y. Here, the projection of the DC input interface mounting hole 440 along the first direction Y refers to the projection of the area enclosed by the hole wall of the DC input interface mounting hole 440 along the first square Y.

[0106] In one embodiment, the projection of the DC input interface mounting hole 440 at least partially overlaps with the projection of the power module 230 (e.g., Figure 3 (As shown). This solution helps to shorten the energy transfer path between the DC input interface mounting hole 440 and the power module 230, and reduces the energy loss inside the motor controller 200.

[0107] In one embodiment, the projection of the DC input interface mounting hole 440 at least partially overlaps with the projections of the capacitor module 220 and the power module 230 (e.g., Figure 3 (As shown). This solution helps to shorten the energy transfer path between the DC input interface mounting hole 440, the capacitor module 220, and the power module 230, thereby reducing energy loss inside the motor controller 200.

[0108] In one embodiment, along the first direction Y, the projection of the AC output interface mounting hole 450 at least partially overlaps with the projection of the capacitor module 220. Here, the projection of the AC output interface mounting hole 450 along the first direction Y refers to the projection of the area enclosed by the hole wall of the AC output interface mounting hole 450 along the first direction Y. This design, by setting the projection of the AC output interface mounting hole 450 to at least partially overlap with the projection of the capacitor module 220, shortens the energy transfer path between the AC output interface mounting hole 450 and the capacitor module 220, thereby helping to reduce energy loss within the motor controller 200.

[0109] In one embodiment, the projection of the AC output interface mounting hole 450 at least partially overlaps with the projection of the power module 230. This design helps to shorten the energy transfer path between the AC output interface mounting hole 450 and the power module 230, thereby reducing energy loss within the motor controller 200.

[0110] In one embodiment, the projection of the AC output interface mounting hole 450 at least partially overlaps with the projections of the capacitor module 220 and the power module 230. This solution helps to shorten the energy transfer path between the AC output interface mounting hole 450, the capacitor module 220, and the power module 230, thereby reducing energy loss within the motor controller 200.

[0111] In one embodiment, the projection of the AC output interface mounting hole 450 does not overlap with the projection of the power module 230 or the capacitor module 220. Setting the AC output interface mounting hole 450 close to the motor shaft 140 is beneficial for providing installation space for the connection between the power module 230 and the copper busbar assembly 240.

[0112] In one embodiment, the capacitor module 220 and the power module 230 are stacked along the second direction Z (e.g., ...). Figure 3 As shown), the copper busbar assembly 240 is arranged adjacent to the power module 230 along the third direction X (e.g. Figure 3 or Figure 5 As shown in the diagram, the third direction X is perpendicular to the first direction Y and the second direction Z. In this embodiment, the capacitor module 220 and the power module 230 are stacked along the second direction Z, and the copper busbar assembly 240 is adjacent to the power module 230 along the third direction X. Compared to arranging the capacitor module 220, the power module 230, and the copper busbar assembly 240 in a flat arrangement along the first direction Y, this solution is beneficial for reducing the size of the motor controller 200 in the first direction Y, thereby reducing the size of the powertrain 10. It is also beneficial for connecting the capacitor module 220 and the power module 230 along the second direction Z, shortening the connection path, reducing power transmission energy consumption, and ensuring smooth power flow between the capacitor module 220 and the power module 230.

[0113] Please see Figure 7 , Figure 7This is a partial structural diagram of a powertrain 10 provided in one embodiment of this application. In one embodiment, the distance between the power module 230 and the motor shaft 140 along the motor radial direction R is greater than the distance between the copper busbar assembly 240 and the motor shaft 140. Here, the motor radial direction R refers to the radial direction of the motor shaft 140. In this embodiment, along the motor radial direction R, the distance between the power module 230 and the motor shaft 140 is D1, and the distance between the copper busbar assembly 240 and the motor shaft 140 is D2. Setting D1>D2, that is, the copper busbar assembly 240 is closer to the motor shaft 140 than the power module 230, is beneficial for shortening the distance between the terminals of the copper busbar assembly 240 and the motor winding 130. Since the terminals of the copper busbar assembly 240 and the motor winding 130 are electrically connected, setting the distance between the terminals of the copper busbar assembly 240 and the motor winding 130 to be smaller makes the layout conform to the power flow direction, reducing energy loss. This solution also helps to reduce the space occupied by the motor controller 200 and the motor 100, and improve the integration and power density of the powertrain 10.

[0114] It is necessary to understand that Figure 7 The accompanying descriptions illustrate the layout and structural design of the main components of the powertrain 10, such as the motor shaft 140, power module 230, and copper busbar assembly 240, including their positions, spacing, shapes, and dimensions. The layout and structural design of other components of the powertrain 10 can be found in the illustrations in the embodiments of this application and will not be repeated here.

[0115] Please continue reading. Figure 5 In one embodiment, the motor controller 200 further includes a circuit board 250, which is electrically connected to the power module 230. Along the second direction Z, the circuit board 250 is stacked on top of the capacitor module 220 and the power module 230. The projection of any one of the capacitor module 220, the power module 230, and the circuit board 250 does not overlap with the copper busbar assembly 240, and the projection of the motor shaft 140 does not overlap with the projection of any one of the capacitor module 220, the power module 230, and the circuit board 250.

[0116] In this embodiment, since the surface of the circuit board 250 usually has a large area, compared with the capacitor module 220, power module 230 and circuit board 250 being laid flat along the third direction X or the first direction Y, this solution sets the circuit board 250, power module 230 and capacitor module 220 to be stacked sequentially along the second direction Z, which is more conducive to reducing the space volume occupied by the motor controller 200.

[0117] In this embodiment, the copper busbar assembly 240 does not overlap with the projection of any of the capacitor module 220, power module 230, and circuit board 250 in the second direction Z. That is, the copper busbar assembly 240 is not stacked with the capacitor module 220, power module 230, and circuit board 250 along the second direction Z, thereby reducing the interference of the power transmitted by the copper busbar assembly 240 on the signal quality of the circuit board 250.

[0118] The copper busbar assembly 240 is electrically connected to the power module 230 and is used to transmit the AC power output by the power module 230. The copper busbar assembly 240 can be positioned on the side of the power module 230 along the third direction X, closer to the motor shaft 140, thus rationally arranging the components inside the motor controller 200 and preventing the motor controller 200 from having an excessively large size in the second direction Z. This also facilitates the electrical connection between the copper busbar assembly 240 and the motor 100, which receives AC power, aligning with the power flow direction. In this embodiment, the projections of the motor shaft 140 onto any of the capacitor module 220, power module 230, and circuit board 250 in the second direction Z do not overlap, which helps reduce the size of the powertrain 10 in the second direction Z.

[0119] In one embodiment, the motor controller 200 further includes a heat sink 280, a capacitor module 220, a power module 230, and a circuit board 250 stacked along the second direction Z. The heat sink 280 is used to dissipate heat from the power module 230. In this embodiment, the layout design of the components in the motor controller 200 can reduce the length of the first direction Y and the third direction X, making the connection path between the capacitor module 220 and the power module 230 shorter and reducing power transmission energy consumption.

[0120] Please refer to the following: Figure 3 and Figure 7 In one embodiment, along a third direction X, the projection of the motor shaft 140 does not overlap with the projection of any one of the capacitor module 220, power module 230, and circuit board 250 (in conjunction with...). Figure 3 and Figure 7 As shown), the controller housing 430 and the motor housing 420 at least partially overlap in the third direction X (in combination with...). Figure 3 and Figure 7 As shown), the length of the overlapping portion of the controller housing cavity 430 and the motor housing cavity 420 in the third direction X is less than the outer diameter of the motor stator 120 (e.g., Figure 7As shown). In the embodiment of the present application, the projection of the motor shaft 140 on any one of the capacitor module 220, the power module 230, and the circuit board 250 in the third direction X does not overlap, which is beneficial to reducing the size value of the powertrain 10 in the third direction X. The controller accommodation cavity 430 and the motor accommodation cavity 420 are arranged along the second direction Z and partially overlap in the third direction X, so that the total size value of the motor controller 200 and the motor 100 in the second direction Z becomes smaller. The size value of the overlapping part of the controller accommodation cavity 430 and the motor accommodation cavity 420 in the third direction X is D3, and the outer diameter of the motor stator 120 is D4. The motor stator 120 is fixedly nested in the motor accommodation cavity 420. In this solution, D3 < D4 is set, so that the projections of the controller accommodation cavity 430 and the motor accommodation cavity 420 in the third direction X do not completely overlap, which can provide space for arranging other components or devices below the controller accommodation cavity 430 and improve the space utilization rate of the powertrain 10. In one embodiment, D3 < 0.5D4.

[0121] In one embodiment, the controller accommodation cavity 430 and the motor accommodation cavity 420 at least partially overlap in the second direction Z (as shown in combination with Figure 3 and Figure 7 ), and the length D7 of the overlapping part of the controller accommodation cavity 430 and the motor accommodation cavity 420 in the second direction Z is less than the outer diameter D4 of the motor stator 120. In one embodiment, D7 < 0.5D4.

[0122] Please continue to refer to Figure 5 , in one embodiment, the power module 230 includes a plurality of bridge arm modules 231. The plurality of bridge arm modules 231 are used to form an inverter circuit to convert direct current into alternating current. Among them, along the first direction Y, the plurality of bridge arm modules 231 are arranged adjacent to each other in sequence, and the projection of the plurality of bridge arm modules 231 does not overlap with the projection of the AC output interface mounting hole 450, and the projection of the plurality of bridge arm modules 231 overlaps with the projection of the DC input interface mounting hole 440. Along the second direction Z, the projection of the capacitor module 220 covers the projection of the plurality of bridge arm modules 231.

[0123] In the embodiment of the present application, the projections of the DC input interface mounting hole 440 and the AC output interface mounting hole 450 in the first direction Y overlap at most partially. The capacitor module 220 is electrically connected to the battery pack 30 through the DC input interface mounting hole 440, and the capacitor module 220 and the power module 230 are arranged in a stacked manner. In this solution, the projection of the plurality of bridge arm modules 231 along the first direction Y overlaps with the projection of the DC input interface mounting hole 440, so that the path for the energy to be transferred from the DC input interface 270 in the DC input interface mounting hole 440 to the bridge arm module 231 is shorter, which is beneficial to reducing energy loss.

[0124] In this embodiment, the copper busbar assembly 240 transmits AC power through the AC output interface 260 in the AC output interface mounting hole 450, and the projections of the copper busbar assembly 240 and the bridge arm module 231 in the second direction Z do not overlap. This solution sets the projections of the multiple bridge arm modules 231 along the first direction Y to not overlap with the projections of the AC output interface mounting hole 450, providing a prerequisite for reducing energy loss between the copper busbar assembly 240 and the AC output interface 260 in the AC output interface mounting hole 450. The capacitor module 220 and the power module 230 are stacked along the second direction Z, wherein the projection of the capacitor module 220 in the second direction Z covers the projections of the multiple bridge arm modules 231 along the second direction Z, enabling the capacitor module 220 to support the bridge arm modules 231.

[0125] Please continue reading. Figure 3 , Figure 5 and Figure 6 , Figure 6 for Figure 5 The diagram shows a partial enlarged view of section M1 in the powertrain 10. A DC input interface mounting hole 440 is used to fix a DC input interface 270, which is used to connect to the battery pack 30 to receive DC power. In one embodiment, the two ends of three bridge arm modules 231 are respectively electrically connected to the positive and negative terminals of the DC input interface 270 via two first connectors 232. The midpoint of each bridge arm module 231 is connected to a copper busbar assembly 240 via a second connector 233. The three bridge arm modules 231 output three-phase AC power to the copper busbar assembly 240 via three second connectors 233. Two first connectors 232 are spaced apart along the first direction Y within the controller housing cavity 430, and the projections of the two first connectors 232 along the first direction Y at least partially overlap with the projection of the DC input interface mounting hole 440. Three second connectors 233 are spaced apart along the first direction Y within the controller housing cavity 430, and the projections of the three second connectors 233 along the first direction Y at least partially overlap with the projection of the AC output interface mounting hole 450.

[0126] In this embodiment, the power module 230 includes three bridge arm modules 231. Each bridge arm module 231 includes two first connectors 232 and one second connector 233, wherein the first connectors 232 and the second connectors 233 are located on both sides of the bridge arm module 231 along a third direction X. The battery pack 30 transmits DC power to the first connectors 232 of the three bridge arm modules 231 through the DC input interface 270 and the capacitor module 220. After the three bridge arm modules 231 convert the DC power into AC power, it is then transmitted sequentially through the second connectors 233 to the copper busbar assembly 240 and the AC output interface 260 in the AC output interface mounting hole 450.

[0127] In this embodiment, the two first connectors 232 of each bridge arm module 231 are arranged at intervals along the first direction Y, and the projection of the first connector 232 onto the DC input interface 270 in the first direction Y at least partially overlaps. Since there is an electrical connection between the first connector 232 and the DC input interface 270, this solution helps to shorten the energy transfer path between the first connector 232 and the DC input interface 270. The three second connectors 233 of the three bridge arm modules 231 are arranged at intervals along the first direction Y, and the projection of the second connector 233 onto the AC output interface 260 in the first direction Y at least partially overlaps. Since the second connector 233 is directly electrically connected to the copper busbar assembly 240, AC power is transmitted from the second connector 233 through the copper busbar assembly 240 to the AC output interface 260 in the AC output interface mounting hole 450. This solution also helps to reduce energy loss between the second connector 233 and the AC output interface 260 in the AC output interface mounting hole 450.

[0128] In this embodiment, the integrated housing 400 further includes a power interface mounting hole 460, which is used to fix the power interface and is used to electrically connect to an external power source.

[0129] In this embodiment, the motor controller 200 and the motor 100 in the powertrain 10 can form a voltage conversion circuit. This circuit can receive power from an external power source through a power interface and charge the battery pack 30. In one embodiment, the voltage of the external power source is greater than the charging voltage of the battery pack 30, and the voltage conversion circuit composed of the motor controller 200 and the motor 100 is used for buck conversion. In another embodiment, the voltage of the external power source is less than the charging voltage of the battery pack 30, and the voltage conversion circuit composed of the motor controller 200 and the motor 100 is used for boost conversion.

[0130] In one embodiment, the positive terminal of the power interface is used to electrically connect one phase of the copper busbar assembly 240 to the positive terminal of an external power source, and the other negative terminal of the power interface is used to electrically connect to the positive terminal of the battery pack 30 through the DC input interface mounting hole 440. In another embodiment, the negative terminal of the power interface is used to electrically connect one phase of the copper busbar assembly 240 to the negative terminal of an external power source, and the other positive terminal of the power interface is used to electrically connect to the positive terminal of the battery pack 30 through the DC input interface 270 in the DC input interface mounting hole 440.

[0131] In this embodiment, the power interface mounting hole 460 penetrates the integrated housing 400 along the first direction Y and communicates with the controller receiving cavity 430. The power interface mounting hole 460 and the DC input interface mounting hole 440 are arranged opposite each other along the first direction Y. Along the first direction Y, the power interface mounting hole 460, the AC output interface mounting hole 450, and the terminals of the motor winding 130 are arranged on one side along the first direction Y. Along the third direction X, the power interface mounting hole 460 and the AC output interface mounting hole 450 are arranged adjacent to each other. Along the radial direction of the motor 100, the distance between the AC output interface mounting hole 450 and the motor shaft 140 is greater than the distance between the power interface mounting hole 460 and the motor shaft 140.

[0132] In one embodiment, an external power source charges the battery pack 30 through a power interface, a motor controller 200, and a DC input interface 270 in a DC input interface mounting hole 440. The power interface mounting hole 460 and the DC input interface mounting hole 440 are arranged opposite each other along a first direction Y, which helps to shorten the transmission path between the power interface mounting hole 460 and the DC input interface 270 in the DC input interface mounting hole 440, thereby reducing energy loss during charging. In another embodiment, the power interface mounting hole 460 and the DC input interface mounting hole 440 are arranged opposite each other along a first direction Y, and the power interface mounting hole 460 and the AC output interface mounting hole 450 are arranged at intervals along a third direction X, which facilitates electrical isolation.

[0133] Please continue reading. Figure 3 and Figure 7 In one embodiment, the AC output interface mounting hole 450 along the second direction Z is located between the power interface mounting hole 460 and the motor shaft 140, and the AC output interface mounting hole 450 along the third direction X is located between the power interface mounting hole 460 and the motor shaft 140. The third direction X is perpendicular to the first direction Y and the second direction Z. In this embodiment, the AC output interface mounting hole 450 is closer to the motor 100 than the power interface mounting hole 460 in both the second direction Z and the third direction X. Since there is an electrical connection between the AC output interface 260 in the AC output interface mounting hole 450 and the wiring terminal of the motor winding 130, this solution is beneficial to shortening the energy transmission path, and the layout of the motor controller 200 and the motor 100 is more compact, which is beneficial to reducing the spatial volume of the powertrain 10 and improving the power density.

[0134] Please continue reading. Figure 3In one embodiment, the AC output interface 260 is electrically connected to the input copper busbar 1011 through the AC output interface mounting hole 450. The input copper busbar 1011 is used to electrically connect the terminals of the motor winding 130. The input copper busbar 1011 and the DC input interface mounting hole 440 are arranged opposite each other along the first direction Y. The height of the end of the input copper busbar 1011 near the AC output interface mounting hole 450 along the second direction Z is higher than the height of the end of the input copper busbar 1011 connected to the terminals of the motor winding 130. The extension direction of the input copper busbar 1011 is perpendicular to the first direction Y and the angle between it and the second direction Z is less than 90°.

[0135] In this embodiment, the AC output interface 260, the input copper busbar 1011, and the terminals of the motor winding 130 are sequentially electrically connected. The AC output interface mounting hole 450 and the input copper busbar 1011 are arranged opposite each other along the first direction Y, facilitating the transmission of AC power output from the motor controller 200 to the input copper busbar 1011. The input copper busbar 1011 includes a first end and a second end arranged opposite each other. The first end of the input copper busbar 1011 is used for electrical connection to the AC output interface 260, and the second end of the input copper busbar 1011 is used for electrical connection to the terminals of the motor winding 130. In the second direction Z, the distance between the first end of the input copper busbar 1011 and the AC output interface mounting hole 450 is less than the distance between the first end of the input copper busbar 1011 and the terminal of the motor winding 130, and the distance between the second end of the input copper busbar 1011 and the terminal of the motor winding 130 is less than the distance between the second end of the input copper busbar 1011 and the AC output interface mounting hole 450. That is, the extension direction of the input copper busbar 1011 follows the direction of power flow in the AC output interface mounting hole 450, the input copper busbar 1011, and the terminal of the motor winding 130. Specifically, the angle between the extension direction of the input copper busbar 1011 and the second direction Z is less than 90°. At this time, the AC power loss is small during the transmission between the motor controller 200 and the motor 100, which enables the motor 100 to drive the wheel rotation more efficiently, thereby enhancing the vehicle's power performance.

[0136] In this embodiment, the reducer 300 is drive-connected to the output end of the motor shaft 140. Specifically, along the first direction Y, the reducer 300 is arranged opposite to the AC output interface mounting hole 450, and the reducer 300 is arranged on the other side along the first direction Y with the DC input interface mounting hole 440.

[0137] The reducer 300 includes the wheel drive end 320 (e.g., Figure 2 As shown), the wheel drive end 320 along the second direction Z is located below the DC input interface mounting hole 440 and the AC output interface mounting hole 450 (in conjunction with...). Figure 2 and Figure 3As shown), the axis of the wheel drive end 320 is parallel to the motor shaft 140 and arranged along a direction perpendicular to the first direction Y.

[0138] In this embodiment, the reducer 300 receives mechanical energy transmitted from the motor 100 and drives the wheel 40 to rotate via the wheel drive end 320. The controller housing 430 and the motor housing 420 are arranged along the second direction Z and partially overlap in the third direction X, providing installation space below the controller housing 430 along the second direction Z. Since the wheel drive end 320 of the reducer 300 needs to be connected to the wheel, this design facilitates providing installation space for the connection between the reducer 300 and the wheel 40. The axis of the wheel drive end 320 is parallel to the motor shaft 140, and the arrangement direction of the axis of the wheel drive end 320 and the motor shaft 140 is perpendicular to the first direction Y, resulting in a compact and regular layout of the motor 100 and the reducer 300.

[0139] In this embodiment, the power flow direction of the motor controller 200 is opposite to the energy flow direction of the motor 100, roughly forming a U-shape. Similarly, the energy flow direction between the motor 100 and the wheel drive end 320 via the reducer 300 is also opposite, roughly forming a U-shape. The U-shaped opening of the U-shaped energy flow direction formed by the motor controller 200 and the motor 100 is opposite to the U-shaped opening of the U-shaped energy flow direction between the motor 100 and the wheel drive end 320 via the reducer 300. The wheel drive end 320 is located below the motor controller 200, ensuring a smooth energy flow and a short energy path for the entire powertrain 10. This facilitates a smaller, more space-saving, more integrated, and miniaturized powertrain 10.

[0140] Please continue reading. Figure 4 In one embodiment, the reducer housing 410 and the motor housing 420 are axially connected along the motor shaft 140, while the controller housing 430 is not connected to either the reducer housing 410 or the motor housing 420. In this embodiment, the reducer 300 and the motor 100 have a transmission relationship. The reducer housing 410 is connected to the motor housing 420 to facilitate the partial passage of the motor shaft 140 into the reducer housing 410 for mechanical transmission between the motor 100 and the reducer 300. The controller housing 430 is not connected to either the reducer housing 410 or the motor housing 420, preventing the cold oil medium in the motor housing 420 and the reducer housing 410 from flowing into the controller housing 430 and causing electrical interference to the electrical components in the motor controller 200, thus ensuring the normal operation of the motor controller 200.

[0141] In one embodiment, the integrated housing 400 further includes a reducer housing, which surrounds and forms a reducer receiving cavity 410, or in other words, the portion of the integrated housing 400 surrounding and forming the reducer receiving cavity 410 is a reducer housing.

[0142] In this embodiment, the controller receiving cavity 430, the motor receiving cavity 420, and the reducer receiving cavity 410 each include an opening. In one embodiment, the openings of the controller receiving cavity 430, the motor receiving cavity 420, and the reducer receiving cavity 410 are all used to communicate with the outside and to install components of the motor controller 200, the motor 100, and the reducer 300 into the cavity, respectively. Along the first direction Y, the orientation of the opening of the motor receiving cavity 420 is opposite to the orientation of the opening of the reducer receiving cavity 410, and the length of the opening of the controller receiving cavity 430 is less than the sum of the lengths of the motor receiving cavity 420 and the reducer receiving cavity 410. The orientation of the opening of the controller receiving cavity 430 is perpendicular to the first direction Y and the third direction X.

[0143] Combination Figure 3 and Figure 4 As shown, the opening of the motor housing 420 and the opening of the reducer housing 410 are oriented opposite to each other along the first direction Y. The opening of the controller housing 430 is located between the opening of the motor housing 420 and the opening of the reducer housing 410 along the first direction Y, and the opening of the controller housing 430 is oriented in the second direction Z.

[0144] In one embodiment, the opening of the controller receiving cavity 430 is referred to as the motor controller opening 431 (e.g., Figure 3 As shown), the opening of the motor housing 420 is denoted as motor opening 421, and the opening of the reducer housing 410 is denoted as reducer opening 411 (as shown). Figure 4 As shown in the diagram, the orientation of the motor controller opening 431 is in the second direction Z, while the orientations of the motor opening 421 and the reducer opening 411 are opposite along the first direction Y. In this embodiment, the motor controller opening 431 is located between the motor opening 421 and the reducer opening 411 along the first direction Y, and the controller receiving cavity 430 is located between the opening of the motor receiving cavity 420 and the opening of the reducer receiving cavity 410 along the first direction Y, such that the controller receiving cavity 430, the motor receiving cavity 420, and the reducer receiving cavity 410 at least partially overlap in the first direction Y. This reduces the size of the powertrain 10 in the first direction Y, thereby facilitating the miniaturization design of the powertrain 10.

[0145] In one embodiment, the DC input interface mounting hole 440 is located along the second direction Z between the motor controller opening 431 and the reducer opening 411 (in conjunction with...). Figure 3 and Figure 4As shown), the AC output interface mounting hole 450 is located between the motor opening 421 and the motor controller opening 431 along the second direction Z (as shown). Figure 3 (As shown). In this embodiment, the DC input interface mounting hole 440 is located on the same side as the reducer opening 411, and the AC output interface mounting hole 450 is located on the same side as the motor opening 421, so that the two ends of the integrated housing 400 along the first direction Y are basically flush, the internal layout of the powertrain 10 is regular, and the energy transmission path can be reduced.

[0146] In this embodiment, the powertrain 10 further includes a motor end cover 110, a reducer end cover 310, and a motor controller cover 210. The motor end cover 110, the reducer end cover 310, and the motor controller cover 210 are respectively used to cover the openings of the motor receiving cavity 420, the reducer receiving cavity 410, and the controller receiving cavity 430. Specifically, along the first direction Y, the length of the motor controller cover 210 is less than the distance between the motor end cover 110 and the reducer end cover 310, and the length of the controller receiving cavity 430 is less than the distance between the motor end cover 110 and the reducer end cover 310.

[0147] In this embodiment, the powertrain 10 further includes a wiring cover 102. Along the first direction Y, the wiring cover 102 is arranged opposite to the reducer end cover 310, and the motor end cover 110 is arranged between the motor stator and the wiring cover 102. The gap between the wiring cover 102 and the motor end cover 110 is used to accommodate the input copper busbars 1011. The projection of the wiring cover 102 covers the AC output interface mounting hole 450, the three input copper busbars 1011, the terminals of the motor winding 130, and the projection of the motor shaft 140.

[0148] Please refer to the following: Figure 2 , Figure 3 and Figure 8 , Figure 8 This is a schematic diagram of the structure of a powertrain 10 provided in one embodiment of the present application. In one embodiment, the powertrain 10 further includes a motor end cover 110, a reducer end cover 310, and a motor controller cover 210 (in conjunction with...). Figure 2 and Figure 8 As shown), the motor end cover 110, the reducer end cover 310, and the motor controller cover 210 are respectively used to cover the openings of the controller receiving cavity 430, the motor receiving cavity 420, and the reducer receiving cavity 410 (in conjunction with...). Figure 2 , Figure 3 and Figure 8 As shown in the embodiment of this application, the motor end cover 110, the reducer end cover 310 and the motor controller cover 210 can respectively protect the internal components of the motor 100, the reducer 300 and the motor controller 200, and prevent foreign objects from entering the controller cavity 430, the motor cavity 420 and the reducer cavity 410.

[0149] Please refer to Figure 9 , Figure 9 which is a top view of the powertrain 10 provided by an embodiment of the present application. In one embodiment, the motor end cover 110 and the reducer end cover 310 are arranged opposite to each other along the first direction Y (as Figure 9 shown). The length of the motor controller cover plate 210 along the first direction Y is less than the length between the motor end cover 110 and the reducer end cover 310 along the first direction Y (as Figure 9 shown). Along the first direction Y, the motor controller cover plate 210 is located between the motor end cover 110 and the reducer end cover 310. The length of the controller accommodation cavity 430 along the first direction Y is less than the distance between the motor end cover 110 and the reducer end cover 310 along the first direction Y. In the embodiment of the present application, the spacing between the motor end cover 110 and the reducer end cover 310 along the first direction Y refers to the maximum distance between the motor end cover 110 and the reducer end cover 310 along the first direction Y, or refers to the distance along the first direction Y between the end face of the motor end cover 110 facing away from the reducer end cover 310 and the end face of the reducer end cover 310 facing away from the motor end cover 110.

[0150] In the embodiment of the present application, the motor controller cover plate 210 covers the opening of the controller accommodation cavity 430 along the second direction Z, and the motor end cover 110 and the reducer end cover 310 respectively cover the openings of the motor 100 and the reducer 300 along the first direction Y. The positional relationship between the motor controller cover plate 210 and the motor end cover 110 and the reducer end cover 310 is similar to the positional relationship between the motor controller opening 431, the motor opening 421 and the reducer opening 411. The length value of the motor controller cover plate 210 along the first direction Y is D5 (as Figure 9 shown), and the length value between the motor end cover 110 and the reducer end cover 310 along the first direction Y is D6. It is set that D5 < D6, that is, the motor controller cover plate 210 is located between the motor end cover 110 and the reducer end cover 310 along the first direction Y, which is beneficial to reducing the total dimension value of the motor controller 200, the motor 100 and the reducer 300 in the first direction Y, thereby reducing the space volume occupied by the powertrain 10 in the electric vehicle 1. The length of the controller accommodation cavity 430 along the first direction Y is less than the distance between the motor end cover 110 and the reducer end cover 310 along the first direction Y, which can also play a role in reducing the volume of the powertrain 10.

[0151] Please refer to Figure 10 , Figure 10This is a partial exploded view of a powertrain 10 provided in one embodiment of the present application. In one embodiment, the motor controller 200 is connected to three input copper busbars 1011 via an AC output interface 260 in an AC output interface mounting hole 450. The three input copper busbars 1011 are used to connect the terminals of the motor winding 130. The three input copper busbars 1011 are located outside the motor end cover 110, and the arrangement direction of the three input copper busbars 1011 intersects both the first direction Y and the second direction Z. The powertrain 10 also includes a wiring cover 102, which is disposed opposite to the reducer end cover 310 along the first direction Y. The wiring cover 102 covers the AC output interface mounting hole 450, the three input copper busbars 1011, the terminals of the motor winding 130, and the end of the motor shaft 140 along the first direction Y.

[0152] In this embodiment, the two ends of the input copper busbar 1011 are connected to the AC output interface 260 and the wiring terminals of the motor winding 130, respectively. The input copper busbar 1011 is used to transmit the AC power output by the motor controller 200 to the motor 100. The AC output interface mounting hole 450 and the three input copper busbars 1011 are all located on the outside of the motor end cover 110. The wiring terminals of the motor winding 130 and one end of the motor shaft 140 extend from the motor receiving cavity 420 to the motor end cover 110. The wiring cover 102 can be used to cover the AC output interface mounting hole 450, the three input copper busbars 1011, the wiring terminals of the motor winding 130, and the end of the motor shaft 140. The AC output interface mounting hole 450, the three input copper busbars 1011, and the wiring terminals of the motor winding 130 are electrically connected. The wiring cover 102 can prevent the electrical connection from being affected by external factors. The wiring cover 102 can also prevent foreign objects from entering the motor shaft 140, ensuring the normal operation of the motor 100.

[0153] In this embodiment, the integrated housing 400 further includes a coolant inlet 401 and a coolant outlet 402. The coolant inlet 401 is used to provide coolant to the motor controller 200, and the coolant outlet 402 is used to output coolant. The coolant inlet 401, the power interface mounting hole 460, and the AC output interface mounting hole 450 are arranged on one side along the first direction Y. The coolant inlet 401 and the power interface mounting hole 460 are arranged adjacent to each other along the second direction Z. The projection of the coolant outlet 402 along the third direction X overlaps with the projection of the controller housing cavity 430 but does not overlap with the projection of the motor shaft.

[0154] Please continue reading. Figure 3In one embodiment, the integrated housing 400 further includes a coolant inlet 401 and a liquid cooling channel, the coolant inlet 401 being used to deliver coolant to the liquid cooling channel. The coolant inlet 401 is arranged opposite to the DC input interface mounting hole 440 along a first direction Y, and the axial direction of the coolant inlet 401 is the same as the first direction Y. Along a second direction Z, the liquid cooling channel is located below the controller housing cavity 430.

[0155] In this embodiment, coolant enters the liquid cooling channel below the controller housing cavity 430 through coolant inlet 401. The motor controller 200 generates considerable heat during operation. This design incorporates coolant inlet 401 and a liquid cooling channel to allow the coolant to effectively cool and dissipate heat from the motor controller 200, thereby reducing its temperature under steady-state operation. The coolant inlet 401 and the DC input interface mounting hole 440 are arranged opposite each other along the first direction Y, which reduces the difficulty of electrical and mechanical connections and prevents the coolant from adversely affecting the DC input interface 270, thus improving the safety performance of the motor controller 200 and the powertrain 10. Furthermore, the axial direction of the coolant inlet 401 is the same as the first direction Y, meaning the coolant flow direction is opposite to the power flow direction within the motor controller 200, which improves the cooling efficiency. Along the second direction Z, the liquid cooling channel is located below the controller housing cavity 430, making efficient use of the internal space of the motor controller 200.

[0156] In one embodiment, the coolant includes water, ethylene glycol coolant, and propylene glycol coolant, etc. For example, the coolant is water.

[0157] Please continue reading. Figure 2 and Figure 5 In one embodiment, the integrated housing 400 also includes a coolant outlet 402 (e.g., Figure 2 As shown), the axial direction of the coolant outlet 402 is perpendicular to both the first direction Y and the second direction Z. The coolant outlet 402, the circuit board 250, and the motor shaft 140 are arranged along the axial direction of the coolant outlet 402 (as shown). Figure 5 As shown), coolant outlet 402 is connected to heat exchanger 500 via a conduit (in conjunction with...). Figure 2 and Figure 5 As shown), the terminals of the heat exchanger 500 and the motor 100 are positioned opposite each other along the first direction Y (e.g. Figure 5(As shown). In this embodiment, the axial direction of the coolant outlet 402 is the third direction X, and the coolant outlet 402 is located on the opposite side of the DC input interface mounting hole 440. This avoids the coolant from negatively impacting the DC input interface 270, which is beneficial for improving safety performance. The terminals of the heat exchanger 500 and the motor 100 are arranged opposite each other along the first direction Y, that is, the heat exchanger 500 is closer to the coolant outlet 402 than the coolant inlet 401. This helps to shorten the transmission path of the coolant outside the motor controller 200 and improve the cooling efficiency of the coolant.

[0158] Along the second direction Z, the heat exchanger 500 is located above the reducer 300 (e.g., Figure 2 As shown in the diagram, the heat exchanger 500 also connects the reducer housing 410 and the motor housing 420. The reducer housing 410 houses the reducer 300, and the motor housing 420 houses the motor 100. Neither the reducer housing 410 nor the motor housing 420 is connected to the liquid cooling channel. In this embodiment, a heat exchanger 500 is provided in the powertrain 10, and the heat exchanger 500 is connected to the reducer housing 410 and the motor housing 420, so that the reducer 300 and the motor 100 can also be cooled, which helps to ensure that the reducer 300 and the motor 100 operate at a suitable temperature. The heat exchanger 500 is located above the reducer 300 along the second direction Z, which makes the cooling path between the heat exchanger 500 and the reducer 300 shorter, thus reducing the thermal resistance of the heat dissipation path. The liquid cooling channel is not connected to either the reducer housing 410 or the motor housing 420, so that the coolant in the liquid cooling channel will not flow into the reducer 300 or the motor 100.

[0159] In one embodiment, the heat exchanger 500 includes a liquid-cooled inlet 510 and a liquid-cooled outlet 520. The liquid-cooled inlet 510 is connected to the coolant outlet 402 via a conduit 201, and the liquid-cooled outlet 520 is used to communicate with a cooling system. For example, the liquid-cooled outlet 520 is used to communicate with the vehicle's cooling system, which cools the heated coolant in the heat exchanger 500 before it enters the liquid-cooled channel from the coolant inlet 401 to dissipate heat from the motor controller 200.

[0160] In one embodiment, the heat exchanger 500 includes a first heat exchange chamber and a second heat exchange chamber (not shown) spaced apart, thermally connected, and the coolant in the second heat exchange chamber is different from the coolant in the first heat exchange chamber. For example, the coolant in the first heat exchange chamber is cooling water, and the coolant in the second heat exchange chamber is cooling oil. The first heat exchange chamber is connected to a coolant outlet 402, allowing cooling water flowing from the liquid cooling channel to enter the first heat exchange chamber. The second heat exchange chamber is connected to a motor housing 420 and a reducer housing 410, allowing cooling oil for cooling the motor 100 and reducer 300 to enter the second heat exchange chamber. The cooling water in the first heat exchange chamber cools the cooling oil in the second heat exchange chamber, causing the cooled oil to re-enter the motor housing 420 and reducer housing 410. The cooling water in the first heat exchange chamber absorbs heat from the cooling oil in the second heat exchange chamber and heats up before being discharged from the cooling outlet.

[0161] Please continue reading. Figure 8 In one embodiment, the controller housing includes a notch 403 located between the motor shaft 140 and the DC input interface 270, and the notch 403 and the AC output interface 260 are disposed opposite each other along a first direction Y. A portion of the heat exchanger 500 is located within the clearance space formed by the notch 403. This design can reduce the dimensions of the powertrain 10 in the third direction X, thereby facilitating a reduction in the volume of the powertrain 10.

[0162] Please continue reading. Figure 8 In one embodiment, a reinforcing rib 404 is provided between the motor controller 200 and the motor 100 on the side of the motor controller 200 close to the motor 100 along the third direction X. The reinforcing rib 404 extends along the third direction X, and the motor controller 200, the reinforcing rib 404, and the motor 100 are integrally formed. This solution is beneficial to improving the structural strength of the powertrain 10.

[0163] Please see Figures 11 to 13 , Figure 11 This is a schematic diagram of the powertrain 10 provided in one embodiment of this application. Figure 12 for Figure 11 The powertrain 10 shown is a cross-sectional view along AA. Figure 13 A partial exploded view of a powertrain 10 provided in an embodiment of this application.

[0164] In one embodiment, a heat exchanger 500 is used to supply cooling oil to a reducer 300. The reducer 300 includes a reducer input shaft 330 (e.g., ...). Figure 12 and Figure 13 As shown), the reducer end cover 310 includes a sealing member 311, an oil guide member 312, and a fixing hole 313 that penetrates the reducer end cover 310 along the first direction Y (as shown). Figure 12 and Figure 13As shown), the sealing element 311 and the oil guide element 312 are located inside the fixing hole 313 (in conjunction with...). Figure 12 and Figure 13 As shown), and the sealing member 311 is fixed in the fixing hole 313 (in conjunction with...). Figure 12 and Figure 13 (As shown). The reducer input shaft 330 is located within the reducer housing cavity 410 and is used to fix it to the motor shaft 140 of the motor 100 (as shown). Figure 12 As shown), the sealing component 311, the oil guide component 312, and the reducer input shaft 330 are arranged sequentially along the first direction Y (as shown). Figure 12 As shown in the figure, the sealing member 311 and the oil guide member 312 are arranged at intervals along the first direction Y (not shown in the figure). The oil guide member 312 is used to transport cooling oil to the input shaft 330 of the reducer.

[0165] In one embodiment, the oil guide 312 is used to guide cooling oil from outside the reducer housing 410 into the reducer housing 410. In one embodiment, the type of cooling oil includes ethylene glycol-based cooling oil, synthetic oil, and mineral oil, etc. For example, the cooling oil is ethylene glycol-based cooling oil. The first direction Y is parallel to the axial direction of the motor shaft 140 and the axial direction of the reducer input shaft 330.

[0166] In this embodiment, the sealing member 311 and the oil guide member 312 in the reducer end cover 310 are located in the fixing hole 313, and the sealing member 311 and the oil guide member 312 are arranged sequentially with the reducer input shaft 330 along the first direction Y. That is, the sealing member 311 is closer to the outside of the reducer 300 than the oil guide member 312. The sealing member 311 fixed in the fixing hole 313 can prevent the oil guide member 312 from deviating significantly in the first direction Y, ensuring that the oil guide member 312 can stably guide the cooling oil. The oil guide member 312 is connected to the reducer housing cavity 410, and the cooling oil flows into the reducer housing cavity 410 through the oil guide member 312, thereby cooling and dissipating heat from the reducer 300 in the reducer housing cavity 410, ensuring that the components inside the powertrain 10 operate within a suitable temperature range.

[0167] In one embodiment, there is a gap between the sealing member 311 and the oil guide member 312, which allows for a small degree of movement between them along the first direction Y, effectively preventing fracturing.

[0168] In this embodiment, the combination of the sealing component 311 and the oil guide component 312 enables the introduction of cooling oil into the reducer 300. If the sealing component 311 and the oil guide component 312 were integrated into a single structure, for example, machining the flow-guiding structure within the sealing component 311, the structure of the sealing component 311 would become overly complex, increasing manufacturing difficulty. When fixing the sealing component 311 to the reducer end cover 310, a large preload is generally required, making the flow-guiding structure within the sealing component 311 prone to deformation under stress, thus affecting the flow-guiding effect. However, in this embodiment, the flow-guiding structure is set as a sealing component 311 and an oil guide component 312, which helps reduce the manufacturing difficulty and cost of the components. Furthermore, the sealing component 311 and the oil guide component 312 are two separate, independent components, arranged with a gap between them, which effectively reduces the force and wear on the oil guide component 312, extends its service life, and ensures the flow-guiding effect of the oil guide component 312.

[0169] In this embodiment, the oil guide 312 can introduce cooling oil into the powertrain 10, reducing the temperature of the powertrain 10 under steady-state operation, which is beneficial to improving the working efficiency and service life of the powertrain 10. The sealing component 311 and the oil guide 312 are separately configured components. Compared to an integrated structure, the former has a simplified structure, and it is easier to process the sealing component 311 and the oil guide 312 separately, which helps to reduce processing difficulty and cost. The separate configuration of the sealing component 311 and the oil guide 312 can effectively reduce the force and wear on the oil guide 312, improve its service life, and ensure the guiding effect of the oil guide 312.

[0170] Please refer to the following: Figure 12 and Figure 14 , Figure 14 for Figure 12 The enlarged view of part M2 in the powertrain 10 shown shows that, in one embodiment, the oil guide 312 includes a communicating radial oil passage 3121 and an axial oil passage 3122 (e.g., ...). Figure 14 As shown), the extending directions of the radial oil passage 3121 and the axial oil passage 3122 of the oil guide intersect (e.g., Figure 14 As shown), the radial oil passage 3121 of the oil guide is used to connect the heat exchanger 500 (in conjunction with... Figure 12 and Figure 14 As shown), the axial oil passage 3122 of the oil guide is used to connect the reducer housing cavity 410 through the reducer input shaft 330 (as shown). Figure 14 As shown), the radial oil passage 3121 of the oil guide extends parallel to the radial direction R of the input shaft 330 of the reducer, and the axial oil passage 3122 of the oil guide extends parallel to the axial direction of the input shaft 330 of the reducer. The axial oil passage 3122 of the oil guide and the input shaft 330 of the reducer are arranged at intervals along the first direction Y.

[0171] In this embodiment, the heat exchanger 500 is used to supply cooling oil to the powertrain 10. The cooling oil flows sequentially through the radial oil passage 3121 of the oil guide, the axial oil passage 3122 of the oil guide, and the input shaft 330 of the reducer, and then flows to the reducer receiving cavity 410. The oil guide 312 is connected to the input shaft 330 of the reducer via the axial oil passage 3122. The extension direction of the axial oil passage 3122 is parallel to the axial direction of the input shaft 330 of the reducer, that is, the axial oil passage 3122 extends along the first direction Y, which helps to reduce the flow resistance of the cooling oil in the oil guide 312 and the input shaft 330 of the reducer, thereby improving cooling efficiency.

[0172] In this embodiment, the axial oil passage 3122 of the oil guide and the input shaft 330 of the reducer are arranged at intervals along the first direction Y, so that the input shaft 330 of the reducer and the oil guide 312 are isolated from each other, which is beneficial to the rotation of the input shaft 330 of the reducer and reduces the friction between the input shaft 330 of the reducer and the oil guide 312.

[0173] Please continue reading. Figure 11 and Figure 12 In one embodiment, the reducer input shaft 330 is fixedly connected to the motor shaft 140. The reducer input shaft 330 includes a reducer shaft cavity 331, and the motor shaft 140 includes a motor shaft cavity 143. The reducer 300 also includes an oil pipe 340. The reducer shaft cavity 331 is used to accommodate the oil pipe 340 and part of the motor shaft 140, and the oil pipe 340 is used to connect the oil guide 312 and the motor shaft cavity 143. The oil pipe 340 and the motor shaft 140 are arranged along the motor axial direction Y, and the oil pipe 340 is relatively fixed to the reducer input shaft 330. Along the first direction Y, the reducer shaft cavity 331 penetrates the reducer input shaft 330, and the motor shaft cavity 143 penetrates the motor shaft 140. The oil pipe 340, the oil guide 312, and the sealing member 311 are arranged at intervals along the first direction Y.

[0174] In this embodiment, both the reducer shaft cavity 331 and the motor shaft cavity 143 extend along the first direction Y. The oil pipe 340 is located inside the reducer shaft cavity 331 and on the side of the oil guide 312 away from the sealing member 311 along the first direction Y. The oil pipe 340 connects to the reducer receiving cavity 410 through the reducer shaft cavity 331. The oil guide 312 connects to the reducer receiving cavity 410 through the reducer input shaft 330. The axial oil passage 3122 of the oil guide connects to the motor shaft cavity 143 through the oil pipe 340. The cooling oil can sequentially cool the reducer shaft cavity 331 and the motor shaft cavity 143 through the oil guide 312 and the oil pipe 340, providing the preconditions for subsequent cooling of the internal structure of the motor 100 and expanding the cooling range of the cooling oil inside the powertrain 10. The oil pipe 340 is fixed relative to the reducer input shaft 330. Even when the reducer input shaft 330 is rotating at high speed, the oil pipe 340 can stably transmit cooling oil to the motor shaft cavity 143.

[0175] In this embodiment, the sealing element 311, the oil guide element 312, and the oil passage pipe 340 are spaced apart in the first direction Y. The sealing element 311 is fixed in the fixing hole 313, allowing the oil guide element 312 and the oil passage pipe 340 to undergo small displacements in the first direction Y. This helps reduce wear between the sealing element 311 and the oil guide element 312, and between the oil guide element 312 and the oil passage pipe 340, thus extending their service life. It also prevents the sealing element 311 from squeezing and damaging the oil guide element 312 when it is sealed and fixed in the fixing hole 313.

[0176] In one embodiment, a gap exists between the axial oil passage 3122 of the oil guide and the oil pipe 340 along the first direction Y. The inner diameter of the oil pipe 340 is larger than the inner diameter of the axial oil passage 3122 of the oil guide, and the projection of the axial oil passage 3122 along the first direction Y lies within the projection of the oil pipe 340 along the first direction Y. Specifically, the projection of the axial oil passage 3122 along the first direction Y refers to the projection of the area enclosed by the inner wall of the axial oil passage 3122 along the first direction Y, and the projection of the oil pipe 340 along the first direction Y refers to the projection of the area enclosed by the pipe wall of the oil pipe 340 along the first direction Y.

[0177] In this embodiment, the axial oil passage 3122 of the oil guide and the oil pipe 340 are spaced apart along the first direction Y, so that when the input shaft 330 of the reducer rotates at high speed, the oil guide 312 and the oil pipe 340 can achieve non-contact oil guiding, avoiding wear between the oil guide 312 and the oil pipe 340, thereby avoiding heat generation due to wear, and allowing the cooling oil to cool and dissipate heat from the heat-generating components inside the powertrain 10. Therefore, this embodiment can not only reduce the failure risk of the oil guide 312 and the oil pipe 340, but also improve the utilization rate of the cooling oil and enhance the heat dissipation effect. In this embodiment of the application, the inner diameter of the oil passage 340 is set to be larger than the inner diameter of the axial oil passage 3122 of the oil guide, and the projection of the oil passage 340 along the first direction Y covers the projection of the axial oil passage 3122 of the oil guide along the first direction Y. This makes the flow resistance of the cooling oil decrease and the flow rate increase during the process of the cooling oil flowing from the axial oil passage 3122 of the oil guide to the oil passage 340, which is beneficial to improving the cooling efficiency of the cooling oil.

[0178] If an oil pipe 340 is not installed in the reducer shaft cavity 331, even if the reducer shaft cavity 331 is connected to the motor shaft cavity 143, there is still a distance along the motor axis Y between the end of the reducer input shaft 330 near the heat exchanger 500 and the motor shaft 140. When the reducer input shaft 330 rotates, the cooling oil cannot accurately flow from the reducer shaft cavity 331 into the motor shaft cavity 143. That is, the flow rate of cooling oil into the motor 100 is small, negatively impacting the cooling effect of the cooling oil on the motor 100, and consequently interfering with the temperature rise control of the powertrain 10. In this embodiment, the oil pipe 340 connects the heat exchanger and the motor shaft 140, allowing cooling oil to enter the motor shaft 140 and thus cool the components in the motor 100.

[0179] In this embodiment, an oil pipe 340 is provided inside the reducer shaft cavity 331, and the oil pipe 340 is connected to the motor shaft cavity 143. This allows for the precise guidance of cooling oil from the reducer shaft cavity 331 to the motor shaft cavity 143, providing the necessary conditions for subsequent cooling of the internal structure of the motor 100. The oil pipe 340 is fixed relative to the reducer input shaft 330. When the reducer input shaft 330 rotates at high speed, the oil pipe 340 can stably perform its function of transmitting cooling oil, which is beneficial for meeting the cooling requirements of the powertrain 10 under high-speed operating conditions.

[0180] Please continue reading. Figure 14 In one embodiment, the reducer 300 further includes a sleeve structure 301, which is fitted onto the outer periphery of the oil passage 340. The sleeve structure 301, the oil guide 312, and the sealing member 311 are arranged along a first direction Y, and the sleeve structure 301 is fixed to the oil guide 312. The projection of the axial oil passage 3122 of the oil guide along the first direction Y is located within the projection of the sleeve structure 301 along the first direction Y. Along the radial direction R of the reducer input shaft 330, there is a gap between the inner surface of the sleeve structure 301 facing the oil passage 340 and the outer surface of the oil passage 340 facing the sleeve structure 301.

[0181] In this embodiment, the sleeve structure 301 is located on the surface of the oil guide 312 facing the oil pipe 340 along the first direction Y. The sleeve structure 301 is sleeved on the outside of the oil pipe 340 and on the radial direction R of the reducer input shaft 330. The sleeve structure 301 and the oil pipe 340 are spaced apart, which can reduce the wear between the sleeve structure 301 and the oil pipe 340 and improve the service life of the oil guide 312 and the oil pipe 340.

[0182] The sleeve structure 301 is connected to the axial oil passage 3122 of the oil guide and the oil pipe 340 at both ends along the first direction Y. Since the axial oil passage 3122 of the oil guide is small in the first direction Y, its guiding effect on the flow of cooling oil is limited. The axial oil passage 3122 of the oil guide and the oil pipe 340 are arranged at intervals in the first direction Y. The sleeve structure 301 is set on the side of the axial oil passage 3122 of the oil guide close to the oil pipe 340. When the input shaft 330 of the reducer rotates, it can reduce the leakage of some cooling oil from the gap between the axial oil passage 3122 of the oil guide and the oil pipe 340. The sleeve structure 301 can guide the leaked cooling oil in the flow direction, so that the cooling oil enters the reducer shaft cavity 331, increasing the amount of cooling oil entering the reducer shaft cavity 331, thereby increasing the amount of cooling oil entering the motor 100 from the reducer shaft cavity 331, and comprehensively improving the cooling efficiency. This design incorporates a sleeve structure 301 to further guide the flow of cooling oil and improve its utilization rate.

[0183] In one embodiment, the oil guide 312 and the sleeve structure 301 are integrally formed. This design improves the structural reliability of the oil guide 312, enabling it to stably guide the flow of cooling oil and prevent leakage.

[0184] Please continue reading. Figure 12 and Figure 14 In one embodiment, the reducer end cover 310 is provided with a reducer end cover oil passage 314 (e.g., ...). Figure 14 As shown), the reducer end cover oil passage 314 is used to connect to the heat exchanger 500 to deliver cooling oil in the heat exchanger 500 (in conjunction with...). Figure 12 and Figure 14 As shown), the oil guide 312 is used to connect the oil passage 314 of the reducer end cover (as shown). Figure 14 As shown), the projections of the reducer end cover oil passage 314 and the radial oil passage 3121 of the oil guide on the radial R of the reducer input shaft 330 at least partially overlap.

[0185] In this embodiment, the two ends of the reducer end cover oil passage 314 are connected to the heat exchanger 500 and the oil guide 312, respectively. The heat exchanger 500 supplies cooling oil to the reducer end cover oil passage 314. Since the projections of the reducer end cover oil passage 314 and the radial oil passage 3121 of the oil guide 3121 on the radial R of the reducer input shaft 330 at least partially overlap, the cooling oil can enter the radial oil passage 3121 of the oil guide 3121 through the reducer end cover oil passage 314, thus the reducer end cover oil passage 314 serves to guide the cooling oil. The oil guide 312 is connected to the reducer input shaft 330, the oil pipe 340, and the motor shaft 140. Both the reducer input shaft 330 and the motor shaft 140 are hollow. The reducer end cover oil passage 314 is also connected to the interior of the motor shaft 140 through the reducer input shaft 330. The interior of the reducer input shaft 330 is used to connect to the reducer receiving cavity 410, and the interior of the motor shaft 140 is used to connect to the motor receiving cavity 420. The cooling oil output from the heat exchanger 500 enters the motor housing 420 through the oil pipe 340 and the motor shaft cavity 143, and enters the reducer housing 410 through the oil pipe 340, the motor shaft 140 and the reducer shaft cavity 331.

[0186] Please continue reading. Figure 14 In one embodiment, the reducer end cover 310 further includes a reducer bearing lubrication oil hole 316, which is used to connect the reducer end cover oil passage 314 and the reducer bearing chamber 315. The reducer end cover oil passage 314, the reducer bearing lubrication oil hole 316 and the reducer bearing chamber 315 are arranged along the first direction Y. The reducer bearing lubrication oil hole 316 and the radial oil passage 3121 of the oil guide are spaced apart along the radial direction R of the reducer input shaft 330.

[0187] The reducer input shaft 330 is rotatably connected to the reducer end cover 310 via the reducer bearing 350. The reducer bearing 350 is located inside the reducer bearing chamber 315, which is recessed along the first direction Y in a direction away from the reducer input shaft 330.

[0188] The reducer bearing 350 is used to bear the load from the reducer input shaft 330, reduce friction, and ensure the smooth operation of the reducer 300 under high-speed conditions. If the reducer bearing 350 is not adequately lubricated, it may burn or be damaged. In this embodiment, the reducer end cover oil passage 314 is spaced apart from the reducer bearing 350. The reducer end cover oil passage 314 has a reducer bearing lubrication hole 316 on its side wall near the reducer bearing 350 along the first direction Y. The reducer end cover oil passage 314, the reducer bearing lubrication hole 316, and the reducer bearing chamber 315 are arranged along the first direction Y, so that when the cooling oil flows from the heat exchanger 500 through the reducer end cover oil passage 314, some of the cooling oil will enter the reducer bearing chamber 315 through the reducer bearing lubrication hole 316 to lubricate the reducer bearing 350, prevent damage to the reducer bearing 350, extend its service life, and ensure the long-term stable operation of the reducer 300. The reducer bearing lubrication oil hole 316 and the radial oil passage 3121 of the oil guide are spaced apart on the radial R of the reducer input shaft 330, so that the cooling oil that has entered the radial oil passage 3121 of the oil guide is not affected by the reducer bearing lubrication oil hole 316.

[0189] Please continue reading. Figure 14 In one embodiment, the projections of the reducer bearing lubrication hole 316 and the reducer bearing housing 315 along the first direction Y at least partially overlap. The distance between the reducer bearing lubrication hole 316 and the axis of the reducer input shaft 330 along the radial direction R is less than the outer diameter of the reducer bearing housing 315. The length of the reducer bearing lubrication hole 316 along the first direction Y and the length along the radial direction R of the reducer input shaft 330 are both less than the length of the reducer end cover oil passage 314 along the first direction Y.

[0190] In this embodiment, the projection of the reducer bearing lubrication hole 316 in the first direction Y at least partially overlaps with the projection of the reducer bearing chamber 315 in the first direction Y, allowing cooling oil to enter the reducer bearing chamber 315 through the lubrication hole 316 and thus lubricate the reducer bearing 350 therein. In the radial direction R of the reducer input shaft 330, the distance between the reducer bearing lubrication hole 316 and the axis of the reducer input shaft 330 is less than the outer diameter of the reducer bearing chamber 315, ensuring that the cooling oil flowing into the reducer bearing lubrication hole 316 does not flow into areas other than the reducer bearing chamber 315, thus guaranteeing the cooling effect of the cooling oil on the reducer bearing 350. The length of the reducer bearing lubrication hole 316 along the first direction Y and the length along the radial direction R of the reducer input shaft 330 are both less than the length of the reducer end cover oil passage 314 along the first direction Y, which facilitates the reasonable distribution of cooling oil flow and avoids insufficient cooling oil flowing into the reducer input shaft 330 and the motor shaft 140, thus affecting cooling efficiency.

[0191] Please continue reading. Figures 12 to 14 In one embodiment, the heat exchanger 500 and the reducer end cover 310 are arranged along the second direction Z (e.g., Figure 13 (As shown). The reducer end cover 310, heat exchanger 500, and motor 100 are arranged along the first direction Y. The reducer end cover oil passage 314 includes a radial oil passage 3141 and an axial oil passage 3142 (as shown). Figure 14 As shown), the radial oil passage 3141 of the reducer end cover extends radially R along the input shaft 330 of the reducer, and the axial oil passage 3142 of the reducer end cover extends axially along the input shaft 330 of the reducer. The radial oil passage 3141 and the axial oil passage 3142 of the reducer end cover are connected (as shown). Figure 14 As shown), the radial oil passage 3141 of the reducer end cover is connected to the heat exchanger 500 through the axial oil passage 3142 of the reducer end cover (in conjunction with...). Figure 12 and Figure 14 As shown), the radial oil passage 3141 of the reducer end cover is used to connect the guide radial channel (as shown). Figure 14 As shown), the radial oil passage 3141 of the reducer end cover and the guide radial oil passage at least partially overlap along the radial R of the reducer input shaft 330.

[0192] In this embodiment, the heat exchanger 500, the axial oil passage 3142 of the reducer end cover, and the radial oil passage 3141 of the reducer end cover are connected in sequence. Since the radial oil passage 3141 of the reducer end cover is located at the edge of the reducer 300 along the first direction Y, if the axial oil passage 3142 of the reducer end cover is not provided, the heat exchanger 500 would need to be located close to the edge of the reducer 300, which could easily cause the heat exchanger 500 to fall. Therefore, this solution is beneficial to improving the structural stability of the heat exchanger 500. The radial oil passage 3141 of the reducer end cover is connected to the oil guide channel in the oil guide member 312. The oil guide channel includes the connected radial oil passage 3121 and axial oil passage 3122 of the oil guide member. The projections of the radial oil passage 3141 of the reducer end cover and the radial oil passage 3121 of the oil guide member in the oil guide channel on the radial R of the reducer input shaft 330 at least partially overlap, so that the cooling oil can flow into the radial oil passage 3121 of the oil guide member through the radial oil passage 3141 of the reducer end cover.

[0193] In one embodiment, the heat exchanger 500 is arranged at intervals along the first direction Y with the oil guide 312 and the sealing member 311.

[0194] Please refer to the following: Figure 14 and Figure 18 , Figure 18 for Figure 13 The enlarged view of the M3 portion of the powertrain 10 shown illustrates that, in one embodiment, the reducer end cover 310 further includes a first axial limiting boss 317 (e.g., Figure 14 and Figure 18As shown), the first axial limiting boss 317 protrudes from the inner surface of the fixing hole 313 toward the oil guide component 312 along the radial R of the input shaft 330 of the reducer (as shown). Figure 14 and Figure 18 As shown), the reducer 300 also includes a second axial limiting boss 302 (as shown). Figure 14 and Figure 18 As shown), the second axial limiting boss 302 protrudes from the outer peripheral surface of the oil guide member 312 toward the wall of the fixing hole 313 along the radial R of the input shaft 330 of the reducer (as shown). Figure 14 and Figure 18 (As shown).

[0195] Wherein, along the first direction Y, the second axial limiting boss 302 is located between the sealing member 311 and the first axial limiting boss 317 (e.g. Figure 14 and Figure 18 As shown), the first axial limiting boss 317 and the second axial limiting boss 302 are stacked along the first direction Y (as shown). Figure 14 As shown), so that the oil guide 312 is limited along the first direction Y between the sealing member 311 and the first axial limiting boss 317.

[0196] In this embodiment, both the sealing member 311 and the oil guide member 312 are located within the fixing hole 313. The second axial limiting boss 302 of the sealing member 311 and the oil guide member 312, and the first axial limiting boss 317 of the fixing hole 313 are arranged sequentially along the first direction Y. The first axial limiting boss 317 and the second axial limiting boss 302 overlap along the first direction Y, which can limit the movement of the oil guide member 312 away from the sealing member 311 along the first direction Y. That is, the sealing member 311 and the first axial limiting boss 317 together implement axial limiting of the oil guide member 312. When the powertrain 10 is subjected to external force, the position of the oil guide member 312 in the reducer 300 will not change significantly. In one embodiment, the second axial limiting boss 302 and the radial oil passage 3121 of the oil guide member are spaced apart along the circumferential direction C of the oil guide member 312 (e.g., Figure 18 (As shown). In this embodiment, the second axial limiting boss 302 and the radial oil passage 3121 of the oil guide are spaced apart on the circumferential C of the oil guide 312, so that the flow of cooling oil is not interfered with by the second axial limiting boss 302.

[0197] Please see Figure 19 and Figure 20 , Figure 19 This is a schematic diagram of the structure of the reducer end cover 310 provided in one embodiment of this application. Figure 20 This is a schematic diagram of the structure of an oil guide 312 provided in one embodiment of the present application. In one embodiment, the first axial limiting boss 317 includes a circumferential limiting groove 3171 (e.g., Figure 19As shown), the radial R circumferential limiting groove 3171 along the input shaft 330 of the reducer is recessed from the outer periphery of the first axial limiting boss 317 towards the inner surface of the fixing hole 313 (as shown). Figure 19 As shown), the reducer 300 also includes a circumferential limiting boss 303, which protrudes from the outer surface of the oil guide member 312 toward the wall of the fixing hole 313 along the radial R of the reducer input shaft 330 (as shown). Figure 20 As shown), the circumferential limiting boss 303 is located on the side of the second axial limiting boss 302 along the first direction Y, close to the circumferential limiting groove 3171 (in conjunction with...). Figure 19 and Figure 20 As shown), the circumferential limiting boss 303 is located on the side of the second axial limiting boss 302 along the first direction Y, close to the input shaft 330 of the reducer (in conjunction with...). Figure 19 and Figure 20 As shown), the circumferential limiting boss 303 is located within the circumferential limiting groove 3171 (in conjunction with...). Figure 19 and Figure 20 (As shown).

[0198] In this embodiment, the recessed direction of the circumferential limiting groove 3171 is the same as the protruding direction of the circumferential limiting boss 303. The circumferential limiting groove 3171 and the circumferential limiting boss 303 cooperate to circumferentially limit the oil guide 312, so that when the reducer 300 is in high-speed operation, the oil guide 312 is prevented from rotating significantly in the circumferential direction of the reducer input shaft 330. The circumferential limiting boss 303 is located close to the second axial limiting boss 302. When the circumferential limiting boss 303 is located in the circumferential limiting groove 3171, the first axial limiting boss 317 and the second axial limiting boss 302 are stacked along the first direction Y, reducing the displacement of the oil guide 312 in the axial and circumferential directions of the reducer input shaft 330, and ensuring the normal and stable operation of the reducer 300.

[0199] In one embodiment, the dimension of the bottom of the circumferential limiting groove 3171 is greater than the dimension of the circumferential limiting boss 303 in the circumferential direction of the reducer input shaft 330 (in conjunction with...). Figure 19 and Figure 20 (As shown). In this embodiment, the circumferential dimension of the bottom of the circumferential limiting groove 3171 is greater than the circumferential dimension of the circumferential limiting boss 303, which facilitates the installation of the circumferential limiting boss 303 into the circumferential limiting groove 3171 and reduces wear between the circumferential limiting boss 303 and the circumferential limiting groove 3171.

[0200] In one embodiment, the first axial limiting boss 317 is provided with a plurality of circumferential limiting grooves 3171 spaced apart, and the oil guide 312 includes a plurality of circumferential limiting bosses 303, the number of circumferential limiting grooves 3171 and the number of circumferential limiting bosses 303 being equal. In this embodiment, the plurality of circumferential limiting grooves 3171 and the plurality of circumferential limiting bosses 303 cooperate to enhance the stability of the oil guide 312 in the circumferential direction of the reducer input shaft 330.

[0201] In one embodiment, the second axial limiting boss 302 and the circumferential limiting boss 303 are integrally formed. This design helps to enhance the structural strength of the second axial limiting boss 302 and the circumferential limiting boss 303. Furthermore, since there is no gap between the second axial limiting boss 302 and the circumferential limiting boss 303 in the first direction Y, the second axial limiting boss 302 and the first axial limiting boss 317 are stacked more tightly along the first direction Y, which helps to enhance the axial limiting effect on the oil guide 312.

[0202] In one embodiment, the sealing element 311 and the oil guide element 312 are made of different materials. The sealing element 311 is made of metal, while the oil guide element 312 is made of plastic. In this embodiment, the sealing element 311 and the oil guide element 312 serve different functions. The sealing element 311 mainly functions as a seal and axial limiter, and its material needs to have a certain degree of rigidity. The oil guide element 312 mainly functions as a guide for the flow of cooling oil, and its material needs to be easy to process. This solution uses different materials for the sealing element 311 and the oil guide element 312 to meet different usage requirements. Specifically, the use of metal material for the sealing component 311 helps to improve the rigidity of the sealing component 311 and ensures that the cooling oil does not leak from the fixing hole 313 out of the power assembly 10. The use of plastic material for the oil guide component 312 helps to reduce the processing difficulty of the radial oil passage 3121 and the axial oil passage 3122 of the oil guide component, as well as the manufacturing cost of the oil guide component 312.

[0203] In one embodiment, the melting point of the oil guide 312 is less than 80°C. This design helps to ensure the stability of the oil guide 312.

[0204] In one embodiment, the sealing member 311 is threadedly sealed to the inner wall of the fixing hole 313 in the reducer end cover 310 (not shown), thereby sealing the sealing member to the reducer end cover 310. In this embodiment, the sealing member 311 can limit the movement of the oil guide member 312 towards the sealing member 311 along the first direction Y. Furthermore, since the sealing member 311 is sealed to the fixing hole 313, it can also seal the cooling oil, preventing leakage of cooling oil from the powertrain 10 through the fixing hole 313. This solution simplifies the complex structure of traditional end covers, bolts, and sealing rings into a single sealing member 311 and oil guide member 312, reducing assembly difficulty and cost.

[0205] Please see Figure 3 and Figure 21 , Figure 21 This is a partial exploded view of a powertrain 10 provided in one embodiment of the present application. In one embodiment, along the first direction Y, the reducer end cover 310 and the AC output interface mounting hole 450 are arranged opposite each other (in conjunction with...). Figure 3 and Figure 21 (As shown). The DC input interface mounting hole 440 and the reducer end cover 310 are arranged on the same side (as shown). Figure 21 (As shown).

[0206] In this embodiment, the DC input interface mounting hole 440 and the AC output interface mounting hole 450 are arranged opposite each other along the first direction Y, which helps to avoid electrical interference between DC and AC power during transmission, thereby improving safety performance. Furthermore, the compact and regular layout between the motor controller 200 and the motor 100 helps to reduce the size of the powertrain 10, thereby optimizing the overall vehicle layout. In this embodiment, the power transmission path between the motor controller 200, the motor 100, and the reducer 300 is approximately U-shaped. The DC input interface mounting hole 440 and the reducer end cover 310 are arranged on the same side along the first direction Y, conforming to the energy transmission path and helping to reduce energy loss.

[0207] Please continue reading. Figure 21In one embodiment, along the second direction Z, the sealing member 311 and the oil guide member 312 are located below the DC input interface mounting hole 440. Along the first direction Y, the distance between at least one of the sealing member 311 and the oil guide member 312 and the DC input interface mounting hole 440 is less than the distance between at least one of the sealing member 311 and the oil guide member 312 and the AC output interface mounting hole 450. In this embodiment, in the second direction Z, the reducer 300 is located below the motor controller 200, wherein the sealing member 311 and the oil guide member 312 are located below the DC input interface mounting hole 440, and the sealing member 311 and the oil guide member 312 are closer to the DC input interface mounting hole 440 relative to the AC output interface mounting hole 450 in the first direction Y. Following the U-shaped power transmission path between the motor 100, the motor controller 200, and the reducer 300, this solution provides a reasonable layout of the components inside the powertrain 10, which is beneficial for reducing the overall volume of the powertrain 10 and increasing power density.

[0208] Please continue reading. Figure 21 In one embodiment, the reducer end cap 310 and the controller receiving cavity 430 are arranged along the first direction Y, and the projection of the sealing member 311 along the first direction Y does not overlap with that of either the capacitor module 220 or the power module 230. In this embodiment, if the projections of the sealing member 311 along the first direction Y at least partially overlap with those of the capacitor module 220 and the power module 230, the sealing member 311 will occupy the adjacent areas of the capacitor module 220 and the power module 230 along the first direction Y, thereby interfering with the energy transfer of the motor controller 200. This solution rationally arranges the positions of the sealing member 311 with the capacitor module 220 and the power module 230 to ensure that both the reducer 300 and the motor controller 200 operate normally without interfering with each other.

[0209] Please continue reading. Figure 21 In one embodiment, along the first direction Y, the projection of either the sealing member 311 or the oil guide member 312 does not overlap with the projection of the power interface mounting hole 460. This ensures that the power interface mounting hole 460 is spaced apart from the oil passage of the reducer 300, or that the controller housing containing the power interface mounting hole 460 is spaced apart from the oil guide member 312 and the sealing member 311, providing sufficient space around the power interface in the power interface mounting hole 460 for connection to the power cable, facilitating charging operation. This design rationally arranges the positions of the sealing member 311, the oil guide member 312, and the power interface mounting hole 460 to ensure that both the reducer 300 and the motor controller 200 operate normally without interfering with each other.

[0210] Please continue reading. Figure 21In one embodiment, either the sealing member 311 or the oil guide member 312 is spaced apart from the power interface mounting hole 460 along the second direction Z and the third direction X. In this embodiment, there is no energy transfer between the sealing member 311, the oil guide member 312 and the power interface mounting hole 460. The sealing member 311 and the oil guide member 312 are spaced apart from the power interface mounting hole 460 along the second direction Z and the third direction X, ensuring sufficient space around the power interface in the power interface mounting hole 460 for connection to the power cord, facilitating charging operation.

[0211] Please refer to the following: Figure 12 , Figures 15 to 17 , Figure 15 This is a schematic diagram of the structure of the reducer input shaft 330 and the motor shaft 140 provided in an embodiment of this application. Figure 16 for Figure 15 The diagram shows a cross-sectional view of the reducer input shaft 330 and the motor shaft 140 along BB. Figure 17 This is a schematic diagram of the structure of an oil pipe 340 provided in an embodiment of this application.

[0212] In one embodiment, the motor shaft 140 and the reducer input shaft 330 are fixedly connected by a spline 105 along the radial direction R of the motor. Figure 12 , Figure 15 and Figure 16 As shown), the oil passage 340 includes at least one spline lubricating oil hole 342 (as shown). Figure 17 (As shown). The motor shaft cavity 143 is used to accommodate part of the oil pipe 340 (as shown). Figure 12 As shown), along the radial direction R of the motor, the projected portions of the oil pipe 340, the motor shaft 140, and the reducer input shaft 330 overlap (as shown). Figure 12 (As shown). The spline lubrication hole 342 passes through the oil pipe 340 along the radial direction R of the motor (as shown). Figure 17 As shown), along the radial direction R of the motor, the projected portions of the spline lubrication hole 342, the motor shaft 140, and the reducer input shaft 330 overlap (in combination with...). Figure 12 and Figure 17 (As shown). Here, the motor radial direction R refers to the radial direction of the motor shaft 140.

[0213] In this embodiment, splines 105 are provided on the outer wall of a portion of the motor shaft 140 and the inner wall of a portion of the reducer shaft cavity 331. The splines of the motor shaft 140 and the reducer shaft cavity 331 cooperate with each other, enabling the motor shaft 140 to transmit torque to the reducer input shaft 330 through the splines 105, thereby realizing the transmission connection between the motor shaft 140 and the reducer input shaft 330. In the following embodiments, the spline 105 can be the spline of the motor shaft 140, or the spline of the reducer input shaft 330, or both the spline of the motor shaft 140 and the spline of the reducer input shaft 330.

[0214] Spline 105 may wear when transmitting torque. To avoid failure, proper lubrication is required for spline 105. In this embodiment, the oil passage 340 includes at least one spline lubrication hole 342, which is used to transmit cooling oil to spline 105. The spline lubrication hole 342 passes through the motor shaft 140 along the motor radial direction R. The projections of the spline lubrication hole 342, the motor shaft 140, and the reducer input shaft 330 on the motor radial direction R overlap, so that the cooling oil flowing into the oil passage 340 can flow through the spline lubrication hole 342 to the spline 105 of the motor shaft 140 and the reducer input shaft 330 to lubricate spline 105 and reduce wear.

[0215] It should be noted that, in this embodiment, the projection along the motor radial direction R refers to the projection along the motor radial direction R onto a projection plane perpendicular to the motor radial direction R. The projection plane along the motor radial direction R is perpendicular to the motor radial direction R. Similarly, the projection along the motor axial direction Y refers to the projection along the motor axial direction Y onto a projection plane perpendicular to the motor axial direction Y. The projection plane along the motor axial direction Y is also perpendicular to the motor axial direction Y.

[0216] In this embodiment, the projection planes of the oil pipe 340, the spline lubrication oil hole 342, the motor shaft 140, and the reducer input shaft 330 along the radial direction R of the motor are the same.

[0217] In one embodiment, the spline lubricating oil hole 342 is provided in a portion of the oil passage 340 located within the motor shaft cavity 143.

[0218] Please continue reading. Figure 14 and Figure 17 In one embodiment, the oil conduit 340 includes at least one splined oil guide groove 343 (e.g., Figure 17 and Figure 14 As shown), the spline oil guide groove 343 is connected to the spline lubrication oil hole 342 (as shown). Figure 17 As shown). Along the radial direction R of the motor, the splined oil guide groove 343 is recessed on the outer circumferential surface of the self-flowing oil pipe 340, facing away from the input shaft 330 of the reducer (as shown). Figure 17 As shown). Along the motor axis Y, the spline lubrication oil hole 342 is connected to the end face of the oil pipe 340 (as shown). Figure 17 As shown). Along the radial direction R of the motor, the projected portions of the spline oil guide groove 343, the motor shaft 140, and the reducer input shaft 330 overlap (in combination with...). Figure 17 and Figure 14 As shown). Spline 105, spline lubrication hole 342, and spline oil guide groove 343 are arranged along the Y-axis of the motor (in combination). Figure 17 and Figure 14 As shown), the spline lubrication oil hole 342 and the spline oil guide groove 343 are adjacent along the motor axis Y (e.g. Figure 17 (As shown).

[0219] In this embodiment, the spline lubrication oil hole 342 is located inside the motor shaft cavity 143. The main function of the spline lubrication oil hole 342 is to guide the cooling oil to the outside of the oil pipe 340. At this point, it is necessary to further guide the flow of the cooling oil so that the cooling oil flowing out of the spline lubrication oil hole 342 flows to the spline 105 outside the motor shaft cavity 143. In this solution, a spline guide oil groove 343 is provided in the oil pipe 340. The spline guide oil groove 343 is connected to the spline lubrication oil hole 342. The spline lubrication oil hole 342 and the spline guide oil groove 343 are arranged adjacent to each other along the motor axis Y. The spline guide oil groove 343 is recessed from the outer peripheral surface of the oil pipe 340 away from the reducer input shaft 330, so that the spline guide oil groove 343 can be used to transport the cooling oil flowing out of the spline lubrication oil hole 342 to the spline 105.

[0220] In this embodiment, the spline lubricating oil hole 342 is connected to the end face of the oil pipe 340 along the motor axial direction Y, and the spline lubricating oil hole 342 and the end face of the oil pipe 340 form a groove. In some embodiments, the spline lubricating oil hole 342 is not connected to the end face of the oil pipe 340 along the motor axial direction Y, in which case the spline lubricating oil hole 342 is an independent through hole.

[0221] Please continue reading. Figure 17 In one embodiment, the oil conduit 340 includes a plurality of spline lubricating oil holes 342 and a plurality of spline oil guide grooves 343. Each spline lubricating oil hole 342 and a spline oil guide groove 343 are adjacent to and connected along the motor axial direction Y. The plurality of spline lubricating oil holes 342 are arranged at intervals along the motor circumferential direction C, and the plurality of spline oil guide grooves 343 are arranged at intervals along the motor circumferential direction C. Along the motor axial direction Y, the diameter of the spline lubricating oil hole 342 is smaller than the length of the spline oil guide groove 343. Along the motor circumferential direction C, the diameter of the spline lubricating oil hole 342 is smaller than the width of the spline oil guide groove 343. Herein, the motor circumferential direction C refers to the circumference of the motor shaft 140.

[0222] In this embodiment, multiple spline lubrication oil holes 342 and multiple spline guide oil grooves 343 are correspondingly provided in the oil pipe 340. The multiple spline lubrication oil holes 342 are arranged at intervals along the circumferential direction C of the motor, and the multiple spline guide oil grooves 343 are arranged at intervals along the circumferential direction C of the motor, so that the cooling oil can flow from different positions to the spline 105 of the motor shaft 140 and the spline 105 of the reducer input shaft 330, thereby improving the lubrication effect of the cooling oil on the spline 105 and preventing the spline 105 from failing.

[0223] In this embodiment, along the motor axial direction Y, the diameter of the spline lubricating oil hole 342 is smaller than the length of the spline oil guide groove 343. The relatively small diameter of the spline lubricating oil hole 342 avoids the need for excessively large through holes at the end face of the oil pipe 340, thus improving the structural strength of the oil pipe 340. Conversely, the relatively large length of the spline oil guide groove 343 along the motor axial direction Y facilitates its role in guiding the flow of coolant. If the length of the spline oil guide groove 343 is too short, it may hinder the flow of cooling oil to the spline 105. Along the motor circumferential direction C, the width of the spline oil guide groove 343 is greater than the diameter of the spline lubricating oil hole 342, which helps reduce the flow resistance of the cooling oil in the spline oil guide groove 343.

[0224] Please continue reading. Figure 14 and Figure 17 In one embodiment, the powertrain 10 further includes a first fixing structure 344 (e.g., Figure 14 and Figure 17 As shown), the oil pipe 340 is sealed and fixed to the inner wall of the reducer shaft cavity 331 via the first fixing structure 344. Along the radial direction R of the motor, the oil pipe 340, the first fixing structure 344, and the reducer 300 are arranged sequentially (as shown). Figure 14 As shown). Along the motor axis Y, the motor shaft 140 and the first fixed structure 344 are arranged at intervals (as shown). Figure 14 As shown), splines 105 and the first fixed structure 344 are arranged at intervals (as shown). Figure 14 As shown), and the distance between the motor shaft 140 and the first fixed structure 344 is less than the distance between the spline 105 and the first fixed structure 344. The spline lubrication hole 342, the spline oil guide groove 343, and the first fixed structure 344 are arranged along the Y-axis of the motor (as shown). Figure 17 (As shown).

[0225] In this embodiment, the first fixing structure 344 is located between the oil pipe 340 and the reducer shaft cavity 331 in the radial direction R of the motor. The oil pipe 340 is fixed in the reducer shaft cavity 331 along the radial direction R of the motor by the first fixing structure 344. In one embodiment, the first fixing structure 344 is interference-fitted with the inner wall of the reducer shaft cavity 331, which helps to keep the oil pipe 340 and the reducer shaft cavity 331 relatively fixed, so that the oil pipe 340 can stably transmit cooling oil. In the axial direction Y of the motor, the spline lubricating oil hole 342, the spline guide groove 343 and the first fixing structure 344 are arranged along the axial direction Y of the motor. There are gaps between the first fixing structure 344 and the motor shaft 140 and between the first fixing structure 344 and the spline 105, so that after the cooling oil flows through the spline lubricating oil hole 342 and the spline guide groove 343, it flows to the spline 105 through the two gaps.

[0226] Please continue reading. Figure 14In one embodiment, along the motor axis Y, the distance between the motor shaft 140 and the first fixed structure 344 is less than the distance between the spline 105 and the first fixed structure 344. This distance refers to the distance between the end face of the motor shaft 140 closest to the first fixed structure 344 and the first fixed structure 344. Along the motor axis Y, the spline 105 is located on the side of the end face of the motor shaft 140 away from the first fixed structure 344. The flow direction of the cooling oil from the first fixed structure 344 to the spline 105 is the same as the arrangement direction of the reducer 300 and the motor 100. This allows the cooling oil, after flowing through the spline 105, to further cool and lubricate other components in the motor 100 along the motor axis Y, improving the cooling effect on the motor 100.

[0227] In one embodiment, the oil pipe 340 is integrally formed with the first fixing structure 344. This design enhances the stability of the oil pipe 340's fixed connection with the reducer shaft cavity 331 in the motor radial direction R, and facilitates the first fixing structure 344's stable guidance of cooling oil flow to the spline 105.

[0228] Please continue reading. Figure 14 and Figure 17 In one embodiment, the first fixing structure 344 includes a sealing groove 3441 (e.g., Figure 17 As shown), the sealing groove 3441 is used to accommodate the sealing ring 3442 (in conjunction with... Figure 14 and Figure 17 As shown), the first fixing structure 344 is sealed and fixed to the reducer input shaft 330 by a sealing ring 3442. Along the radial direction R of the motor, the sealing groove 3441 is recessed from the outer peripheral surface of the first fixing structure 344 away from the reducer input shaft 330 (in conjunction with...). Figure 14 and Figure 17 As shown). Along the circumferential direction C of the motor, the sealing groove 3441 and the first fixing structure 344 both surround the oil pipe 340 (as shown). Figure 17 (As shown).

[0229] In this embodiment, the sealing groove 3441 is recessed towards the oil pipe 340 along the motor radial direction R. A sealing ring 3442 is placed inside the sealing groove 3441. The sealing ring 3442 is located between the sealing groove 3441 and the inner wall of the reducer shaft cavity 331 along the motor radial direction R. If the sealing effect between the first fixing structure 344 and the reducer shaft cavity 331 is poor, when cooling oil flows to the first fixing structure 344, it may flow away from the spline 105 through the gap between the first fixing structure 344 and the reducer shaft cavity 331, resulting in impaired lubrication of the spline 105 and waste of cooling oil. The two ends of the sealing groove 3441 along the motor axial direction Y are fixed to the reducer shaft cavity 331 along the motor radial direction R. The first fixing structure 344, the sealing groove 3441, and the sealing ring 3442 work together to seal and fix the oil pipe 340 and the reducer input shaft 330, prevent relative displacement between the oil pipe 340 and the reducer input shaft 330, avoid the cooling oil from flowing away from the spline 105, and improve the utilization rate of the cooling oil.

[0230] In this embodiment, the area enclosed by the reducer shaft cavity 331 is roughly cylindrical. The sealing groove 3441 and the first fixing structure 344 surround the oil pipe 340 around the motor circumference C, which is adapted to the structural features of the reducer shaft cavity 331 and helps to enhance the sealing and fixing effect between the first fixing structure 344 and the reducer shaft cavity 331.

[0231] Please continue reading. Figure 14 and Figure 17 In one embodiment, the oil passage 340 includes a bearing lubrication oil hole 345 (e.g., ...). Figure 14 and Figure 17 As shown). Along the radial direction R of the motor, the bearing lubrication hole 345 passes through the oil pipe 340 (in conjunction with...). Figure 14 and Figure 17 As shown), the bearing lubrication oil holes 345 and the inner wall of the reducer shaft cavity 331 are arranged at intervals (in conjunction with...). Figure 14 and Figure 17 As shown). Along the motor axis Y, the spline lubrication oil hole 342, the first fixing structure 344, and the bearing lubrication oil hole 345 are arranged at intervals (as shown). Figure 17 (As shown).

[0232] In this embodiment, the bearing lubrication hole 345 is used to deliver cooling oil to the reducer bearing 350 for lubrication. The reducer bearing 350 bears the load from the reducer input shaft 330. Insufficient lubrication of the reducer bearing 350 can easily cause it to burn or be damaged, thus interfering with the normal operation of the reducer 300. The bearing lubrication hole 345 passes through the oil passage 340 in the radial direction R of the motor. A gap exists between the bearing lubrication hole 345 and the inner wall of the reducer shaft cavity 331, allowing the cooling oil in the oil passage 340 to flow through the bearing lubrication hole 345 to the gap between the bearing lubrication hole 345 and the inner wall of the reducer shaft cavity 331, thus providing the necessary conditions for the cooling oil to flow to the reducer bearing 350. The cooling oil flows sequentially through the oil pipe 340 to the bearing lubrication oil hole 345 and the spline lubrication oil hole 342. Along the motor axis Y, the bearing lubrication oil hole 345, the first fixed structure 344, and the spline lubrication oil hole 342 are arranged alternately, which can avoid crosstalk between the cooling oil flowing to the reducer bearing 350 and the cooling oil flowing to the spline 105, and improve the lubrication effect on the reducer bearing 350 and the spline 105.

[0233] Please continue reading. Figure 14 and Figure 17 In one embodiment, the powertrain 10 further includes a second fixing structure 346 (such as...). Figure 14 and Figure 17 As shown), the second fixing structure 346 includes at least one bearing lubricating oil groove 3461 (as shown). Figure 14 and Figure 17 As shown), the bearing lubrication oil hole 345 is connected to the bearing lubrication oil groove 3461, and the oil pipe 340 is fixed to the inner wall of the reducer shaft cavity 331 by the second fixing structure 346. Along the radial direction R of the motor, the bearing lubrication oil groove 3461 is recessed from the outer peripheral surface of the second fixing structure 346 toward the oil pipe 340 (as shown). Figure 17 As shown). Along the radial direction R of the motor, the oil pipe 340, the second fixed structure 346, and the reducer input shaft 330 are arranged in sequence (in combination with...). Figure 14 and Figure 17 As shown). Along the motor axis Y, the bearing lubrication groove 3461 penetrates the second fixing structure 346 (as shown). Figure 17 As shown), the spline lubricating oil hole 342, the first fixing structure 344, the bearing lubricating oil hole 345, and the second fixing structure 346 are arranged alternately (in combination). Figure 14 and Figure 17 (As shown).

[0234] In the embodiment of the present application, on the radial direction R of the motor, the second fixing structure 346 is located between the oil through pipe 340 and the reducer shaft cavity 331. The bearing lubricating oil groove 3461 is recessed towards the oil through pipe 340 along the radial direction R of the motor. The part of the outer peripheral surface of the second fixing structure 346 except the bearing lubricating oil groove 3461 is used to fix the oil through pipe 340 and the reducer shaft cavity 331. The bearing lubricating oil groove 3461 is communicated with the bearing lubricating oil hole 345. The bearing lubricating oil groove 3461 penetrates through the second fixing structure 346 along the axial direction Y of the motor, so that the bearing lubricating oil groove 3461 plays a role in guiding the flow direction of the cooling oil. Specifically, after the cooling oil flows out from the bearing lubricating oil hole 345 to the gap between the oil through pipe 340 and the reducer shaft cavity 331, it is then drained to the reducer bearing 350 through the bearing lubricating oil groove 3461 to lubricate the reducer bearing 350.

[0235] In one embodiment, the second fixing structure 346 and the oil through pipe 340 are integrally formed. This solution can enhance the stability of the fixed connection between the oil through pipe 340 and the reducer shaft cavity 331 in the radial direction of the motor, which is beneficial to the second fixing structure 346 to stably guide the flow direction of the cooling oil.

[0236] Please continue to refer to Figure 12 and Figure 14 , in one embodiment, along the axial direction Y of the motor, the length of the oil through pipe 340 is less than the length of the reducer input shaft 330 (as shown in Figure 12 ), and the lengths of both the first fixing structure 344 and the second fixing structure 346 are less than the distance between the first fixing structure 344 and the second fixing structure 346 (as shown in Figure 14 ).

[0237] In the embodiment of the present application, on the axial direction Y of the motor, the length of the oil through pipe 340 is denoted as D8 (as shown in Figure 12 ), the length of the reducer input shaft 330 is denoted as D9, the length of the first fixing structure 344 is denoted as D10 (as shown in Figure 14 ), the length of the second fixing structure 346 is denoted as D11, and the distance between the first fixing structure 344 and the second fixing structure 346 is denoted as D12.

[0238] Among them, since both the oil through pipe 340 and part of the motor shaft 140 are located in the reducer shaft cavity 331, so in this solution, D8 < D9 (as shown in Figure 12As shown in the figure, it can provide space for the part of the motor shaft 140 accommodated in the reducer shaft cavity 331, and the smaller dimension of the oil pipeline 340 along the motor axis Y is beneficial to cost reduction. The first fixing structure 344 and the second fixing structure 346 play similar roles in the reducer 300, both of which are to fix the oil pipeline 340 to the reducer shaft cavity 331 and guide the flow direction of the cooling oil. The first fixing structure 344 and the second fixing structure 346 are both in interference fit with the reducer shaft cavity 331 to achieve mutual fixation. In this solution, D10 < D12 and D11 < D12 are set (as Figure 14 shown), which can reduce the assembly difficulty of the first fixing structure 344 and the second fixing structure 346 in the reducer shaft cavity 331 and is beneficial to cost reduction. In addition, the length of the second fixing structure 346 in the motor axis Y is equivalent to the length of the bearing lubricating oil groove 3461 in the motor axis Y. Therefore, setting D11 < D12 can also shorten the transmission path of the cooling oil in the bearing lubricating oil groove 3461, which is beneficial to reducing the transmission loss of the cooling oil between the bearing lubricating oil hole 345 and the reducer bearing 350.

[0239] Please continue to refer to Figure 14 , along the motor axis Y, the distance between the first fixing structure 344 and the spline lubricating oil hole 342 is less than the distance between the first fixing structure 344 and the second fixing structure 346. Along the motor axis Y, the distance between the first fixing structure 344 and the bearing lubricating oil hole 345 is greater than the distance between the first fixing structure 344 and the spline lubricating oil hole 342. In the embodiment of the present application, on the motor axis Y, the distance between the first fixing structure 344 and the spline lubricating oil hole 342 is denoted as D13, and the distance between the first fixing structure 344 and the bearing lubricating oil hole 345 is denoted as D14. In this solution, D13 < D12 and D13 < D14 are set (as Figure 14 shown), the distance between the first fixing structure 344 and the spline lubricating oil hole 342 is relatively small, which can shorten the cooling path of the cooling oil between the spline lubricating oil hole 342 and the first fixing structure 344 and reduce the loss of the cooling oil. The distances between the first fixing structure 344 and the second fixing structure 346 and between the first fixing structure 344 and the bearing lubricating oil hole 345 are relatively large, which can avoid interference between the cooling oils flowing to the spline 105 and the reducer bearing 350 and is beneficial to improving the lubrication effect on the spline 105 and the reducer bearing 350.

[0240] In one embodiment, the distance between the second fixing structure 346 and the bearing lubricating oil hole 345 is greater than the distance between the first fixing structure 344 and the spline lubricating oil hole 342. In the embodiment of the present application, on the motor axis Y, the distance between the second fixing structure 346 and the bearing lubricating oil hole 345 is denoted as D15. In this solution, D13 < D15 is set (as Figure 14As shown, the distance between the first fixed structure 344 and the spline lubricating oil hole 342 is relatively small, which can shorten the cooling path of the cooling oil between the spline lubricating oil hole 342 and the first fixed structure 344, and reduce the loss of cooling oil.

[0241] Please continue reading. Figure 17 In one embodiment, the second fixing structure 346 includes a plurality of bearing lubricating oil grooves 3461, which are spaced apart along the circumferential direction C of the motor. The diameter of the bearing lubricating oil hole 345 is smaller than the length of each bearing lubricating oil groove 3461 along the axial direction Y of the motor, and the diameter of the bearing lubricating oil hole 345 is smaller than the length of each bearing lubricating oil groove 3461 along the circumferential direction C of the motor.

[0242] In this embodiment, multiple bearing lubrication grooves 3461 are spaced apart along the circumferential direction C of the motor on the second fixed structure 346, allowing cooling oil to flow from different positions to the reducer bearing 350 through the multiple bearing lubrication grooves 3461, thereby enhancing the lubrication effect on the reducer bearing 350. The diameter of the bearing lubrication hole 345 is smaller than the length of each bearing lubrication groove 3461 along the motor axial direction Y and the length of each bearing lubrication groove 3461 along the motor circumferential direction C. The relatively small diameter of the bearing lubrication hole 345 avoids excessively large through holes in the oil pipe 340, improves the structural strength of the oil pipe 340, and helps to limit the flow rate of cooling oil through the bearing lubrication hole 345, so that the cooling oil in the oil pipe 340 is mainly used to cool the heat-generating components in the reducer 300 and motor 100. The bearing lubrication groove 3461 has a relatively large length along the motor axial direction Y and along the motor circumferential direction C, which can ensure the flow of cooling oil through the bearing lubrication hole 345, so that the cooling oil flowing through the bearing lubrication hole 345 can specifically lubricate the reducer bearing 350.

[0243] Please continue reading. Figure 14 and Figure 16 In one embodiment, the reducer 300 includes reduction gears 332 and reducer bearings 350 (e.g., Figure 14 and Figure 16 As shown), the reduction gear 332 is fixed to the outer circumferential surface of the reducer input shaft 330 along the radial R of the motor (in conjunction with...). Figure 14 and Figure 16 As shown), the reducer bearing 350 is sleeved on the reducer input shaft 330 (as shown). Figure 14 As shown). Along the motor axis Y, the motor shaft 140, reduction gear 332, and reducer bearing 350 are arranged at intervals (as shown). Figure 14 As shown). The projection of the bearing lubrication hole 345 along the radial direction R of the motor overlaps with a portion of the projection of the reduction gear 332 along the radial direction R of the motor (as shown). Figure 14As shown). The projection of the second fixed structure 346 along the radial direction R of the motor overlaps with the projection of the reducer bearing 350 along the radial direction R of the motor (as shown). Figure 14 (As shown).

[0244] In this embodiment, the reduction gear 332 is used to mesh with the gear assembly in the reducer 300 and drive the gear assembly to rotate (not shown in the figure). The gear assembly is used to connect with the wheel drive and drive the wheel to rotate (not shown in the figure).

[0245] In this embodiment, the reducer bearing 350 is sleeved on the reducer input shaft 330. The reducer bearing 350 is used to bear the load applied by the reducer input shaft 330. Cooling oil can lubricate the reducer bearing 350 through the bearing lubrication hole 345, which helps to improve the service life of the reducer bearing 350. In the motor axial direction Y, the motor shaft 140, the reduction gear 332 and the reducer bearing 350 are spaced apart, which can avoid mutual interference during mechanical transmission and ensure the normal operation of the reducer 300 and the motor 100. In the motor radial direction R, the projection of the bearing lubrication hole 345 overlaps with a partial projection of the reduction gear 332, and the projection of the second fixing structure 346 along the motor radial direction R partially overlaps with the projection of the reducer bearing 350 along the motor radial direction R. This indicates that the reducer bearing 350 and the reduction gear 332 are arranged adjacent to each other in the motor axial direction Y. In one embodiment, the reducer bearing 350 has a gap, and the cooling oil flowing into the reducer bearing 350 flows to the reduction gear 332 through the gap in the reducer bearing 350. Cooling oil sequentially lubricates the reducer bearing 350 and the reduction gear 332 to ensure the normal operation of the reducer 300.

[0246] Among them, the projection surface of the bearing lubrication hole 345 along the radial R of the motor is the same as the projection surface of the reduction gear 332 along the radial R of the motor, and the projection surface of the second fixing structure 346 along the radial R of the motor is the same as the projection surface of the reducer bearing 350 along the radial R of the motor.

[0247] In one embodiment, the reducer end cover 310 further includes a reducer bearing chamber 315 (e.g., Figure 14As shown, the reducer bearing chamber 315 is recessed along the first direction Y from the reducer end cover 310 toward the direction away from the reducer input shaft 330. The reducer bearing 350 is sleeved on the reducer input shaft 330 and located inside the reducer bearing chamber 315. The reducer bearing chamber 315 is connected to the bearing lubrication oil groove 3461. In this embodiment, the cooling oil in the oil pipe 340 flows sequentially through the bearing lubrication oil hole 345 and the bearing lubrication oil groove 3461, and then flows through the gap between the reducer input shaft 330 and the reducer end cover 310 to the reducer bearing chamber 315 to lubricate the reducer bearing 350, prevent damage to the reducer bearing 350, extend its service life, and ensure the long-term stable operation of the reducer 300. The reducer bearing chamber 315 can also be used to temporarily store liquid, so that the reducer bearing 350 can be better lubricated.

[0248] Please continue reading. Figure 14 In one embodiment, the reducer input shaft 330 and the reducer end cover 310 are arranged at intervals, and the oil pipe 340, oil guide 312 and sealing member 311 are arranged at intervals. Along the motor axis Y, the reduction gear 332, reducer bearing 350, oil guide 312 and sealing member 311 are arranged at intervals.

[0249] In this embodiment, the reducer input shaft 330 and the reducer end cover 310 are spaced apart along the motor axial direction Y, providing space for the oil guide 312 to be installed between the reducer end cover 310 and the reducer input shaft 330. The sealing member 311 and the oil guide 312 are spaced apart along the motor axial direction Y, effectively reducing the force and wear on the oil guide 312, extending its service life, and ensuring the flow guiding effect of the oil guide 312. The reduction gear and the reducer bearing 350 are spaced apart along the motor axial direction Y, preventing wear between the reduction gear and the reducer bearing 350 and extending its service life. The reduction gear 332 and the reducer bearing 350 are spaced apart from the oil guide 312 and the sealing member 311, ensuring that even with design tolerances, the assembly of the above structure will not be affected, reducing design and assembly difficulty.

[0250] Please see Figures 22 to 24 , Figure 22 This is a schematic diagram of the powertrain 10 provided in one embodiment of this application. Figure 23 for Figure 22 The powertrain 10 shown is a cross-sectional view along CC. Figure 24 for Figure 23 A partially enlarged view of the M4 section of the powertrain 10 shown.

[0251] In one embodiment, the motor 100 includes a motor rotor 190 and a motor bearing 180 (in combination). Figures 22 to 24 As shown), the motor end cover 110 and the motor rotor 190 are arranged at intervals along the motor axis Y (e.g.) Figure 23(As shown). The motor end cover 110 includes a motor shaft hole 111 (as shown). Figure 24 As shown), the motor shaft hole 111 is used to accommodate the motor bearing 180 and part of the motor shaft 140 (in combination). Figure 23 and Figure 24 As shown), the motor bearing 180 is sleeved on the motor shaft 140 (as shown). Figure 23 and Figure 24 As shown), the motor shaft 140 is rotatably connected to the motor end cover 110 via the motor bearing 180, and the motor shaft 140 includes at least one motor bearing lubrication oil hole 144 (as shown). Figure 24 (As shown). Along the motor axis Y, the motor shaft hole 111 penetrates the motor end cover 110. Along the motor radial axis R, the motor bearing lubrication hole 144 penetrates the motor shaft 140 (as shown). Figure 24 As shown). Along the motor axis Y, the motor bearing lubrication oil hole 144, the motor bearing 180, and the motor rotor 190 are arranged at intervals (in conjunction with...). Figure 23 and Figure 24 (As shown).

[0252] In this embodiment, the motor rotor 190 is fixedly connected to the motor shaft 140 and rotatably connected to the motor end cover 110, so that the motor shaft 140 rotates relative to the motor end cover 110 along with the motor rotor 190. The motor stator 120 is rotatably connected to the motor shaft 140, so that the motor shaft 140 can rotate relative to the motor stator 120, converting electrical energy into mechanical energy. The output end of the motor shaft 140 is used to transmit mechanical energy. In this embodiment, the motor winding 130 is the winding in the motor stator 120. In one embodiment, the motor winding 130 also includes the winding in the motor rotor, or the windings of the motor stator and the windings of the motor rotor.

[0253] In this embodiment, the motor bearing 180 is sleeved on the outside of the motor shaft 140, and the space enclosed on the inside of the motor shaft 140 forms the motor shaft cavity 143. The motor bearing 180 is used to bear the load from the motor shaft 140, reduce friction, and ensure the smooth operation of the motor 100 under high-speed conditions. Insufficient lubrication of the motor bearing 180 may lead to burning or damage. In this embodiment, the motor bearing lubrication hole 144 penetrates the motor shaft 140 along the motor radial direction R, and communicates with the motor shaft cavity 143, allowing cooling oil in the motor shaft cavity 143 to be transported to the motor bearing 180 on the outside of the motor shaft 140 through the lubrication hole 144. In one embodiment, the motor bearing 180 includes steel balls and a collar, with the steel balls movably disposed in the collar. Cooling oil enters the gap between the steel balls and the collar through the lubrication hole 144, which helps reduce wear between the steel balls and the collar, thereby improving the lifespan of the motor bearing 180.

[0254] In one embodiment, the motor shaft cavity 143 is connected to a heat exchanger 500 in the vehicle via a reducer shaft cavity 331. The heat exchanger supplies cooling oil to the motor shaft cavity 143, and the cooling oil enters the motor shaft cavity 143 through an oil pipe 340 in the reducer shaft cavity 331. Since the heat exchanger 500 is located on the side of the motor rotor 190 away from the motor bearing 180 along the motor axis Y, if a lubrication hole 144 for the motor bearing is not opened in the motor shaft 140, the flow rate or velocity of the cooling oil in the motor 100 needs to be increased to achieve lubrication of the motor bearing 180. The cooling oil on the side of the motor bearing 180 closer to the motor rotor 190 along the motor axis Y would be used for cooling and lubrication. However, the increased amount of cooling oil would lead to higher costs, and the increased cooling oil would be difficult to flow precisely to the motor bearing 180, resulting in poor lubrication. In this embodiment, a through-hole 144 for lubricating oil in the motor bearing is provided on the motor shaft 140. Cooling oil can be transported from the motor shaft cavity 143 inside the motor shaft 140 to the motor bearing 180 outside the motor shaft 140 through the lubricating oil hole 144. Without increasing the amount of cooling oil used, the motor bearing 180 can be effectively lubricated, thereby preventing the motor bearing 180 from burning or being damaged due to insufficient lubrication, and ensuring the normal operation of the motor 100.

[0255] In this embodiment, cooling oil can be delivered to the motor bearing 180 via the lubrication oil hole 144, effectively lubricating the motor bearing 180 and improving its service life and the working performance of the motor 100. The amount of cooling oil used is small, which helps reduce costs, and the cooling oil simultaneously serves both cooling and lubrication functions, thus improving its utilization rate.

[0256] Please continue reading. Figure 24 In one embodiment, the motor 100 further includes a bearing washer 182, which is sleeved on the motor shaft 140. The bearing washer 182 has a gap for connecting the motor bearing lubrication hole 144 and the motor bearing 180. The bearing washer 182, the motor bearing 180, and the motor rotor 190 are arranged along the motor axial direction Y, and the bearing washer 182 is adjacent to the motor bearing 180. The projection of the motor bearing lubrication hole 144 along the motor radial direction R is located within the projection of the bearing washer 182 along the motor radial direction R.

[0257] In this embodiment, the bearing washer 182 is a wave-shaped washer. The motor bearing 180 and the bearing washer 182 are arranged along the motor axial direction Y, enabling the bearing washer 182 to withstand the axial force from the motor bearing 180 and eliminate noise and vibration, thereby improving motor performance. The bearing washer 182 has a gap. In the motor radial direction R, the projection of the motor bearing lubrication hole 144 is located within the projection of the bearing washer 182. This allows the cooling oil in the motor shaft cavity 143 to flow out of the motor bearing lubrication hole 144 and then sequentially flow to the gap of the bearing washer 182 and the motor bearing 180. The projection of the motor bearing lubrication hole 144 refers to the projection of the area enclosed by the motor bearing lubrication hole 144. The bearing washer 182 is positioned close to the motor bearing 180 along the motor axial direction Y, which helps to shorten the transmission path of the cooling oil between the motor bearing lubrication hole 144 and the motor bearing 180, reducing losses.

[0258] Please continue reading. Figure 24 In one embodiment, the motor shaft 140 includes a plurality of motor bearing lubrication holes 144, which are spaced apart along the circumferential direction C of the motor. The diameter of each motor bearing lubrication hole 144 along the axial direction Y of the motor is smaller than the length of the bearing washer 182 along the axial direction Y of the motor. Along the circumferential direction C of the motor, the diameter of each motor bearing lubrication hole 144 is smaller than the distance between two adjacent motor bearing lubrication holes 144.

[0259] In this embodiment, multiple motor bearing lubrication holes 144 are spaced apart on the motor shaft 140, increasing the amount of cooling oil delivered to the motor bearing 180. This allows for lubrication of different parts of the motor bearing 180, preventing insufficient lubrication in certain areas. For example, the number of motor bearing lubrication holes 144 can be 2, 3, 4, or other positive integers greater than 1. Along the motor axis Y, the diameter of the motor bearing lubrication holes 144 is smaller than the length of the bearing washer 182, ensuring that the cooling oil flowing through the motor bearing lubrication holes 144 can flow into the gaps of the bearing washer 182, improving the utilization rate of the cooling oil. Along the motor circumferential direction C, the diameter of the motor bearing lubrication holes 144 is smaller than the distance between two adjacent motor bearing lubrication holes 144. Setting the diameter of the motor bearing lubrication holes 144 within a relatively small range avoids creating excessively large through holes on the motor shaft 140, improving the structural strength of the motor shaft 140. Setting the spacing between two adjacent motor bearing lubrication holes 144 to a relatively large range is equivalent to limiting the number of motor bearing lubrication holes 144. This can prevent excessive cooling oil from flowing out of the motor shaft cavity 143 from the motor bearing lubrication holes 144, thus ensuring the cooling and lubrication effect of the cooling oil on other components inside the motor 100.

[0260] In one embodiment, multiple motor bearing lubrication holes 144 are evenly spaced along the circumferential direction C of the motor. This design helps to ensure the dynamic balance performance of the motor shaft 140.

[0261] Please continue reading. Figure 23 and Figure 24 In one embodiment, the motor 100 further includes a resolver sensor stator 170, and both the resolver sensor stator 170 and the motor bearing 180 are sleeved on the motor shaft 140 and located within the motor shaft hole 111 (e.g., Figure 23 and Figure 24 As shown), the resolver sensor stator 170, motor bearing 180, and motor stator 120 are arranged axially along the motor shaft 140 (in conjunction with...). Figure 23 and Figure 24 As shown), the stator 170 of the resolver sensor, the motor shaft 140, the motor bearing 180, and the hole wall of the motor shaft hole 111 form the motor bearing chamber 181 (as shown). Figure 24 As shown), the lubricating oil hole of the motor bearing is connected to the motor bearing housing 181 (as shown). Figure 24 (As shown).

[0262] In this embodiment, the motor bearing 180 and the bearing washer are located within the motor bearing housing 181. The motor bearing lubrication oil hole communicates with the motor bearing housing 181, allowing cooling oil to enter the motor bearing housing 181 through the lubrication oil hole and contact the motor bearing 180 to lubricate it, preventing damage, extending its service life, and ensuring long-term stable operation of the motor 100. Furthermore, the motor bearing housing 181 can also be used for temporary liquid storage, further enhancing the lubrication of the motor bearing 180.

[0263] Please continue reading. Figure 23 and Figure 24 In one embodiment, the motor shaft 140 further includes at least one rotor diversion hole 145 (e.g., Figure 23 As shown), along the radial direction R of the motor, the rotor diversion hole 145 passes through the motor shaft 140, and the projection of the rotor diversion hole 145 at least partially overlaps with the projection of the motor rotor 190 (as shown). Figure 23 As shown). Along the motor axis Y, the motor bearing lubrication oil hole 144, the motor bearing 180, and the rotor diversion hole 145 are arranged at intervals (in combination with...). Figure 23 and Figure 24 (As shown). The diameter of the rotor flow divider hole 145 is larger than the diameter of the motor bearing lubrication oil hole 144 (in conjunction with...). Figure 23 and Figure 24 (As shown).

[0264] In this embodiment, the motor rotor 190 is sleeved on the outside of the motor shaft 140. The rotor diversion hole 145 penetrates the motor shaft 140 along the motor radial direction R and communicates with the motor shaft cavity 143. On the motor radial direction R, the projection of the rotor diversion hole 145 at least partially overlaps with the projection of the motor rotor 190, so that the cooling oil in the motor shaft cavity 143 can be transported to the motor rotor 190 on the outside of the motor shaft 140 through the rotor diversion hole 145 to cool the motor rotor 190. The projection of the rotor diversion hole 145 on the motor radial direction R refers to the projection of the area enclosed by the rotor diversion hole 145 on the motor radial direction R. When the motor 100 is running at high speed, the motor rotor 190 generates a lot of heat, requiring cooling. This solution provides both a motor bearing lubrication oil hole 144 and a rotor diversion hole 145 on the motor shaft 140. The diameter of the rotor diversion hole 145 is larger than that of the motor bearing lubrication oil hole 144. This allows the cooling oil to primarily cool the motor rotor 190 through the rotor diversion hole 145 when the motor 100 is operating at high speed. When the motor 100 is operating at low speed, some of the cooling oil can lubricate the motor bearing 180 through the motor bearing lubrication oil hole 144. This addresses the cooling and lubrication needs of the motor 100 under different conditions, improving the working performance of the motor 100.

[0265] Please continue reading. Figure 23 In one embodiment, the motor rotor 190 includes a rotor end plate 191 and a rotor core 192. Both the rotor end plate 191 and the rotor core 192 are sleeved on the motor shaft 140. Along the motor axial direction Y, the rotor end plates 191 are arranged on both sides of the rotor core 192. Each rotor end plate 191 includes an end plate shaft hole (not shown) extending through it along the motor axial direction Y. The rotor core 192 has a rotor oil passage. The end plate shaft hole connects the rotor oil passage and the rotor diversion hole 145. The projection of the end plate shaft hole onto the motor radial direction R overlaps the projection of the rotor diversion hole 145 onto the motor radial direction R. In one embodiment, the end plate shaft hole is also used to adjust the dynamic balance of the motor rotor 190. The rotor end plate 191 can also be referred to as a dynamic balancing end plate. In one embodiment, the rotor end plate 191 is used for axial positioning of the rotor core 192.

[0266] Please continue reading. Figure 23 and Figure 24 In one embodiment, the motor shaft 140 includes a plurality of motor bearing lubrication holes 144 and a plurality of rotor diversion holes 145 (in combination with...). Figure 23 and Figure 24 As shown), multiple motor bearing lubrication holes 144 are arranged at intervals C along the circumference of the motor (e.g. Figure 24 (As shown). The total length of the diameter of the multiple motor bearing lubrication holes 144 is less than the total length of the diameter of the multiple rotor diversion holes 145 (in conjunction with... Figure 23 and Figure 24 (As shown).

[0267] In this embodiment, multiple rotor diversion holes 145 are provided on the motor shaft 140, increasing the amount of cooling oil delivered to the motor rotor 190. This allows for cooling of different parts of the motor rotor 190, preventing localized overheating. The total length of the diameters of the multiple motor bearing lubrication holes 144 is less than the total length of the diameters of the multiple rotor diversion holes 145, enabling proper distribution of the cooling oil and preventing excessive cooling oil from being used to lubricate the motor bearings 180, thus avoiding insufficient cooling of the motor rotor 190.

[0268] In one embodiment, the ratio of the diameter of each rotor diversion hole 145 to the diameter of each motor bearing lubrication hole 144 is greater than or equal to 2 and less than or equal to 4.

[0269] In this embodiment, the diameter of the rotor diversion hole 145 and the diameter of the motor bearing lubrication oil hole 144 are set in the range of greater than or equal to 2 and less than or equal to 4. Relatively more cooling oil can flow out through the rotor diversion hole 145. When the motor 100 is in high-speed operation, the cooling oil mainly cools the motor rotor 190 through the rotor diversion hole 145. When the motor 100 is in low-speed operation, a small portion of the cooling oil can lubricate the motor bearing 180 through the motor bearing lubrication oil hole 144.

[0270] Please continue reading. Figure 24 In one embodiment, the motor 100 further includes a shaft hole sealing member 146, wherein the shaft hole sealing member 146 includes a radial sealing portion 1461 and a lubricating oil passage portion 1462. Along the radial direction R of the motor, the radial sealing portion 1461 is used to seal and fix with the inner wall of the motor shaft cavity 143. The radial sealing portion 1461, the lubricating oil passage portion 1462, and the rotor diverter hole 145 are arranged along the motor axial direction Y, and the lubricating oil passage portion 1462 is fixed to the radial sealing portion 1461. Along the radial direction R of the motor, the lubricating oil passage portion 1462 is spaced apart from the inner wall of the motor shaft cavity 143, and the projection of the motor bearing lubricating oil hole 144 along the radial direction R of the motor is located within the projection of the lubricating oil passage portion 1462 along the radial direction R of the motor.

[0271] In this embodiment, the shaft hole sealing member 146 includes a fixed radial sealing portion 1461 and a lubricating oil flow portion 1462. Along the motor axial direction Y, the radial sealing portion 1461 is located on the side of the lubricating oil flow portion 1462 away from the rotor diversion hole 145. The radial sealing portion 1461 is sealed and fixed to the inner wall of the motor shaft cavity 143, preventing cooling oil from flowing out of the motor shaft cavity 143 along the motor axial direction Y instead of flowing to the motor bearing lubricating oil hole 144. The lubricating oil flow portion 1462 and the inner wall of the motor shaft cavity 143 have a gap along the motor radial direction R. The projection of the lubricating oil flow portion 1462 along the motor radial direction R covers the projection of the motor bearing lubricating oil hole 144 along the motor radial direction R, allowing the cooling oil in the motor shaft cavity 143 to flow to the motor bearing lubricating oil hole 144 through the gap between the lubricating oil flow portion 1462 and the inner wall of the motor shaft cavity 143 when flowing through the shaft hole sealing member 146. In this embodiment, a shaft hole sealing member 146 is provided in the motor shaft cavity 143. This increases the flow resistance of cooling oil to the motor bearing lubrication oil hole 144, reduces the bore diameter of the motor shaft 140 corresponding to the motor bearing lubrication oil hole 144 in the motor radial direction R, thereby controlling the flow rate of cooling oil used to lubricate the motor bearing 180. Simultaneously, it prevents the cooling oil in the motor shaft cavity 143 from flowing directly out of the motor shaft cavity 143 along the motor axial direction Y. Furthermore, the shaft hole sealing member 146 also prevents foreign objects from entering the motor shaft cavity 143.

[0272] In one embodiment, the radial sealing portion 1461 and the lubricating oil flow portion 1462 are integrally formed. This design helps to enhance the structural strength of the shaft hole sealing component 146.

[0273] Please continue reading. Figure 23 and Figure 24 In one embodiment, along the radial direction R of the motor, the distance between the lubricating oil flow section 1462 and the inner wall of the motor shaft cavity 143 is smaller than the diameter of the lubricating oil hole 144 of the motor bearing (e.g., Figure 24 As shown), the distance between the lubricating oil flow section 1462 and the inner wall of the motor shaft cavity 143 is smaller than the diameter of the rotor diversion hole 145 (in conjunction with...). Figure 23 and Figure 24 As shown). The length of the lubricating oil flow section 1462 along the motor axis Y is greater than the diameter of the lubricating oil hole 144 of the motor bearing (as shown). Figure 24 (As shown).

[0274] In this embodiment, the lubricating oil circulation section 1462 and the inner wall of the motor shaft cavity 143 are spaced apart in the radial direction R of the motor. The gap between the lubricating oil circulation section 1462 and the inner wall of the motor shaft cavity 143 in the radial direction R is smaller than the diameter of the motor bearing lubricating oil hole 144 and the diameter of the rotor diversion hole 145. This allows the lubricating oil circulation section 1462 to restrict the flow of cooling oil to the motor bearing 180, preventing excessive cooling oil from flowing through the motor bearing lubricating oil hole 144. The length of the lubricating oil circulation section 1462 along the motor axial direction Y is set to be greater than the diameter of the motor bearing lubricating oil hole 144, so that before flowing into the motor bearing lubricating oil hole 144, the cooling oil first fills the gap between the lubricating oil circulation section 1462 and the inner wall of the motor shaft cavity 143, and then flows into the motor bearing lubricating oil hole 144.

[0275] Please continue reading. Figure 23 and Figure 24 In one embodiment, along the motor axial direction Y, the distance between the rotor diversion hole 145 and the lubricating oil flow section 1462 is greater than the length of the lubricating oil flow section 1462 (in conjunction with...). Figure 23 and Figure 24 As shown), the distance between the rotor diversion hole 145 and the lubricating oil flow section 1462 is greater than the distance between the lubricating oil flow section 1462 and the motor bearing 180 (in conjunction with...). Figure 23 and Figure 24 (As shown).

[0276] In this embodiment, the length of the lubricating oil circulation section 1462 along the motor axial direction Y is relatively small. This avoids the lubricating oil circulation section 1462 occupying an excessively large size along the motor axial direction Y. If the length of the lubricating oil circulation section 1462 is greater than the distance between the rotor diversion hole 145 and the lubricating oil circulation section 1462, it will be difficult for the cooling oil to flow into the motor bearing lubrication hole 144 under both high-speed and low-speed operating conditions, thereby affecting the lubrication of the motor bearing 180. Setting the distance between the lubricating oil circulation section 1462 and the motor bearing 180 along the motor axial direction Y to be relatively small can shorten the transmission path of the cooling oil between the lubricating oil circulation section 1462 and the motor bearing 180, which is beneficial to reducing the loss of cooling oil in the transmission path.

[0277] Please refer to the following: Figure 2 and Figure 25 , Figure 25 This is a partial exploded view of a powertrain 10 provided in one embodiment of the present application. In one embodiment, the powertrain 10 further includes a three-phase input copper busbar 101 (e.g., Figure 2 As shown), the motor end cover 110 also includes a winding connection hole 112 (as shown). Figure 25 As shown), the winding connection hole 112 passes through the motor end cover 110 along the motor axis Y (as shown). Figure 25 As shown), the motor winding 130 is housed within the motor housing cavity 420 (as shown). Figure 25 As shown), the three-phase input copper busbar 101 is electrically connected to the motor winding 130 and the motor controller 200 through the winding wiring hole 112 (in conjunction with...). Figure 2 and Figure 25 As shown), the three-phase input copper busbar 101 includes three input copper busbars 1011 (as shown). Figure 2 and Figure 25 As shown), the three input copper busbars 1011 are arranged sequentially at intervals along the circumference C of the motor (as shown). Figure 2 and Figure 25 (As shown).

[0278] In this embodiment, the motor controller 200 is electrically connected to the motor winding 130 of the motor 100 via three-phase input copper busbars 101. Three input copper busbars 1011 of the three-phase input copper busbars 101 transmit three-phase AC power to the motor winding 130. The three input copper busbars 1011 are arranged at intervals C along the circumference of the motor, which helps to reduce electrical interference between the three input copper busbars 1011 and ensure the stability of the electrical connection.

[0279] Please continue reading. Figure 25 The motor end cover 110 includes an AC output interface connection hole 115. Along the first direction Y, the DC input interface mounting hole 440 and the AC output interface mounting hole 450 respectively penetrate the integrated housing 400 and are connected to the controller receiving cavity 430. The AC output interface connection hole 115 penetrates the motor end cover 110. The projection of the AC output interface connection hole 115 covers the projection of the AC output interface mounting hole 450. The projection of the three-phase input copper busbar 101 partially overlaps with the projection of the AC output interface connection hole 115.

[0280] In this embodiment, the AC output interface mounting hole 450 and the AC output interface connecting hole 115 are used together to accommodate the AC output interface 260. In the first direction Y, the AC output interface connecting hole 115 is located on the side of the AC output interface mounting hole 450 away from the DC input interface mounting hole 440, and the projection of the AC output interface connecting hole 115 covers the projection of the AC output interface mounting hole 450, which facilitates the AC output interface 260 to pass through the AC output interface mounting hole 450 and the AC output interface connecting hole 115 in sequence. In this embodiment, the three-phase input copper busbar 101 is connected to the AC output interface 260 and the electrical connector 150 respectively. This solution sets the projection of the three-phase input copper busbar 101 to partially overlap with the projection of the winding wiring hole 112 and the AC output interface connecting hole 115, which helps to reduce energy loss in the transmission path.

[0281] It is understood that in this embodiment, the extending direction of the AC output interface connecting hole 115 is parallel to the projection direction (i.e., the first direction Y), and the projection of the AC output interface connecting hole 115 refers to the projection of the area enclosed by the hole wall of the AC output interface connecting hole 115. The above explanation also applies to the projection of other through holes in this embodiment.

[0282] Please refer to the following: Figures 25 to 27 , Figure 26 for Figure 25 A partially enlarged view of the M5 section of the powertrain 10 shown. Figure 27 This is a schematic diagram of the structure of a motor end cover 110 provided in an embodiment of this application.

[0283] In one embodiment, the motor end cover 110 and the motor stator 120 are arranged adjacent to each other along the motor axis Y (e.g., ...). Figure 25 (As shown). The motor end cover 110 includes at least one cooling hole 113 (as shown). Figure 25 and Figure 26 As shown), the winding terminal 112 is used to accommodate the electrical connection 150 between the motor winding 130 and the motor controller 200 (in conjunction with...). Figure 2 , Figure 25 and Figure 26 As shown), the motor shaft hole 111 is used to accommodate the motor shaft 140 (as shown). Figure 25 As shown), each cooling hole 113 is used to connect both sides of the motor end cover 110 along the axial direction of the motor shaft 140 (in combination with...). Figure 25 and Figure 26 (As shown).

[0284] Along the motor axis Y, the winding connection hole 112, the motor shaft hole 111, and at least one cooling hole 113 respectively penetrate the motor end cover 110 (e.g., Figure 25 and Figure 26 As shown). Along the radial direction R of the motor, the distance between at least one cooling hole 113 and the motor shaft hole 111 is greater than the distance between the winding terminal hole 112 and the motor shaft hole 111 (e.g. Figure 27 As shown), the distance between the winding connection hole 112 and at least one cooling hole 113 is less than the distance between the winding connection hole 112 and the motor shaft hole 111 (as shown). Figure 25 and Figure 27 (As shown). The projection of at least one cooling hole 113 overlaps with a portion of the projection of the winding connection hole 112.

[0285] In this embodiment, the winding connection hole 112, the motor shaft hole 111, and the cooling hole 113 are integrated into a motor end cover 110, which can reduce the volume of the motor end cover 110, thereby facilitating the miniaturization design and high power density of the motor 100.

[0286] One end of the motor shaft 140 is located in the motor shaft hole 111, and the electrical connector 150 is located in the winding wiring hole 112 of the motor end cover 110. The motor controller 200 is connected to the motor winding 130 through the electrical connector 150, which includes an input copper busbar 1011.

[0287] The cooling hole 113 penetrates the motor end cover 110 along the motor axis Y, connecting both sides of the motor end cover 110 along the motor axis Y. Therefore, the cooling oil in the motor 100 can flow from the inside to the outside of the motor 100 through the cooling hole 113. The inside of the motor 100 refers to the side of the motor end cover 110 along the motor axis Y that is closer to the motor stator 120, and the outside of the motor 100 refers to the side of the motor end cover 110 along the motor axis Y that is farther from the motor stator 120. In one embodiment, after the cooling oil flows out from the rotor diversion hole 145 in the motor shaft cavity 143 to the motor rotor 190, it flows out through the cooling hole 113 to the outside of the motor end cover 110.

[0288] Please continue reading. Figure 27 The distance between the cooling hole 113 and the motor shaft hole 111 in the radial direction R of the motor is denoted as D16, the distance between the winding connection hole 112 and the motor shaft hole 111 in the radial direction R of the motor is denoted as D17, and the distance between the winding connection hole 112 and the cooling hole 113 in the radial direction R of the motor is denoted as D18. The line connecting the selected positions of D16, D17, and D18 is parallel to the radial direction R of the motor. For example, when measuring D2, the line connecting the selected positions of the cooling hole 113, the winding connection hole 112, and the motor shaft hole 111 is a straight line, and the extension direction of this straight line passes through the axis of the motor shaft hole 111.

[0289] Setting D16>D17>D18 indicates that cooling hole 113 is the hole furthest from the motor axis O along the radial direction R among winding connection hole 112, motor shaft hole 111, and cooling hole 113. Furthermore, cooling hole 113 is adjacent to winding connection hole 112, allowing cooling oil to cool electrical connector 150 in winding connection hole 112 through cooling hole 113. The cooling path of the cooling oil extends from the inside to the outside of motor 100, expanding the coverage area of ​​the cooling path and improving the utilization rate of cooling oil. Cooling hole 113 is closer to winding connection hole 112 than motor shaft hole 111, resulting in a shorter path for cooling oil to flow from cooling hole 113 to electrical connector 150. This helps reduce thermal resistance, improves the cooling effect on electrical connector 150, and ensures stable AC power transmission from electrical connector 150. Here, motor axis O refers to the axis of motor shaft 140.

[0290] In this embodiment, the projection of the cooling hole 113 overlaps with a portion of the projection of the winding connection hole 112 along the radial direction R of the motor. Since the cooling hole 113 extends along the motor axial direction Y, and the motor axial direction Y is perpendicular to the motor radial direction R, the projection of the cooling hole 113 along the motor radial direction R refers to the projection of the hole wall of the cooling hole 113 along the motor radial direction R. In this embodiment, the cooling hole 113 and the winding connection hole 112 are arranged along the motor radial direction R, allowing more cooling oil flowing from the cooling hole to contact the electrical connector 150 of the winding connection hole 112, improving the cooling effect on the electrical connector 150. This also makes the cooling hole 113 and the winding connection hole 112 more concentrated and compactly arranged on the motor end cover 110, which is beneficial for motor miniaturization. If the cooling hole 113 and the winding connection hole 112 were arranged along the circumferential direction C of the motor, it might increase the volume occupied on the motor end cover 110, reducing the amount of cooling oil 113 flowing from the cooling hole 113 in contact with the electrical connector 150, thus affecting the cooling effect.

[0291] In one embodiment, at least one cooling hole 113 of the motor end cover 110 is higher than the motor shaft hole 111 along the direction of gravity. It is understood that the flow of cooling oil is affected by gravity. In this embodiment, cooling oil flows from the cooling hole 113 to the electrical connector 150 in the winding connection hole 112, and the cooling hole 113, winding connection hole 112, and motor shaft hole 111 are arranged sequentially along the motor radial direction R. When the motor 100 is used in a vehicle application, it is necessary to set the cooling hole 113 higher than the motor shaft hole 111 along the direction of gravity, which is equivalent to the cooling hole 113 being higher than the winding connection hole 112 along the direction of gravity. This ensures that the flow path of the cooling oil between the cooling hole 113 and the winding connection hole 112 follows the direction of gravity, which helps to reduce flow resistance.

[0292] In this embodiment, cooling oil can flow from the inside of the motor 100 to the outside of the motor 100 through the cooling holes 113, allowing the cooling oil to cool the heat-generating components on the outside of the motor end cover 110, expanding the coverage of the cooling path and improving the utilization rate of the cooling oil. The cooling oil flows from the cooling holes 113 to the winding connection holes 112, allowing the electrical connectors 150 in the winding connection holes 112 to be cooled and dissipated, ensuring that the electrical connections operate within a suitable temperature range, guaranteeing the stability of electrical transmission, and thus improving the working performance of the motor 100. Furthermore, since the cooling holes 113 and the winding connection holes 112 are adjacent, it helps to reduce the thermal resistance of the cooling oil and improve cooling efficiency. The motor end cover 110 integrates the cooling holes 113, the winding connection holes 112, and the motor shaft hole 111, and the cooling holes 113 and the winding connection holes 112 are arranged along the radial direction R of the motor, with a neat and compact arrangement, which helps to save the volume of the motor end cover 110, further optimizing the layout of the motor 100, thereby achieving a lightweight design of the motor 100.

[0293] Please refer to the following: Figure 25 , Figures 28 to 30 , Figure 28 This is a schematic diagram of the powertrain 10 provided in one embodiment of this application. Figure 29 for Figure 28 The powertrain 10 shown is a cross-sectional view along DD. Figure 30 for Figure 29 A partially enlarged view of the M6 ​​portion of the powertrain 10 shown. In one embodiment, the motor end cover 110 includes a plurality of cooling holes 113 (e.g., Figure 26 and Figure 28 As shown), multiple cooling holes 113 are arranged sequentially at intervals along the circumferential direction C of the motor (as shown). Figure 26 and Figure 28 As shown), the diameter of each cooling hole 113 is smaller than the distance between two adjacent cooling holes 113 (e.g. Figure 26 and Figure 28 As shown). Along the motor axis Y, the diameter of the opening of each cooling hole 113 facing the motor stator 120 is larger than the diameter of the opening facing away from the motor stator 120 (e.g. Figure 29 and Figure 30 (As shown).

[0294] In this embodiment, multiple spaced cooling holes 113 are provided on the motor end cover 110, increasing the cooling path for the cooling oil to flow to the outside of the motor 100, expanding the cooling coverage area of ​​the cooling oil, and further improving the utilization rate of the cooling oil. Since the cooling oil needs to cool the electrical connectors 150 in the winding wiring holes 112 through the cooling holes 113, the spacing between two adjacent cooling holes 113 along the circumferential direction C of the motor is set to be greater than the diameter of each cooling hole 113. This helps to increase the area covered by the cooling oil sprayed onto the electrical connectors 150, enhances the cooling effect on the electrical connectors 150, and reduces interference between cooling oil flowing out from different cooling holes 113.

[0295] In this embodiment of the application, each cooling hole 113 has two openings along the motor axis Y (e.g. Figure 30 As shown in the diagram, the diameter of the opening facing the motor stator 120 is larger than the diameter of the opening away from the motor stator 120. Setting the diameter of the opening facing the motor stator 120 to be relatively larger facilitates more cooling oil flowing from the inside of the motor 100 through the cooling hole 113 to the outside of the motor 100. Setting the diameter of the opening away from the motor stator 120 to be relatively smaller increases the flow velocity of the cooling oil flowing out of the opening away from the motor stator 120, causing the cooling oil flowing out of the cooling hole 113 to be sprayed onto the electrical connector 150 in a jet-like manner. This expands the spray range of the cooling oil flowing out of the cooling hole 113, improves the utilization rate of the cooling oil, and enhances the cooling effect on the motor 100.

[0296] Please continue reading. Figure 29In one embodiment, the distance between at least one cooling hole 113 and the motor axis O is greater than half the outer diameter of the motor stator 120.

[0297] In this embodiment, the distance between one of the cooling holes 113 and the motor axis O is denoted as D19, and the outer diameter of the motor stator 120 is denoted as D4. Since the cooling hole 113 is opened on the motor end cover 110, this solution sets D19>0.5D4 so that the motor end cover 110 can completely cover the motor stator 120 along the motor axis Y, and the motor stator 120 will not obstruct the flow of cooling oil to the cooling hole 113.

[0298] Please see Figure 31 , Figure 31 for Figure 27 The enlarged view of part M7 in the motor end cover 110 shown shows that, in one embodiment, the width of the winding connection hole 112 along the circumferential direction C of the motor is greater than the width of the winding connection hole 112 along the radial direction R of the motor, greater than the total length of the connecting line of at least one cooling hole 113 along the circumferential direction C of the motor, and greater than the diameter of the motor shaft hole 111.

[0299] In this embodiment, the width of the winding connection hole 112 along the circumferential direction C of the motor is denoted as D20, the width of the winding connection hole 112 along the radial direction R of the motor is denoted as D21, the total length of the connecting line of the cooling hole 113 along the circumferential direction C of the motor is denoted as D22, and the diameter of the motor shaft hole 111 is denoted as D23. This design sets D20 > D21, allowing the winding connection hole 112 to adapt to the structural form of the electrical connector 150, facilitating the accommodating of the electrical connector 150 in the winding connection hole 112. Setting D20 > D22 ensures that most of the cooling oil flowing from the cooling hole 113 cools the electrical connector 150, improving the utilization rate and cooling efficiency of the cooling oil. Since the cooling hole 113, winding connection hole 112, and motor shaft hole 111 are arranged sequentially along the motor radial direction R, this scheme sets D20>D23, so that the winding connection hole 112 mainly occupies a certain size in the circumferential direction C of the motor rather than in the radial direction R of the motor. This is beneficial to save the overall size of the motor end cover 110 in the radial direction R of the motor. Furthermore, since the total size of the motor end cover 110 in the radial direction R of the motor is fixed, the size occupied by the winding connection hole 112 in the radial direction R of the motor is small, which makes the interval between the cooling hole 113 and the winding connection hole 112 smaller, which facilitates the flow of cooling oil from the cooling hole 113 to the winding connection hole 112.

[0300] Please continue reading. Figure 25 and Figure 26 In one embodiment, the motor 100 includes an oil guide rib 160 (e.g., Figure 25 and Figure 26As shown), the oil guide rib 160 is used to deliver cooling oil to the motor shaft hole 111. Along the motor axis Y, the oil guide rib 160 and the motor stator 120 are respectively arranged on both sides of the motor end cover 110 (as shown). Figure 25 As shown). Along the circumferential direction C of the motor, oil guide ribs 160 are arranged on the same side of the center of at least one cooling hole 113, winding connection hole 112, and motor shaft hole 111 (e.g. Figure 25 and Figure 26 (As shown). The length direction of the oil guide rib 160 intersects the radial direction R of the motor, and one end of the oil guide rib 160 intersects the motor shaft hole 111 along the length direction of the oil guide rib 160.

[0301] In this embodiment, during the rotation of the motor rotor, some cooling oil will be thrown out through the cooling holes 113 on the motor end cover 110 to the outside of the motor end cover 100. If the cooling oil flowing out to the outside of the motor 100 is not properly diverted, the utilization rate of the cooling oil and the cooling effect will be reduced.

[0302] In this embodiment, the oil guide rib 160 is located outside the motor 100. The oil guide rib 160 is arranged along the circumferential direction C of the motor on the same side as the center of the cooling hole 113, the winding connection hole 112, and the motor shaft hole 111. This allows the cooling oil to flow through the cooling hole 113 to the electrical connector 150 and then back to the oil guide rib 160. Since one end of the oil guide rib 160 is connected to the motor shaft hole 111 along its length, the cooling oil flowing on the oil guide rib 160 can flow back to the edge of the motor shaft hole 111 and enter the inside of the motor 100, thus achieving the recycling of the cooling oil. The length direction of the oil guide rib 160 intersects the radial direction R of the motor, meaning the center of the motor shaft hole 111 is not on the extension line of the oil guide rib 160. This allows the oil guide rib 160 to receive a larger area of ​​falling cooling oil and to guide more cooling oil into the motor shaft hole 111.

[0303] In this embodiment, the cooling oil can flow from the outside of the motor 100 to the inside of the motor 100 through the oil guide rib 160 and the motor shaft hole 111, thus reusing the cooling oil and improving its heat dissipation efficiency while reducing costs. The flow of cooling oil from the motor shaft hole 111 to the inside of the motor 100 allows components located inside the motor 100 (such as the motor stator 120) to be cooled, ensuring the motor 100 operates within a suitable temperature range, improving its performance, and guaranteeing the stability of power transmission.

[0304] In one embodiment, the oil guide rib 160 is integrally formed with the motor end cover 110. This design helps to improve the structural stability of the oil guide rib 160, allowing the cooling oil to flow smoothly on the oil guide rib 160, thereby improving the heat dissipation effect.

[0305] In one embodiment, the oil guide rib 160 includes a first end and a second end disposed opposite to each other along the length direction of the oil guide rib 160. The first end of the oil guide rib 160 is connected to the motor shaft hole 111, and the height of the first end of the oil guide rib 160 along the direction of gravity is lower than the height of the second end of the oil guide rib 160. It is understood that the flow of cooling oil is affected by gravity. In this embodiment, the cooling oil flows from the second end of the oil guide rib 160 to the first end of the oil guide rib 160, and the first end of the oil guide rib 160 is connected to the motor shaft hole 111. When the motor 100 is applied in a vehicle scenario, it is necessary to set the height of the second end of the oil guide rib 160 along the direction of gravity to be higher than the height of the first end of the oil guide rib 160, which is equivalent to the second end of the oil guide rib 160 being higher than the first end of the oil guide rib 160 along the direction of gravity, so that the flow path of the cooling oil between the oil guide rib 160 and the motor shaft hole 111 follows the direction of gravity, which helps to reduce flow resistance.

[0306] Please continue reading. Figure 31 In one embodiment, the distance between the oil guide rib 160 and the cooling hole 113 is greater than the distance between the oil guide rib 160 and the winding connection hole 112, and the distance between the oil guide rib 160 and the winding connection hole 112 is greater than the distance between the oil guide rib 160 and the motor shaft hole 111.

[0307] In this embodiment, since the oil guide rib 160 is approximately cuboid, the distance between the cooling hole 113 and the oil guide rib 160 refers to the vertical distance from the cooling hole 113 to the oil guide rib 160. The distances between the winding connection hole 112, the motor shaft hole 111, and the oil guide rib 160 are similar. The motor end cover 110 includes three cooling holes 113, and the distance between the cooling hole 113 and the oil guide rib 160 refers to the minimum vertical distance from the cooling hole 113 to the oil guide rib 160. In this embodiment, the distance between the oil guide rib 160 and the cooling hole 113 is denoted as D24, the distance between the oil guide rib 160 and the winding connection hole 112 is denoted as D25, and the distance between the oil guide rib 160 and the motor shaft hole 111 is denoted as D26. In this embodiment, the second end of the oil guide rib 160 intersects with the motor shaft hole 111, so D26 is 0. This design sets D24 > D25, ensuring that the cooling oil flowing out of the cooling hole 113 first flows through the electrical connector 150 and then through the oil guide rib 160, increasing the coverage of the cooling path and improving the utilization rate of the cooling oil. Since the oil guide rib 160 primarily guides the cooling oil, which is ultimately recycled for cooling internal components of the motor 100, this design sets D25 > D26, making the motor shaft hole 111 closer to the oil guide rib 160 than the winding connection hole 112, which helps reduce cooling oil loss along the transmission path.

[0308] Please continue reading. Figure 25 and Figure 26 In one embodiment, the motor 100 includes an arcuate protrusion structure 141 (such as...). Figure 25 and Figure 26 As shown), the arc-shaped protrusion structure 141 is used to fix the stator 170 of the resolver sensor (as shown). Figure 25 As shown), the oil guide rib 160 and the arc-shaped protrusion structure 141 are fixed to one side of the motor end cover 110 (as shown). Figure 25 As shown), one side of the motor end cover 110 is away from the motor stator 120 along the motor shaft 140 (as shown). Figure 25 As shown), the arc-shaped protrusion 141 is coaxially arranged with the motor shaft hole 111 (as shown). Figure 25 As shown), the inner diameter of the arc-shaped protrusion 141 is smaller than the inner diameter of the motor shaft hole 111. One end of the oil guide rib 160 is fixedly connected to one end of the arc-shaped protrusion 141 along the circumferential direction C of the motor (as shown). Figure 25 and Figure 26 (As shown).

[0309] In this embodiment, both the arc-shaped protrusion structure 141 and the oil guide rib 160 are located on the outside of the motor 100. The arc-shaped protrusion structure 141 is used to fix the resolver sensor stator 170, which is used to detect the rotational speed of the motor 100. The arc-shaped protrusion structure 141 is coaxially arranged with the motor shaft hole 111, which is used to accommodate the motor shaft 140, so that the resolver sensor stator 170 fixed to the arc-shaped protrusion structure 141 is coaxially arranged with the motor shaft 140, which facilitates the resolver sensor stator 170 to detect the rotational speed. The end of the oil guide rib 160 that intersects with the motor shaft hole 111 is fixedly connected to the end of the arc-shaped protrusion structure 141 along the circumferential direction C of the motor. The inner diameter of the arc-shaped protrusion structure 141 is smaller than the inner diameter of the motor shaft hole 111. Since the cooling oil needs to flow to the motor shaft hole 111 through the oil guide rib 160, when the cooling oil flows to the connection between the oil guide rib 160 and the motor shaft hole 111, even if a small portion of the cooling oil does not enter the motor shaft hole 111, the arc-shaped protrusion structure 141 can still guide this portion of the cooling oil into the motor shaft hole 111.

[0310] In one embodiment, the inner diameter of the arc-shaped protrusion 141 is equal to the inner diameter of the motor shaft hole 111. The motor shaft hole 111 is used to accommodate the motor bearing, and the motor shaft 140 is rotatably connected to the inner wall of the motor shaft hole 111 through the motor bearing. This design makes it difficult for the motor bearing in the motor shaft hole 111 to fall out of the motor end cover 110.

[0311] Please continue reading. Figure 25 and Figure 26 In one embodiment, one side of the motor end cover 110 includes an oil guide groove 114 (e.g., Figure 25 and Figure 26 As shown), the oil guide groove 114 is connected to the motor shaft hole 111 (as shown). Figure 25 and Figure 26 As shown), along the motor axis Y, the concave direction of the oil guide groove 114 is opposite to the convex direction of the arc-shaped protrusion structure 141 (as shown). Figure 26 As shown). Along the radial direction R of the motor, the recessed direction of the oil guide groove 114 is away from the motor shaft 140 (as shown). Figure 26 As shown). Along the motor axis Y, oil guide grooves 114 are arranged between one end of the motor shaft hole 111 and the oil guide rib 160 (as shown). Figure 26 (As shown).

[0312] In this embodiment, the oil guide groove 114, the oil guide rib 160, and the arc-shaped protrusion structure 141 are all located on the same side of the motor end cover 110.

[0313] Since the distance between the inner wall of the motor shaft hole 111 and the motor shaft 140 is generally small, it is difficult for the cooling oil located on the outside of the motor 100 to be transported to the inside of the motor 100. However, this solution provides an oil guide groove 114. In the motor axial direction Y, the oil guide rib 160, the oil guide groove 114, and the motor shaft hole 111 are arranged in sequence, and the concave direction of the oil guide groove 114 is opposite to the convex direction of the arc-shaped protrusion structure 141, so that the oil guide groove 114 has an opening along the motor axial direction Y. The cooling oil on the oil guide rib 160 can flow into the oil guide groove 114 through this opening along the motor axial direction Y. In the motor radial direction R, the oil guide groove 114 is concave in a direction away from the motor shaft 140, so that the oil guide groove 114 also has another opening along the motor radial direction R. The cooling oil flowing into the oil guide groove 114 can flow into the motor shaft hole 111 through this other opening along the motor radial direction R, thereby cooling the inside of the motor 100. The oil guide groove 114 itself can also serve as an oil storage function. The oil guide groove 114 in this solution is conducive to the recycling of cooling oil, and the recycled cooling oil is transported to the inside of the motor 100 to increase the amount of cooling oil entering the machine.

[0314] In one embodiment, along the motor axis Y, the oil guide groove 114 is arranged between the motor shaft hole 111 and one end of the arc-shaped protrusion structure 141. In this embodiment, along the motor axis Y, the arc-shaped protrusion structure 141, the oil guide groove 114, and the motor shaft hole 111 are arranged sequentially. Cooling oil flows through the oil guide rib 160 to the oil guide groove 114 and the motor shaft hole 111, and the arc-shaped protrusion structure 141 can guide the cooling oil.

[0315] Please see Figures 32 to 34 , Figure 32 This is a schematic diagram of the powertrain 10 provided in one embodiment of this application. Figure 33 for Figure 32 The powertrain 10 shown is a cross-sectional view along EE. Figure 34 for Figure 33 A partially enlarged view of the M8 portion of the powertrain 10 shown. In one embodiment, the oil guide groove 114 at least partially overlaps with the radial projection of the resolver sensor stator 170 along the motor shaft 140, and the oil guide groove 114 communicates with the motor bearing housing 181.

[0316] In this embodiment, the motor bearing 180 is located within the motor bearing chamber 181. The oil guide groove 114 communicates with the motor bearing chamber 181, allowing cooling oil to enter the motor bearing chamber 181 through the oil guide groove 114 and contact the motor bearing 180 for lubrication. This prevents damage to the motor bearing 180, extends its service life, and ensures long-term stable operation of the motor 100. Furthermore, the motor bearing chamber 181 can also be used for temporary liquid storage, further enhancing the lubrication of the motor bearing 180. In this embodiment, the projection of the oil guide groove 114 onto the resolver sensor stator 170 in the motor radial direction at least partially overlaps, allowing the cooling oil entering the oil guide groove 114 to also cool the resolver sensor stator 170, expanding the coverage area of ​​the cooling oil and improving heat dissipation.

[0317] Please continue reading. Figure 25 In one embodiment, along the axial direction of the motor shaft 140, the motor 100 includes a terminal cover fixing structure 142 for fixing the terminal cover 102 of the motor 100. Along the motor axial direction Y, the terminal cover fixing structure 142 is fixed to one side of the motor end cover 110. The terminal cover fixing structure 142 and the motor stator 120 are arranged on both sides of the motor end cover 110. The area enclosed by the projection of the terminal cover fixing structure 142 covers the motor shaft hole 111, the arc-shaped protrusion structure 141, the winding connection hole 112, and the cooling hole 113. Along the motor radial direction, the projection of the terminal cover fixing structure 142 covers the projection of the arc-shaped protrusion structure 141.

[0318] In this embodiment, the wiring cover 102, cooling hole 113, winding wiring hole 112, motor shaft hole 111, and arc-shaped protrusion structure 141 are all located outside the motor 100. The area enclosed by the projection of the wiring cover fixing structure 142 covers the cooling hole 113, winding wiring hole 112, motor shaft hole 111, and arc-shaped protrusion structure 141 along the motor axis Y. The wiring cover fixing structure 142 is used to fix the wiring cover 102. The wiring cover fixing structure 142 and wiring cover 102 in this solution can play the following roles: prevent the cooling oil flowing out of the cooling hole 113 from mixing with foreign matter, reduce the influence of the external environment on the electrical connection between the electrical connector 150 and the motor controller 200, prevent foreign matter from entering the motor shaft hole 111, and ensure the fixed connection between the arc-shaped protrusion structure 141 and the resolver sensor stator 170, thereby ensuring the normal operation of the motor 100 from multiple aspects.

[0319] In this embodiment, the projection of the wiring cover fixing structure 142 along the radial direction of the motor covers the projection of the arc-shaped protrusion structure 141 along the radial direction of the motor, indicating that the size of the wiring cover fixing structure 142 is greater than the size of the arc-shaped protrusion structure 141 along the motor axis Y. That is, the height of the wiring cover 102 protruding along the motor axis Y is greater than the height of the arc-shaped protrusion structure 141 protruding along the motor axis Y.

[0320] In this embodiment, the AC output interface connecting hole 115, cooling hole 113, winding wiring hole 112, and motor shaft hole 111 are arranged in a direction that is approximately parallel to the radial direction R of the motor, making the electrical interface layout of the motor more compact, which helps to reduce the volume of the wiring cover 102 and save costs.

[0321] In one embodiment, the end of the oil guide rib 160 away from the motor shaft hole 111 intersects with the wiring cover fixing structure 142. In this embodiment, when cooling oil flows from the cooling hole 113 and the electrical connector 150 to the oil guide rib 160, even if some cooling oil falls on the connection between the wiring cover fixing structure 142 and the oil guide rib 160, the wiring cover fixing structure 142 can still guide the cooling oil to the oil guide rib 160, thereby improving the utilization rate of the cooling oil.

[0322] Please see Figure 35 , Figure 35 for Figure 32 The enlarged view of part M9 in the powertrain 10 shown shows that, in one embodiment, the motor end cover 110 includes three cooling holes 113. The distance between two adjacent input copper busbars 1011 is greater than the diameter of each cooling hole 113. The diameter of each cooling hole 113 is smaller than the width of each input copper busbar 1011 along the circumference of the motor shaft 140. Three oil injection holes are arranged clockwise on one side of the midpoint of the three input copper busbars 1011. The distance between the midpoint of the input copper busbar 1011 and the two sides of the input copper busbar 1011 is equal along the circumference of the motor.

[0323] In this embodiment, the projections of the three cooling holes 113 along the motor axis Y do not overlap with the projections of the midpoints of the three input copper busbars 1011, meaning the three cooling holes 113 correspond to and are staggered with the three input copper busbars 1011. When the input copper busbars 1011 transmit electrical energy, some of the electrical power is converted into heat, causing the input copper busbars 1011 to heat up. Therefore, cooling is required for the input copper busbars 1011. It is understood that the motor 100 rotates at high speed during operation, and the cooling oil flowing from the cooling holes 113 is subject to centrifugal force, causing the movement path of the cooling oil outside the motor 100 to be non-parallel to the motor axis Y. To ensure that the cooling oil can be sprayed into the three-phase input copper busbars 101 under the action of centrifugal force, this solution sets each cooling hole 113 to correspond to one input copper busbar 1011, and each cooling hole 113 and its corresponding input copper busbar 1011 are staggered, allowing the cooling oil to effectively cool the three-phase input copper busbars 101.

[0324] In this embodiment, the spacing between two adjacent input copper busbars 1011 is set to be greater than the diameter of the cooling hole 113, which can avoid electrical interference caused by the insufficient spacing between the input copper busbars 1011. Setting the width of each input copper busbar 1011 in the circumferential direction C of the motor to be greater than the diameter of the cooling hole 113 ensures that most of the cooling oil flows to the input copper busbars 1011, improving the utilization rate of the cooling oil.

[0325] It should be noted that the clockwise direction in this embodiment is only a relative concept. In the embodiment of this application, as viewed from the outside of the motor end cover, the three oil injection holes are arranged on one side of the three input copper busbars 1011 in a clockwise direction. As viewed from the inside of the motor end cover, the three oil injection holes are arranged on one side of the three input copper busbars 1011 in a counter-clockwise direction. Under different viewing angles or installation methods, the three cooling holes 113 and the three input copper busbars 1011 may have different positional relationships. As long as the cooling oil can be sprayed onto the input copper busbars 1011 through the cooling holes 113 to cool them, this is sufficient.

[0326] Please continue reading. Figure 25In one embodiment, the distance between the AC output interface connection hole 115 and the motor shaft hole 111 along the motor radial direction R is greater than the distance between the cooling hole 113 and the motor shaft hole 111. In this embodiment, the AC output interface connection hole 115 is located on the side of the cooling hole 113 away from the motor shaft hole 111 along the motor radial direction R. That is, the AC output interface connection hole 115, the cooling hole 113, the winding connection hole 112, and the motor shaft hole 111 are arranged sequentially along the motor radial direction R. The positional relationship of the above-mentioned through holes reflects the layout characteristics of the AC output interface 260, the input copper busbar 1011, the electrical connector 150, and the motor shaft 140, that is, it follows the energy flow direction and shortens the energy transmission path in the powertrain 10. Moreover, the motor end cover 110 integrates the AC output interface connection hole 115, the cooling hole 113, the winding connection hole 112, and the motor shaft hole 111, which can reduce the volume of the motor end cover 110, thereby facilitating the miniaturization design and high power density of the motor 100.

[0327] Please continue reading. Figure 7 and Figure 25 In one embodiment, the cooling hole 113 and the winding wiring hole 112 respectively overlap with the controller receiving cavity 430 in the second direction Z portion (e.g., Figure 25 (As shown). In this embodiment, the controller housing 430 and the motor housing 420 partially overlap in the second direction Z, which reduces the overall size of the motor controller 200 and the motor 100 in the second direction Z, thus reducing the volume of the powertrain 10 and increasing the power density. Between the motor controller 200 and the motor 100, AC power is transmitted sequentially to the motor winding 130 through the power module 230, the copper busbar assembly 240, the input copper busbar 1011, and the electrical connector 150. The power module 230 and the copper busbar assembly 240 are located inside the controller housing cavity 430. The input copper busbar 1011 is correspondingly arranged with the cooling hole 113. The electrical connector 150 is located in the winding wiring hole 112. Therefore, in this scheme, the cooling hole 113 and the winding wiring hole 112 are respectively arranged to at least partially overlap with the controller housing cavity 430 in the second direction Z, so that the layout conforms to the power flow direction, shortens the energy transmission path, and thus helps to reduce the energy loss between the motor controller 200 and the motor 100 and improve the performance of the powertrain 10.

[0328] Please continue reading. Figure 25In one embodiment, the length of the input copper busbar 1011 is greater than the distance between the AC output interface mounting hole 450 and the winding wiring hole 112. In this embodiment, the AC output interface mounting hole 450 is used to fix the AC output interface 260, and the winding wiring hole 112 is used to accommodate the electrical connector 150. The AC output interface 260 transmits AC power to the electrical connector 150 through the input copper busbar 1011; that is, both ends of the input copper busbar 1011 are used to electrically connect the AC output interface 260 and the electrical connector 150, respectively. This design sets the length of the input copper busbar 1011 to be greater than the distance between the AC output interface mounting hole 450 and the winding wiring hole 112, which reduces the installation difficulty of the input copper busbar 1011 and facilitates the electrical connection between the input copper busbar 1011 and the AC output interface 260 and the electrical connector 150.

[0329] Please continue reading. Figure 25 In one embodiment, the projections of the cooling hole 113 and the power interface mounting hole 460 along the first direction Y do not overlap. In this embodiment, if the projections of the cooling hole 113 and the power interface mounting hole 460 along the first direction Y at least partially overlap, the cooling hole 113 will occupy the adjacent area of ​​the power interface mounting hole 460 along the first direction Y, thereby interfering with the charging process. This solution rationally arranges the positions of the cooling hole 113 and the power interface mounting hole 460 to ensure that the reducer 300 and the motor controller 200 both operate normally and do not interfere with each other.

[0330] Please continue reading. Figure 25 Along the second direction Z and the third direction X, cooling holes 113 and power interface mounting holes 460 are arranged at intervals, wherein the second direction Z is perpendicular to the first direction Y and the third direction X, and the third direction X is perpendicular to the first direction Y. In this embodiment, there is no energy transfer between the cooling holes 113 and the power interface mounting holes 460. The cooling holes 113 and the power interface mounting holes 460 are spaced apart along the second direction Z and the third direction X, which does not cause energy loss. Furthermore, since cooling oil flows through the cooling holes 113, this solution also helps to avoid adverse effects of cooling oil on the power interface mounting holes 460.

[0331] Please continue reading. Figure 25 and Figure 26 In one embodiment, the motor end cover 110 further includes an oil return hole 116 (e.g., ...). Figure 25 and Figure 26 As shown), the oil return hole 116 is used to connect the two sides of the motor end cover 110 along the axial direction of the motor shaft 140. Along the radial direction R of the motor, one end of the oil guide rib 160 is located between the oil return hole 116 and the axis O of the motor shaft hole 111 (as shown). Figure 26 As shown). Along the circumferential direction C of the motor, one end of the oil guide rib 160 is arranged at intervals with the oil return hole 116 (as shown). Figure 26(As shown). The alignment direction of the axis O of the oil return hole 116 and the motor shaft hole 111 intersects the length direction of the oil guide rib 160.

[0332] In this embodiment, both the motor shaft hole 111 and the oil return hole 116 connect the inner side and the outer side of the motor 100. A portion of the cooling oil flowing out to the outer side of the motor 100 flows into the motor shaft hole 111 through the oil guide rib 160, while the remaining cooling oil flows to the oil return hole 116. This design provides the oil return hole 116 in the motor end cover 110, which fully utilizes the cooling oil located on the outer side of the motor 100, further improving the utilization rate of the cooling oil and preventing its accumulation in the cavity between the motor end cover 110 and the wiring cover 102. The motor end cover 110 integrates the motor shaft hole 111 and the oil return hole 116, saving material and reducing weight, optimizing the motor layout, and facilitating the miniaturization of the motor design.

[0333] In this embodiment, one end of the oil guide rib 160 is located between the axes of the oil return hole 116 and the motor shaft hole 111 in the radial direction R of the motor. The alignment direction of the axes of the oil return hole 116 and the motor shaft hole 111 intersects the length direction of the oil guide rib 160. If the alignment direction of the axes of the oil return hole 116 and the motor shaft hole 111 is parallel to the length direction of the oil guide rib 160, it is not conducive to the flow of cooling oil to the oil return hole 116. In this embodiment, the oil return hole 116 is located on one side of the length direction of the oil guide rib 160. When the second end of the oil guide rib 160 is higher than the first end, the height of the oil return hole 116 is lower than that of the motor shaft hole 111, which is beneficial for recovering cooling oil from a lower position and improving the cooling oil recovery and utilization rate.

[0334] Among them, one end of the oil guide rib 160 and the oil return hole 116 are arranged at intervals on the circumferential C of the motor, so that the cooling oil flowing into the motor shaft hole 111 and the oil return hole 116 can cool different parts inside the motor 100 respectively, which is conducive to expanding the coverage of the cooling oil and enhancing the cooling effect.

[0335] Please refer to the following: Figure 27 and Figure 36 , Figure 36 for Figure 27 The enlarged view of part M10 in the motor end cover 110 shown shows that, in one embodiment, the width of the oil return hole 116 along the radial direction R of the motor is smaller than the radius of the motor shaft hole 111 (e.g., Figure 36 (As shown). The width of the oil return hole 116 along the circumferential direction C of the motor is smaller than the radius of the motor shaft hole 111 (as shown). Figure 36 (As shown). The width of the oil return hole 116 along the circumferential direction C of the motor is greater than the width of the oil return hole 116 along the radial direction R of the motor (e.g. Figure 36 As shown). The width of the oil return hole 116 along the circumferential direction C of the motor is less than the length of the oil guide rib 160 (as shown). Figure 36as shown).

[0336] In the embodiment of the present application, the width of the oil return hole 116 along the radial direction R of the motor is denoted as D27 (as Figure 36 shown), the width of the oil return hole 116 along the circumferential direction C of the motor is denoted as D28. Since the oil return hole 116 has a certain depth along the axial direction of the motor, in the embodiment of the present application, the width of the oil return hole 116 along the radial direction R of the motor refers to the average width of the oil return hole 116 along the radial direction R of the motor, and the width of the oil return hole 116 along the circumferential direction C of the motor refers to the average width of the oil return hole 116 along the circumferential direction C of the motor. The radius of the motor shaft hole 111 is denoted as D29, and the length of the oil guiding rib 160 is denoted as D30. In this solution, the oil return hole 116 is compared with the motor shaft hole 11111 and the oil guiding rib 160 in terms of size, that is, D27<D29, D28<D29, and D28<D30 are set. The widths of the oil return hole 116 in the radial direction R and the circumferential direction C of the motor are set in a relatively small range, avoiding opening an overly large oil return hole 116 on the motor end cover 110, which is beneficial to enhancing the structural strength of the motor end cover 110, and the relatively small oil return hole 116 can reduce foreign objects falling into the inner side of the motor 100 through the oil return hole 116, reducing the external influence on the motor 100.

[0337] In the embodiment of the present application, setting the radius of the motor shaft hole 111 and the length of the oil guiding rib 160 in a relatively large range can ensure that the motor shaft hole 111 and the oil guiding rib 160 effectively play their respective roles. Specifically, if the radius of the motor shaft hole 111 is set to be smaller than the width of the oil return hole 116 along the radial direction R or the circumferential direction C of the motor, it will make the motor shaft hole 111 unable to accommodate the motor shaft 140, and the cooling oil on the oil guiding rib 160 is difficult to flow into the inner side of the motor 100 through the motor shaft hole 111, thereby reducing the utilization rate of the cooling oil. If the width of the oil guiding rib 160 along the circumferential direction C is set to be smaller than the width of the oil return hole 116 along the circumferential direction C, it will result in too little cooling oil collected on the oil guiding rib 160, making it difficult to effectively utilize the cooling oil. In the embodiment of the present application, setting D28>D27 can save the size value of the motor end cover 110 in the radial direction R of the motor, providing space for setting the motor shaft hole 111 and other structures in the radial direction R of the motor.

[0338] Please refer to Figures 37 to 39 , Figure 37 which is a schematic structural diagram of the powertrain 10 provided by an embodiment of the present application, Figure 38 and Figure 37 is a cross-sectional view of the powertrain 10 along FF as shown, Figure 39 and Figure 38 is a partial enlarged view of the M11 part in the powertrain 10 as shown. In the embodiment of the present application, along the axial direction Y of the motor, the projection of the oil return hole 116 does not overlap with the projection of the motor stator 120.

[0339] In one embodiment, the oil return hole 116 includes a first opening 1161 and a second opening 1162 (combined) Figures 37 to 39 As shown), the first opening 1161 and the second opening 1162 are connected (as shown). Figure 39 As shown). Along the motor axis Y, the first opening 1161 and the second opening 1162 are arranged on two opposite surfaces of the motor end cover 110 (as shown). Figure 39 (As shown). The first opening 1161 is located on the surface of the motor end cover 110 opposite to the motor stator 120. The first opening 1161 and the oil guide rib 160 are arranged on the same surface of the motor end cover 110 (as shown). Figure 37 (As shown). The second opening 1162 is located on the surface of the motor end cover 110 facing the motor stator 120. The first opening 1161, the second opening 1162 and the motor stator 120 are arranged at intervals.

[0340] In this embodiment of the application, the orientation of the first opening 1161 intersects with the orientation of the second opening 1162 (e.g., Figure 39 As shown), the orientation of the first opening 1161 is parallel to the motor axis Y (as shown). Figure 39 (As shown).

[0341] In this embodiment, the first opening 1161 and the second opening 1162 are connected and arranged along the motor axis Y. The second opening 1162 is located between the motor stator 120 and the first opening 1161 along the motor axis Y, so that the cooling oil entering the oil return hole 116 flows sequentially through the first opening 1161 and the second opening 1162. The first opening 1161 and the oil guide rib 160 are located on the same surface of the motor end cover 110, which facilitates the entry of some cooling oil that does not flow through the oil guide rib 160 into the first opening 1161, thereby improving the cooling oil recovery rate. The orientation of the first opening 1161 is parallel to the motor axis Y, but the orientation of the first opening 1161 is not parallel to the orientation of the second opening 1162, which can change the flow direction of the cooling oil at the first opening 1161 and the second opening 1162, making it easier for the cooling oil to enter the inside of the motor 100 through the oil return hole 116 and be collected.

[0342] Please continue reading. Figure 39 In one embodiment, the orientation of the first opening 1161 intersects the orientation of the second opening 1162, and the orientation of the first opening 1161 is parallel to the motor axis Y. The projections of the first opening 1161 along the motor radial direction R and the second opening 1162 along the motor radial direction R do not overlap, but at most partially overlap. The area of ​​the first opening 1161 is larger than the area of ​​the second opening 1162. Along the motor radial direction R, the distance between the first opening 1161 and the motor axis is smaller than the distance between the second opening 1162 and the motor axis.

[0343] In this embodiment, the orientation of the first opening 1161 is parallel to the motor axis Y, allowing cooling oil to enter the oil return hole 116 along the motor axis Y, making the cooling oil flow path smoother and shorter. The orientation of the first opening 1161 is not parallel to the orientation of the second opening 1162, for example as follows... Figure 37 As shown, the second opening 1162 faces downward to the left, allowing the cooling oil to fall more effectively into the inside of the motor. In this embodiment, the first opening 1161 is parallel to the motor axis Y, and the orientation of the first opening 1161 is not parallel to the orientation of the second opening 1162. This changes the flow direction of the cooling oil at the first opening 1161 and the second opening 1162, facilitating the collection of the cooling oil after it enters the inside of the motor 100 through the oil return hole 116.

[0344] In this embodiment, the projections of the first opening 1161 and the second opening 1162 on the radial direction R of the motor do not overlap, which facilitates guiding the cooling oil to the inside of the motor 100 and shortens the flow path of the cooling oil between the first opening 1161 and the second opening 1162. The projection of the first opening 1161 along the motor axial direction Y and the projection of the second opening 1162 along the motor axial direction Y overlap at most partially, which helps to change the flow direction of the cooling oil from the first opening 1161 to the second opening 1162 and accelerates the flow of the cooling oil. This solution sets the overlapping relationship of the projections of the first opening 1161 and the second opening 1162 along the motor radial direction R and the motor axial direction Y, which can prevent the cooling oil from accumulating near the oil return hole 116, allowing the cooling oil to quickly enter the inside of the motor 100 through the oil return hole 116.

[0345] In this embodiment, the projection plane of the first opening 1161 along the motor axis Y is the same as the projection plane of the second opening 1162 along the motor axis Y. The projection of the first opening 1161 along the motor axis Y refers to the projection of the area enclosed by the opening wall of the first opening 1161 along the motor axis Y. The projection of the second opening 1162 along the motor axis Y refers to the projection of the area enclosed by the opening wall of the second opening 1162 along the motor axis Y.

[0346] In this embodiment, along the motor axis Y, the first opening 1161 is closer to the outside of the motor 100 than the second opening 1162. Therefore, foreign objects may enter the oil return hole 116 through the first opening 1161. This design sets the area of ​​the second opening 1162 to be smaller than the area of ​​the first opening 1161, preventing foreign objects falling into the first opening 1161 from entering the inside of the motor 100 through the second opening 1162. This helps prevent larger foreign objects from entering the motor 100, reducing interference and damage to the motor 100 caused by foreign objects. Setting the area of ​​the first opening 1161 to be larger facilitates the entry of cooling oil into the oil return hole 116, increasing the flow rate of recovered cooling oil into the oil return hole 116. Along the motor radial direction R, the second opening 1162 is located on the side of the first opening 1161 away from the motor axis, and the orientation of the second opening 1162 intersects the motor axis Y, allowing the cooling oil to flow away from the motor axis after passing through the second opening 1162.

[0347] In this embodiment, along the radial direction R of the motor, the distance between the first opening 1161 and the motor axis O is less than the distance between the second opening 1162 and the motor axis O. When the oil return hole 116 is placed at a lower position, the above arrangement makes the height of the second opening 1162 lower than the height of the first opening 1161, allowing the cooling oil to flow more smoothly into the inside of the motor.

[0348] Please refer to the following: Figure 27 and Figure 31 In one embodiment, the width of the oil return hole 116 along the circumferential direction C of the motor is greater than the width of each cooling hole 113 along the circumferential direction C of the motor. In this embodiment, setting the width of the cooling holes 113 along the circumferential direction C of the motor in a relatively small range ensures that the cooling oil flowing out of the cooling holes 113 flows out at a relatively fast speed, which helps to shorten the loss in the transmission path. Since the number of cooling holes 113 is greater than or equal to 1, if the cooling holes 113 are set to be larger, it may affect the structural strength of the motor end cover 110. Setting the width of the oil return hole 116 along the circumferential direction C of the motor in a relatively large range allows more cooling oil to flow into the motor 100 through the oil return hole 116, improving the cooling effect, while avoiding the accumulation of cooling oil and preventing the motor 100 from being affected.

[0349] Please refer to the following: Figure 25 , Figure 27 , Figure 40 and Figure 41 , Figure 40 for Figure 27 A partially enlarged view of the M12 portion of the motor end cover 110 shown. Figure 41 for Figure 39 A partial enlarged view of the M13 section of the powertrain 10 shown.

[0350] In one embodiment, the average width of either the first opening 1161 or the second opening 1162 along the motor radial direction R is smaller than the radius of the motor shaft hole 111 (in combination with...). Figure 27 and Figure 41 (As shown). The average width of either the first opening 1161 or the second opening 1162 along the circumferential direction C of the motor is less than the radius of the motor shaft hole 111 (in conjunction with... Figure 27 and Figure 40 As shown). The average width of the first opening 1161 along the circumferential direction C of the motor is greater than the average width of the first opening 1161 along the radial direction R of the motor (in conjunction with). Figure 40 and Figure 41 As shown), the width of the second opening 1162 along the circumferential direction C of the motor is greater than the width of the second opening 1162 along the radial direction R of the motor (in conjunction with...). Figure 40 and Figure 41 (As shown). Wherein, the motor axis Y refers to the axial direction of the motor shaft 140, the motor radial direction R refers to the radial direction of the motor shaft 140, and the motor circumferential direction C refers to the circumferential direction of the motor shaft. The motor axis Y is denoted as the first direction Y.

[0351] In this embodiment, the motor end cover 110 integrates the oil return hole 116 and the motor shaft hole 111. The motor end cover 110 integrates multiple functions, which helps reduce costs. The average width of the first opening 1161 along the radial direction R of the motor is denoted as D31 (e.g., ...). Figure 41 As shown), the average width of the first opening 1161 along the circumferential direction C of the motor is denoted as D32 (as shown). Figure 40 As shown), the average width of the second opening 1162 along the radial direction R of the motor is denoted as D33 (as shown). Figure 41 As shown), the average width of the second opening 1162 along the circumferential direction C of the motor is denoted as D34 (as shown). Figure 40 As shown), the radius of the motor shaft hole 111 is denoted as D29 (as shown). Figure 27 (As shown).

[0352] This solution compares the dimensions of the first opening 1161 and the second opening 1162 of the oil return hole 116 with those of the motor shaft hole 111, i.e., sets D31. <D29,D32<D29,D33<D29,D34<D29,D33> D31, D34>D32. In this embodiment, the widths of the first opening 1161 and the second opening 1162 in the radial direction R and circumferential direction C of the motor are set in a relatively small range. This avoids opening an excessively large oil return hole 116 on the motor end cover 110, which helps to enhance the structural strength of the motor end cover 110. In addition, the relatively small size of the oil return hole 116 can reduce the amount of foreign objects falling into the inside of the motor 100 through the oil return hole 116, thereby reducing the external influence on the motor 100.

[0353] In this embodiment of the application, the radius of the motor shaft hole 111 is set in a relatively large range, which can ensure that the motor shaft hole 111 can play an effective role. Specifically, if the radius D29 of the motor shaft hole 111 is set to be smaller than the width of the first opening 1161 or the second opening 1162 along the radial R of the motor or the width along the circumferential C of the motor, the motor shaft hole 111 will not be able to accommodate the motor shaft 140. In this embodiment, the average width D32 of the first opening 1161 along the circumferential direction C of the motor is greater than the average width D31 of the first opening 1161 along the radial direction R of the motor, and the width D34 of the second opening 1162 along the circumferential direction C of the motor is greater than the width D33 of the second opening 1162 along the radial direction R of the motor. This makes the first opening 1161 and the second opening 1162 have a larger length in the circumferential direction C of the motor, which is beneficial for cooling oil to enter the oil return hole 116. The first opening 1161 and the second opening 1162 have a smaller length in the radial direction R of the motor, which can save the size of the motor end cover 110 in the radial direction R of the motor, provide space for setting the motor shaft hole 111 and other structures in the radial direction R of the motor, ensure the structural strength of the motor end cover 110, and prevent large particles of foreign matter from entering the oil return hole 116.

[0354] It should be noted that since the area enclosed by the first opening 1161 is not a regular rectangle, the width of the first opening 1161 in the radial direction R of the motor refers to the average width of the first opening 1161 in the radial direction R of the motor, and the width of the first opening 1161 in the circumferential direction C of the motor refers to the average width of the first opening 1161 in the circumferential direction C of the motor. The second opening 1162 is similar.

[0355] Please continue reading. Figure 40 and Figure 41 In one embodiment, the average width of the first opening 1161 along the circumferential direction C of the motor is greater than the average width of the second opening 1162 along the circumferential direction C of the motor (e.g., Figure 40 As shown), the average width of the first opening 1161 along the radial direction R of the motor is greater than the width D35 of the second opening 1162 (as shown). Figure 41 As shown), the width direction of the second opening 1162 intersects the motor axial direction Y, the motor radial direction R, and the motor circumferential direction C (as shown). Figure 41 (As shown).

[0356] In this embodiment, the dimensions of the first opening 1161 in both the circumferential C and radial R directions of the motor are larger than those of the second opening 1162, making the area of ​​the first opening 1161 larger than that of the second opening 1162. Even if a foreign object falls into the first opening 1161, it is difficult for the foreign object to enter the inside of the motor 100 through the second opening 1162, thus avoiding damage to the internal components of the motor 100.

[0357] In one embodiment, the average width of the first opening 1161 along the circumferential direction C of the motor is equal to the average width of the second opening 1162 along the circumferential direction C of the motor.

[0358] Please continue reading. Figure 38 and Figure 39 In one embodiment, the motor 100 further includes a conductive bearing 103 (such as...). Figure 38 and Figure 39 As shown), the conductive bearing 103 is used for grounding, and the motor shaft cavity 143 is used to accommodate the conductive bearing 103 (as shown). Figure 38 and Figure 39 (As shown). The width of the second opening 1162 is smaller than the diameter of the steel ball 1031 in the conductive bearing 103.

[0359] In this embodiment, the conductive bearing 103 is located in the motor shaft cavity 143 and is used for grounding, so that the voltage generated by the motor shaft 140 is grounded, forming a grounding path in the motor 100, and the accumulated charge can be conducted to the ground terminal by the conductive bearing 103. In one embodiment, the motor 100 also includes a motor bearing, which is sleeved on the motor shaft 140, and the conductive bearing 103 is electrically connected to the motor bearing. In this embodiment, the conductive bearing 103 is used to prevent the motor bearing from being electro-corroded, thereby ensuring the normal operation of the motor bearing.

[0360] In this embodiment, the conductive bearing 103 is a non-operating sacrificial bearing. During operation, the conductive bearing 103 may be damaged or age, causing the steel balls 1031 within it to potentially fall out of the motor shaft cavity 143. Since the motor shaft hole 111 and the oil return hole 116 are arranged adjacent to each other in the motor's radial direction R, the steel balls 1031 of the conductive bearing 103 may fall into the oil return hole 116. This solution sets the width of the second opening 1162 to be smaller than the diameter of the steel balls 1031, preventing the steel balls 1031 from entering the motor interior through the second opening 1162, thus protecting the internal components of the motor 100. For example, the diameter of the steel balls 1031 can be 3 mm, and the width of the second opening 1162 can be 2.3 mm. The diameter of the steel balls 1031 is larger than the width of the second opening 1162, preventing the steel balls 1031 from entering the motor 100 interior through the second opening 1162.

[0361] Please continue reading. Figure 27 and Figure 40 In one embodiment, the first opening 1161 includes a first side 1161a and a second side 1161b (e.g., Figure 40 As shown), the first side 1161a and the second side 1161b are arranged opposite each other along the circumferential direction C of the motor (as shown). Figure 40As shown), the angle between the line connecting the first side 1161a and the motor axis O along the radial direction R of the motor and the line connecting the second side 1161b and the motor axis O is greater than or equal to 15° and less than or equal to 25° (in conjunction with...). Figure 27 and Figure 40 (As shown). In this case, one end of the line connecting the first side 1161a and the motor axis O intersects with one end of the line connecting the second side 1161b and the motor axis O.

[0362] In this embodiment of the application, the angle between the line connecting the first side 1161a along the radial direction R of the motor and the motor axis O and the line connecting the second side 1161b and the motor axis O is denoted as α (e.g., Figure 27 (As shown). In one example, when the vehicle is traveling on flat ground, as... Figure 27 As shown, the oil return hole 116 is at its lowest position, with the first side 1161a and the second side 1161b at the same height. Cooling oil enters the oil return hole 116 through the area between the first side 1161a and the second side 1161b. When the vehicle is going uphill, relative to driving on flat ground, the oil return hole 116 rotates counterclockwise, causing the height of the first side 1161a to be lower than the height of the second side 1161b. This design sets α to 15°≤α≤25°, allowing most of the cooling oil to pass over the lower first side 1161a in the oil return hole 116 and enter the inner side of the motor 100, thus effectively recovering the cooling oil. Compared to driving on flat ground, when the vehicle is going downhill, the oil return hole 116 rotates clockwise, making the height of the first side 1161a higher than the second side 1161b. This design sets 15°≤α≤25°, allowing most of the cooling oil to pass over the lower second side 1161b and enter the oil return hole 116, thus effectively recovering the cooling oil. For example, α can be 20°. It should be noted that clockwise and counterclockwise in this embodiment are relative concepts; the oil return hole 116 may exhibit different rotation directions from different viewing angles.

[0363] Please continue reading. Figure 40 and Figure 41In one embodiment, the ratio of the width of the first opening 1161 along the circumferential direction C of the motor to the width of the first opening 1161 along the radial direction R of the motor is greater than or equal to 1.2 and less than or equal to 2. In this design, the width D32 of the first opening 1161 along the circumferential direction C of the motor is greater than the width D31 of the first opening 1161 along the radial direction R of the motor, and the ratio of the two is set within the range of greater than or equal to 1.2 and less than or equal to 2. Since most of the cooling oil flows into the return oil hole 116 along the circumferential direction C of the motor, this design reduces the size of the return oil hole 116 while meeting the requirement of recycling cooling oil, avoiding the need for an excessively large return oil hole 116 on the motor end cover 110. This helps to balance the utilization rate of cooling oil and the structural strength of the motor end cover 110. This design allows the return oil hole 116 to recycle cooling oil when the vehicle is going uphill or downhill, improving the practicality of the return oil hole 116. For example, the ratio of the width of the first opening 1161 along the circumferential direction C of the motor to the width of the first opening 1161 along the radial direction R of the motor can be 1.65.

[0364] In one embodiment, the average width of the first opening 1161 along the circumferential direction C of the motor is greater than or equal to 10 mm and less than or equal to 20 mm. The average width of the first opening 1161 along the radial direction R of the motor is greater than or equal to 5 mm and less than or equal to 10 mm.

[0365] This design sets the average width of the first opening 1161 along the circumferential direction C of the motor and the average width of the first opening 1161 along the radial direction R of the motor within the aforementioned range. Since the cooling oil flows into the return oil hole 116 approximately along the circumferential direction C of the motor, this design reduces the size of the return oil hole 116 while meeting the requirement of cooling oil recycling. This avoids opening an excessively large return oil hole 116 on the motor end cover 110, thereby balancing the utilization rate of cooling oil and the structural strength of the motor end cover 110. This design allows the return oil hole 116 to recycle cooling oil during both uphill and downhill driving, improving the practicality of the return oil hole 116. For example, the average width of the first opening 1161 along the circumferential direction C of the motor can be 14.9 mm, and the average width of the first opening 1161 along the radial direction R of the motor can be 9 mm.

[0366] Please continue reading. Figure 27 In one embodiment, along the radial direction R of the motor, the distance between the oil return hole 116 and the motor shaft hole 111 is less than the distance between the winding connection hole 112 and the motor shaft hole 111. Along the circumferential direction C of the motor, the axes of at least one cooling hole 113, the winding connection hole 112, and the motor shaft hole 111 are arranged on one side of the oil guide rib 160, and the oil return hole 116 is arranged on the other side of the oil guide rib 160.

[0367] In this embodiment, it is understood that the motor radial direction R is not a uniquely defined direction. Any direction perpendicular to the motor axis Y, with the motor axis as the origin, can be considered as the motor radial direction R. For example, when measuring the distance between the oil return hole 116 and the motor shaft hole 111 along the motor radial direction R, the motor radial direction R refers to... Figure 27 The R1 direction shown refers to the radial direction of the motor when measuring the distance between the winding terminal hole 112 and the motor shaft hole 111. Figure 27 The R2 direction is shown. The distance between the oil return hole 116 and the motor shaft hole 111 along the radial direction R of the motor is denoted as D36 (e.g., ...). Figure 27 (As shown). Since the electrical connector 150 in the winding terminal hole 112 is electrically connected to the motor controller 200, and cooling oil is introduced into the motor shaft hole 111 through the oil guide rib 160, D17 is set to D36. That is, a relatively large distance is set between the winding terminal hole 112 and the motor shaft hole 111 along the radial direction R of the motor, which can ensure that the electrical connection and the mechanical connection do not affect each other.

[0368] In this embodiment, on the circumferential C of the motor, at least one cooling hole 113, winding connection hole 112, and motor shaft hole 111 are arranged along their axes on one side of the oil guide rib 160 on the circumferential C of the motor. This allows some cooling oil to flow through the cooling hole 113 to the electrical connector 150 and then back to the oil guide rib 160. The return oil hole 116 is located on the other side of the oil guide rib 160 on the circumferential C of the motor, allowing some cooling oil located outside the motor 100 that has not flowed through the oil guide rib 160 to be recycled through the return oil hole 116, thus improving the utilization rate of the cooling oil. Figure 27 As shown, when Figure 27 When the vertical direction is the height direction of the powertrain placement, the cooling hole 113 and the winding connection hole 112 are both higher than the oil guide rib 160, so that the cooling oil sprayed from the cooling hole 113 falls on the electrical connector of the winding connection hole 112 and then falls on the oil guide rib 160. The cooling oil flowing from the oil guide rib 160 into the motor shaft hole 111 falls into the return oil hole 116 and enters the motor from the return oil hole 116.

[0369] Please continue reading. Figure 26 In one embodiment, along the radial direction R of the motor, the axis O of the oil return hole 116 and the motor shaft hole 111 are arranged on both sides of the arc-shaped protrusion structure 141. In this embodiment, the arc-shaped protrusion structure 141 protrudes away from the motor stator 120 along the motor axis Y, and the arc-shaped protrusion structure 141 is located between the oil return hole 116 and the motor shaft hole 111 along the radial direction R of the motor. When a foreign object falls out of the motor shaft hole 111, the arc-shaped protrusion structure 141 can block the foreign object, preventing it from falling into the oil return hole 116 and negatively affecting the normal operation of the motor 100. The axis O of the motor shaft hole 111 is also the motor axis O.

[0370] Please continue reading. Figure 26 In one embodiment, along the circumferential direction C of the motor, the oil guide groove 114 and the oil return hole 116 are arranged at intervals. Along the circumferential direction C of the motor, the distance between the oil guide groove 114 and the oil return hole 116 is greater than the length of the oil guide groove 114, and the length of the oil guide groove 114 is less than the length of the oil return hole 116.

[0371] In this embodiment, the oil guide groove 114 is used to introduce cooling oil into the motor shaft hole 111, and the oil return hole 116 is used to introduce cooling oil into the inner side of the motor 100. This design arranges the oil guide groove 114 and the oil return hole 116 at intervals, and the distance between the oil guide groove 114 and the oil return hole 116 is greater than the length of the oil guide groove 114, which can prevent the mixing of cooling oil between the oil guide groove 114 and the oil return hole 116. Since the space inside the motor shaft hole 111 is limited, setting the length of the oil guide groove 114 to be less than the length of the oil return hole 116 can make the components inside the motor shaft hole 111 more stable, preventing the components inside the motor shaft hole 111 from detaching due to the excessive length of the oil guide groove 114. To compensate for the reduced cooling oil recovery rate due to the small length of the oil guide groove 114, the longer length of the oil return hole 116 can prevent excessive cooling oil accumulation in the motor shaft hole 111.

[0372] Please continue reading. Figure 25 In one embodiment, the area enclosed by the projection of the wiring cover fixing structure 142 covers the motor shaft hole 111, the arc-shaped protrusion structure 141, the winding wiring hole 112, the cooling hole 113, and the oil return hole 116.

[0373] In this embodiment, the wiring cover 102, the motor shaft hole 111, the arc-shaped protrusion structure 141, the winding wiring hole 112, the cooling hole 113, and the oil return hole 116 are all located on the side away from the motor stator 120. The area enclosed by the projection of the wiring cover fixing structure 142 covers the motor shaft hole 111, the arc-shaped protrusion structure 141, the winding wiring hole 112, the cooling hole 113, and the oil return hole 116 along the motor axis Y. The wiring cover fixing structure 142 is used to fix the wiring cover 102. The wiring cover fixing structure 142 and wiring cover 102 in this solution can serve the following functions: prevent the cooling oil flowing out of the cooling hole 113 from being mixed with foreign objects, reduce the influence of the external environment on the electrical connection between the electrical connector 150 and the motor controller 200, prevent foreign objects from entering the motor shaft hole 111 and the oil return hole 116, and ensure the fixed connection between the arc-shaped protrusion structure 141 and the resolver sensor stator 170, thereby ensuring the normal operation of the motor 100 from multiple aspects.

[0374] In this embodiment, the projection of the wiring cover fixing structure 142 along the motor radial direction R covers the projection of the arc-shaped protrusion structure 141 along the motor radial direction R, indicating that the size of the wiring cover fixing structure 142 is greater than the size of the arc-shaped protrusion structure 141 along the motor axial direction Y. That is, the height of the wiring cover 102 protruding along the motor axial direction Y is greater than the height of the arc-shaped protrusion structure 141 protruding along the motor axial direction Y.

[0375] In this embodiment, the arrangement of the cooling hole 113, the winding wiring hole 112, and the motor shaft hole 111 is approximately parallel to the radial direction R of the motor, making the electrical interface layout of the motor 100 more compact, which helps to reduce the volume of the wiring cover 102 and save costs.

[0376] In one embodiment, the wiring cover fixing structure 142, the oil guide rib 160, the arc-shaped protrusion structure 141 and the motor end cover 110 are integrally formed, which makes the overall structure of the motor end cover 110 stronger.

[0377] Please continue reading. Figure 38 and Figure 39 In one embodiment, the terminal cover 102 is used for electrical connection with the conductive bearing 103. Along the radial direction R of the motor, the terminal cover fixing structure 142 is arranged adjacent to the first opening 1161 of the oil return hole 116 (e.g., Figure 25 (As shown). Among them, the wiring cover 102 can also be called the resolver cover.

[0378] For example, the motor 100 also includes a spring structure 104 (such as... Figure 39 One end of the spring structure 104 is located inside the conductive bearing and is electrically connected to the conductive bearing. The other end of the spring structure 104 abuts against the terminal cover 102, so that the current in the conductive bearing can flow to the terminal cover 102 to achieve grounding, thereby avoiding electro-corrosion of the motor bearing.

[0379] In this embodiment of the application, the wiring cover fixing structure 142 and the first opening 1161 of the oil return hole 116 are arranged adjacent to each other along the radial direction R of the motor, so that the cooling oil falling on the wiring cover fixing structure 142 can be guided to the first opening 1161.

[0380] In one embodiment, the oil return hole 116 of the motor end cover 110 and the wiring cover fixing structure 142 of the motor end cover 110 are arranged adjacent to each other along the height direction, and the projection of the oil return hole 116 along the height direction covers the projection of the lowest point of the wiring cover fixing structure 142 in the motor end cover 110. It is understood that the flow of cooling oil is affected by gravity. In this embodiment, the cooling oil flows to the oil return hole 116 through the guidance of the wiring cover fixing structure 142. When the motor 100 is used in a vehicle scenario, arranging the oil return hole 116 and the wiring cover fixing structure 142 adjacent to each other in the direction of gravity makes the flow path of the cooling oil between the oil guide rib 160 and the motor shaft hole 111 follow the direction of gravity, which helps to reduce flow resistance. Setting the projection of the oil return hole 116 along the height direction to cover the projection of the lowest point of the wiring cover fixing structure 142 allows the cooling oil flowing into the oil return hole 116 to be further guided to flow along the direction of gravity, facilitating the collection of the cooling oil.

[0381] Please see Figure 42 , Figure 42 for Figure 37 The cross-sectional view of the motor 100 shown along FF, in one embodiment, the motor 100 includes a motor housing 106 (e.g., Figure 37 and Figure 42 As shown), the motor housing 106 is a one-piece molded structure, and the motor housing 106 surrounds and forms a motor receiving cavity 420 (as shown). Figure 42 As shown), the motor housing cavity 420 extends through the motor housing 106 along the motor axis Y (as shown). Figure 42 As shown), the motor receiving cavity 420 is used to fix the motor stator 120. The motor receiving cavity 420 includes a stator cavity 422 and an end cavity 423 (as shown). Figure 42 As shown), stator cavity 422 and end cavity 423 are arranged adjacent to each other (e.g. Figure 42 As shown), the length of the stator cavity 422 along the motor axis Y is greater than or equal to the length of the motor stator 120 (as shown). Figure 42 As shown). Along the radial direction R of the motor, the inner diameter of the end cavity 423 is larger than the inner diameter of the stator cavity 422 (as shown). Figure 42 (As shown).

[0382] In this embodiment, to facilitate the rotation of the motor shaft with the motor stator 120 and motor rotor 190, the motor stator and motor rotor are generally cylindrical, so the motor housing cavity 420 is generally cylindrical. The motor housing cavity 420 includes adjacent stator cavities 422 and end cavities 423. When the motor stator 120 is assembled into the motor housing 106, the motor stator 120 reaches the stator cavity 422 via the end cavity 423. The assembly of the motor stator 120 has a crucial impact on the assembly of other components in the motor 100.

[0383] Please continue reading. Figure 42Let D37 be the length of the stator cavity 422 along the motor axial direction Y, D38 be the length of the motor stator 120 along the motor axial direction Y, D39 be the length of the end cavity 423 along the motor radial direction R, and D40 be the length of the stator cavity 422 along the motor radial direction R. This design sets D37 ≥ D38, ensuring that the projection of the stator cavity 422 along the motor radial direction R completely covers the projection of the motor stator 120 along the motor radial direction R, facilitating the stator cavity 422's ability to accommodate the motor stator 120 along the motor axial direction Y. Setting D39 > D40 ensures that during the assembly of the motor stator 120, there will be no wear or jamming between the motor stator 120 and the end cavity 423. Since the end cavity 423 is adjacent to the stator cavity 422, it can also guide the assembly and disassembly of the motor stator 120, thereby reducing the difficulty of assembling and disassembling the motor stator 120 and improving the assembly efficiency of the motor 100. To improve the matching degree between the inner wall of the stator cavity 422 and the motor stator 120, the inner wall of the stator cavity 422 will be machined to make the matching degree between the inner wall of the stator cavity 422 and the outer surface of the motor stator 120 higher, and to make the structural strength of the motor stator 120 and the motor housing 106 higher. When D39>D40 is set, the inner wall of the end cavity 423 will not be worn during the machining of the inner wall of the stator cavity 422, thus avoiding the appearance of air holes in the inner wall of the end cavity 423 and reducing the sealing performance.

[0384] In this embodiment, along the motor axial direction Y, the length of the stator cavity 422 is greater than or equal to the length of the motor stator 120, ensuring that the stator cavity 422 can fully accommodate the motor stator 120 along the motor axial direction Y. Along the motor radia...

Claims

1. A powertrain, characterized in that, The powertrain includes an integrated housing, a motor, a motor controller, and a reducer. The integrated housing includes a motor housing cavity, a controller housing cavity, and a reducer housing cavity. The motor housing cavity houses the motor. The controller housing cavity houses the circuit board, capacitor module, power module, and copper busbar assembly of the motor controller. The reducer housing cavity houses the reducer. The controller cavity and the motor cavity are parallel to each other along a first direction, the controller cavity and the motor cavity are arranged along a second direction, the controller cavity and the motor cavity partially overlap along a third direction, the controller cavity and the motor cavity respectively at least partially overlap with the reducer cavity along the first direction, and any two of the first direction, the second direction and the third direction are perpendicular to each other; The circuit board is electrically connected to the power module, which is used to convert direct current into alternating current. The capacitor module is used to smooth the voltage of the direct current. The copper busbar assembly is used to transmit the alternating current output by the power module to the motor. The circuit board, the capacitor module, and the power module are stacked in the controller housing cavity along the second direction. Along the second direction, any one of the circuit board, the capacitor module, and the power module does not overlap with the motor shaft of the motor. Along the third direction, the copper busbar assembly is arranged between the power module and the motor shaft.

2. The powertrain according to claim 1, characterized in that, Along the third direction, the distance between any one of the circuit board, the capacitor module, and the power module and the motor shaft is greater than the outer diameter of the motor housing cavity; along the second direction, the distance between at least one of the circuit board, the capacitor module, and the power module and the motor shaft is less than the inner diameter of the motor housing cavity; along the second direction, the height of the stacked arrangement of the circuit board, the capacitor module, and the power module is greater than the thickness of the copper busbar assembly; and along the third direction, the projection of the stacked arrangement of the circuit board, the capacitor module, and the power module covers the copper busbar assembly.

3. The powertrain according to claim 1 or 2, characterized in that, The power module includes three bridge arm modules, which are arranged sequentially adjacent to each other along the first direction. Three second connectors are arranged at intervals in the controller housing cavity along the first direction. The three bridge arm modules and the three second connectors are arranged in parallel along the third direction. The midpoint of the bridge arm of each bridge arm module is used to connect to the copper busbar assembly through a second connector.

4. The powertrain according to any one of claims 1-3, characterized in that, The integrated housing includes an AC output interface mounting hole, which is used to fix the AC output interface. The motor controller outputs AC power to the motor through the AC output interface, wherein: The power module and the capacitor module do not overlap with the AC output interface mounting hole along the first direction.

5. The powertrain according to claim 4, characterized in that, One end of the AC output interface is electrically connected to the terminals of the motor windings via an input copper busbar, and the other end of the AC output interface is used for electrical connection to the copper busbar assembly, wherein: The copper busbar assembly along the first direction at least partially overlaps with the AC output interface mounting hole.

6. The powertrain according to claim 4 or 5, characterized in that, The integrated housing includes a DC input interface mounting hole for fixing the DC input interface. The motor controller receives DC power through the DC input interface, wherein: The circuit board, the power module, and the capacitor module are arranged between the DC input interface mounting hole and the AC output interface mounting hole along the first direction.

7. The powertrain according to claim 6, characterized in that, The DC input interface mounting holes and the AC output interface mounting holes are arranged in the first direction and are parallel to the motor shaft.

8. The powertrain according to claim 6 or 7, characterized in that, The DC input interface mounting hole is located on the same side as the opening of the reducer housing along the first direction, and the AC output interface mounting hole is located on the same side as the opening of the motor housing.

9. The powertrain according to any one of claims 6-8, characterized in that, The reducer is connected to the output end of the motor shaft, wherein: Along the first direction, the reducer is arranged opposite to the AC output interface mounting hole, and the reducer is arranged on the other side along the first direction with the DC input interface mounting hole.

10. The powertrain according to claim 9, characterized in that, The reducer housing and the motor housing are connected, wherein: Along the first direction, the orientation of the opening of the motor receiving cavity is opposite to the orientation of the opening of the reducer receiving cavity, and the length of the opening of the controller receiving cavity is less than the sum of the lengths of the reducer receiving cavity and the motor receiving cavity; The opening of the controller housing cavity is oriented perpendicular to the first direction and the third direction.

11. The powertrain according to claim 10, characterized in that, The powertrain also includes a motor end cover, a reducer end cover, and a motor controller cover. The motor end cover, the reducer end cover, and the motor controller cover respectively cover the openings of the controller cavity, the motor cavity, and the reducer cavity. Along the first direction, the length of the motor controller cover is less than the distance between the motor end cover and the reducer end cover, and the length of the controller receiving cavity is less than the distance between the motor end cover and the reducer end cover.

12. The powertrain according to claim 10, characterized in that, The powertrain also includes a wiring cover, wherein: Along the first direction, the wiring cover plate and the reducer cover plate are arranged opposite to each other, the motor end cover is arranged between the motor stator and the wiring cover plate, the gap between the wiring cover plate and the motor end cover is used to accommodate the input copper busbar, and the projection of the wiring cover plate covers the AC output interface mounting hole, the input copper busbar, the wiring terminal of the motor winding and the projection of the motor shaft.

13. The powertrain according to any one of claims 6-12, characterized in that, The integrated housing also includes a power interface mounting hole, wherein: Along the first direction, the power interface mounting hole is arranged opposite to the DC input interface mounting hole, and the power interface mounting hole, the AC output interface mounting hole, and the wiring terminals of the motor winding are arranged on one side along the first direction. Along the third direction, the power interface mounting hole and the AC output interface mounting hole are arranged adjacent to each other.

14. The powertrain according to claim 13, characterized in that, The power interface mounting hole is used to fix the power interface, which is used to electrically connect to an external power source. The power interface mounting hole penetrates the integrated housing along the first direction and communicates with the controller receiving cavity, wherein: Along the radial direction of the motor, the distance between the AC output interface mounting hole and the motor shaft is greater than the distance between the power interface mounting hole and the motor shaft.

15. An electric vehicle, characterized in that, The vehicle includes a battery pack and a powertrain as described in any one of claims 1-14, wherein the battery pack is connected to the motor controller via the DC input interface mounting hole, and the powertrain is used to drive the wheels.

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