Driving assembly and vehicle

Abstract

The invention relates to a driving assembly and a vehicle and relates to the technical field of vehicles, and the driving assembly comprises a shell, a speed reducing mechanism and a first cooling pipeline. The shell is provided with an accommodating cavity; the first cooling pipeline is connected to the interior of the shell and used for spraying cooling liquid to the speed reducing mechanism; the cavity comprises a first part space and a second part space, the first part is located above the second part, the speed reducing mechanism is located on the first part, and the second part is used for containing cooling liquid flowing back in the cavity. According to the driving assembly, cooling liquid is sprayed to the speed reducing mechanism through the first cooling pipeline to cool the speed reducing mechanism, meanwhile, the shell can recycle the cooling liquid and conduct secondary utilization on the cooling liquid, the use cost of the driving assembly is reduced, and the cooling effect of the speed reducing mechanism is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically to a drive assembly and a vehicle. Background Technology

[0002] When a vehicle's speed reducer is operating, the metal components such as gears, bearings, and clutches are exposed to high temperatures for extended periods. This can lead to annealing and softening, reduced strength, and even tooth surface peeling, deformation, and fracture, ultimately resulting in the failure of these components. Furthermore, in DHT speed reducers used in hybrid vehicles, the motor stator and rotor generate significant heat during prolonged operation, accelerating the aging and carbonization of the insulation varnish on the stator and rotor windings and reducing the motor's electromagnetic conversion efficiency. Therefore, cooling and lubrication systems are necessary to cool and lubricate the internal working components of the speed reducer.

[0003] In the existing technology, the cooling and lubrication methods of vehicle reducers include splash lubrication. The principle of splash lubrication is to rely on the rotation of gears inside the gearbox to carry the lubricating oil. This passive lubrication method can only splash a portion of the lubricating oil onto the gears and bearings. It has problems such as high energy consumption, low lubrication efficiency and insufficient cooling flow, which leads to a reduction in the lubrication efficiency of the reducer. Summary of the Invention

[0004] One objective of this invention is to provide a drive assembly that solves the problem of low lubrication efficiency in existing reducers. Another objective is to provide a vehicle.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0006] A drive assembly includes: a housing, a reduction gear, and a first cooling conduit. The housing has a receiving cavity; the first cooling conduit is connected inside the housing and is used to spray coolant onto the reduction gear; the cavity includes a first part space and a second part space, the first part being located above the second part, the reduction gear being located in the first part, and the second part being used to receive coolant flowing back into the cavity.

[0007] Based on the aforementioned technical means, the housing provides a positioning base for the reduction mechanism and the first cooling pipe, and can support the weight of these components. Simultaneously, the housing prevents external dust, mud, water, and other impurities from entering the cavity, avoiding abnormal wear on the reduction mechanism and the first cooling pipe, and ensuring their normal operation. Furthermore, the reduction mechanism reduces the output speed of the vehicle's power source (engine / motor) while increasing torque, providing sufficient driving force to the wheels and ensuring the vehicle's starting, acceleration, and hill-climbing performance. Additionally, the first cooling pipe sprays coolant onto the reduction mechanism; the coolant absorbs the heat generated during operation, preventing overheating and component damage, thus extending the reduction mechanism's lifespan and reducing its failure rate. Moreover, since the cavity includes a first space and a second space, after the coolant cools the reduction mechanism in the first space, it flows back to the second space under gravity, allowing for coolant recycling. This reduces environmental pollution and enables coolant reuse, lowering the operating cost of the drive assembly. Furthermore, when the deceleration mechanism 20 is positioned in the first part of the space 111, it will not agitate the coolant flowing back to the second part of the space 112, thus avoiding increased power loss caused by the deceleration mechanism 20 agitating the backflowing coolant and improving the deceleration efficiency of the deceleration mechanism 20.

[0008] Furthermore, the housing includes a first inner wall surface and a second inner wall surface disposed opposite to each other, the second inner wall surface being located below the first inner wall surface, and the housing is also provided with a groove, the groove being recessed from the second inner wall surface away from the first inner wall surface, the groove forming at least a portion of the second part.

[0009] According to the above technical means, under the action of gravity, the coolant flows back to the second part and accumulates on the second inner wall surface. The coolant level will gradually rise. The groove is recessed from the second inner wall surface to the first inner wall surface. Therefore, the groove can reduce the coolant level when it accumulates, prevent the coolant surface from contacting the deceleration mechanism and generating liquid resistance to the deceleration mechanism, and improve the deceleration efficiency of the deceleration mechanism.

[0010] Furthermore, the groove has opposing openings and bottom walls, with the bottom wall located below the opening. Along the arrangement direction of the first inner wall and the second inner wall, the bottom wall is lower than any part of the second inner wall.

[0011] According to the above technical means, a portion of the coolant can be collected into the groove through the opening and come into contact with the bottom wall. Since the bottom wall is lower than any part of the second inner wall along the arrangement direction of the first inner wall and the second inner wall, the groove can reduce the liquid level height of the coolant when it accumulates in the second part of the space, reduce the churning loss of the deceleration mechanism, and improve the transmission efficiency of the deceleration mechanism.

[0012] Furthermore, the reduction mechanism includes a first gear and a second gear that mesh with each other; the first cooling pipe includes a first pipe and a second pipe, with at least a portion of the first pipe located on one side of the meshing portion of the first gear and the second gear along a first direction, and at least a portion of the second pipe located on the other side of the meshing portion of the first gear and the second gear, the first direction being perpendicular to the arrangement direction of the first gear and the second gear.

[0013] According to the above-mentioned technical means, the deceleration mechanism achieves deceleration through the meshing transmission of the first gear and the second gear. Since the first pipe and the second pipe are located on both sides of the meshing part of the first gear and the second gear along the arrangement direction perpendicular to the first gear and the second gear, the first pipe and the second pipe can cool both sides of the meshing part of the first gear and the second gear respectively, avoiding excessive local temperature difference caused by cooling on one side of the meshing part, thereby reducing the thermal deformation of the first gear and the second gear, ensuring the accuracy of gear meshing, and reducing the vibration and noise of the transmission process of the first gear and the second gear.

[0014] Furthermore, the first pipe includes a first sub-pipe and a second sub-pipe. The first sub-pipe extends along the arrangement direction of the first gear and the second gear. The second sub-pipe is connected to the first sub-pipe and is located on one side of the meshing part of the first gear and the second gear in the first direction. The extension direction of the second sub-pipe is consistent with the axial direction of the first gear, and the second sub-pipe is provided with spray holes.

[0015] According to the above technical means, the first sub-pipe delivers coolant to the vicinity of the meshing part of the first gear and the second gear. The second sub-pipe is connected to the first sub-pipe and extends axially towards the first gear. The second sub-pipe is provided with spray holes. This arrangement can reduce the distance between the spray holes and the gear, thereby reducing coolant loss and improving the heat exchange effect of the coolant.

[0016] Furthermore, the deceleration mechanism also includes a third gear and a fourth gear. The third gear is coaxially arranged with the second gear and connected to the second gear. The fourth gear meshes with the third gear. At least a portion of the first pipe is located above the meshing portion of the third gear and the fourth gear.

[0017] According to the above-mentioned technical means, the reduction mechanism achieves the reduction effect again through the meshing transmission of the third gear and the fourth gear. At least a part of the first pipe is located above the meshing part of the third gear and the fourth gear. Therefore, the first pipe can spray coolant onto the meshing part of the third gear and the fourth gear from above, thereby cooling the meshing part of the third gear and the fourth gear, preventing the temperature of the meshing part of the third gear and the fourth gear from being too high and causing the gear tooth surface to fail due to scuffing, and improving the service life of the third gear and the fourth gear.

[0018] Furthermore, the drive assembly also includes: a coolant supply pipe, a first throttling pipe, a drive motor, a second throttling pipe, a generator, and a third throttling pipe. The coolant supply pipe is located inside the housing and is used to connect to external coolant; the first throttling pipe connects the coolant supply pipe and the first cooling pipe, and the drive motor is located inside the housing cavity. The second throttling pipe connects to the coolant supply pipe and is used to spray coolant onto the stator of the drive motor, the generator is located inside the housing cavity, and the third throttling pipe connects to the coolant supply pipe and is used to spray coolant onto the stator of the generator.

[0019] Based on the aforementioned technical means, the generator is suitable for generating electricity to power the vehicle's electrical system, and the electric motor is suitable for driving the wheels. The external coolant supply pipe provides coolant; the first throttling pipe controls the flow rate of coolant entering the first cooling pipe; the second throttling pipe controls the flow rate of coolant sprayed from the supply pipe onto the stator of the drive motor; and the third throttling pipe controls the flow rate of coolant sprayed from the supply pipe onto the stator of the generator, preventing localized over- or under-flow of coolant. The first and second throttling pipes increase the coolant spray velocity, enhancing the convective heat transfer effect of the coolant impacting the stator of the drive motor and the stator of the generator, quickly removing heat and improving the heat exchange efficiency of the drive assembly.

[0020] Furthermore, the drive motor and generator are located on opposite sides of the reduction gear, and the liquid supply pipe extends along a second direction, which is consistent with the arrangement direction of the drive motor, reduction gear, and generator. The first throttling pipe includes a main body section and a throttling section. The extension direction of the main body section is perpendicular to the second direction. The throttling section connects the main body section and the first cooling pipe and extends along the second direction. The inner diameter of the throttling section is smaller than the inner diameter of the main body section and smaller than the inner diameter of the first cooling pipe.

[0021] Based on the aforementioned technical means, the drive motor and generator are located on opposite sides of the reduction mechanism, forming a symmetrical counterweight on both sides of the reduction mechanism. This avoids unilateral weight distribution in the drive assembly, thereby reducing pitch and roll moments during vehicle operation and improving vehicle stability. Furthermore, the extension direction of the coolant supply pipe is consistent with the arrangement direction of the drive motor, reduction mechanism, and generator, covering their heat dissipation areas and delivering coolant to these areas. Additionally, the main body of the first throttling pipe guides the coolant in the supply pipe to the target area. The diameter of the throttling section of the first throttling pipe is smaller than the inner diameter of the main body and also smaller than the inner diameter of the first cooling pipe. This reduces the coolant flow rate from the supply pipe into the first cooling pipe, preventing excessive flow and coolant waste, and improving coolant utilization efficiency.

[0022] Furthermore, the drive assembly also includes: a first rotating shaft and a second rotating shaft. The first rotating shaft is connected to the rotor of the generator; a reduction gear mechanism is also connected to the first rotating shaft. The first rotating shaft has a first cooling channel and a first throttling channel. The first cooling channel is connected to a liquid supply pipe and extends axially along the first rotating shaft; the first throttling channel is connected to the first cooling channel and penetrates the first rotating shaft radially; the inner diameter of the first throttling channel is smaller than the inner diameter of the first cooling channel. The second rotating shaft is connected to the rotor of the drive motor; the second rotating shaft can be drivenly connected to the first rotating shaft; the second rotating shaft has a second cooling channel and a second throttling channel. The second cooling channel is connected to the first cooling channel and extends axially along the second rotating shaft; the second throttling channel is connected to the second cooling channel and penetrates the second rotating shaft radially; the inner diameter of the second throttling channel is smaller than the inner diameter of the second cooling channel.

[0023] According to the above-mentioned technical means, the coolant flows from the supply pipe to the first cooling channel, which extends axially along the first rotating shaft. The first throttling channel is connected to the first cooling channel and penetrates the first rotating shaft radially. Therefore, during the rotation of the first rotating shaft, the coolant is thrown outward through the first throttling channel under the action of centrifugal force, and the thrown-out coolant can carry away the heat generated by the rotor of the drive motor during operation. Furthermore, the coolant can also flow from the first cooling channel to the second cooling channel. The second throttling channel is connected to the second cooling channel and penetrates the second rotating shaft radially. Therefore, during the rotation of the first rotating shaft, the coolant is thrown outward through the second throttling channel under the action of centrifugal force, and the thrown-out coolant can carry away the heat generated by the rotor of the generator during operation. In addition, since the inner diameter of the first throttling channel is smaller than the inner diameter of the first cooling channel, and the inner diameter of the second throttling channel is smaller than the inner diameter of the second cooling channel, the first and second throttling channels can limit the flow rate of coolant thrown out in a single operation, thus preventing excessive coolant from being thrown out. Excessive coolant not only causes waste but also hinders the rotation of the rotor, leading to a decrease in the efficiency of the drive motor and generator.

[0024] Furthermore, the drive motor and generator are located on opposite sides of the reduction gear, and the liquid supply pipe extends along a second direction, which is consistent with the arrangement direction of the drive motor, reduction gear, and generator. Along the direction from the first throttling pipe to the second throttling pipe, the inner diameter of the portion of the liquid supply pipe located between the first and second throttling pipes gradually decreases, and / or, along the direction from the first throttling pipe to the third throttling pipe, the inner diameter of the portion of the liquid supply pipe located between the first and third throttling pipes gradually decreases.

[0025] According to the above technical means, since the diameter of the liquid supply pipe decreases, the flow rate of the coolant inside it will increase. Along the direction from the first throttling pipe to the second throttling pipe, the inner diameter of the portion of the liquid supply pipe between the first and second throttling pipes gradually decreases, which can accelerate the spraying of coolant from the second throttling pipe. Along the direction from the first throttling pipe to the third throttling pipe, the inner diameter of the portion of the liquid supply pipe between the first and third throttling pipes gradually decreases, which can accelerate the spraying of coolant from the third throttling pipe, thereby improving the cooling efficiency of the coolant.

[0026] Furthermore, the drive assembly also includes a differential and a third cooling channel. The differential is connected to the reduction gear mechanism and includes a housing and a differential assembly, with the differential assembly housed within the housing. The housing has a liquid inlet, one end of the third cooling channel is connected to the first cooling pipe, and the other end of the third cooling channel is connected to the liquid inlet.

[0027] Based on the aforementioned technical means, the differential distributes the power of the reduction mechanism to the left and right wheels. Furthermore, the third cooling channel guides the coolant from the first cooling pipe into the differential housing, thereby cooling the differential components and preventing thermal deformation due to high temperatures, thus ensuring the transmission accuracy of the differential.

[0028] A vehicle comprising the aforementioned drive assembly.

[0029] The beneficial effects of this invention are: (1) The first cooling pipe can spray coolant onto the deceleration mechanism. The coolant can absorb the heat generated by the deceleration mechanism during operation, prevent the deceleration mechanism from overheating and causing damage to its components, thereby extending the service life of the deceleration mechanism and reducing its failure rate. (2) The housing can recycle coolant, which can reduce environmental pollution and reuse coolant, thus reducing the cost of using the drive assembly. Attached Figure Description

[0030] Figure 1 A schematic diagram of a vehicle structure provided in an embodiment of this application; Figure 2 This is a schematic diagram of a drive assembly provided in an embodiment of this application; Figure 3 An exploded view of a drive assembly provided in an embodiment of this application; Figure 4 A schematic diagram showing the positions of the first and second portions of the cavity provided in this application embodiment; Figure 5 This is a schematic diagram of a recessed cavity provided in an embodiment of this application; Figure 6 As provided in the embodiments of this application Figure 3 The diagram shows a reduction gear mechanism and a first cooling pipe. Figure 7 A schematic diagram of the gear meshing section of a speed reduction mechanism provided in an embodiment of this application; Figure 8 As provided in the embodiments of this application Figure 2 The drive assembly shown is a cross-sectional view (AA section). Figure 9 As provided in the embodiments of this application Figure 2 The shown is a BB cross-sectional view of the drive assembly; Figure 10 As provided in the embodiments of this application Figure 2 The diagram shown is a structural schematic of the differential. Figure 11 As provided in the embodiments of this application Figure 2 The diagram shows the working principle of the filter, pump body, valve and cooling device.

[0031] Among them, 1000 represents vehicles; 100 represents drive systems. 10. Shell; 11. Receiving cavity; 111. First part of space; 112. Second part of space; 12. Left shell; 13. Right shell; 131. Main shell; 132. End cap; 14. First inner wall surface; 15. Second inner wall surface; 16. Groove; 161. Opening; 162. Bottom wall surface; 20. Reduction mechanism; 21. First gear; 22. Second gear; 23. Third gear; 24. Fourth gear; 25. Fixed shaft; 30. First cooling pipe; 31. First pipe; 311. First sub-pipe; 312. Second sub-pipe; 32. Second pipe; 321. Third sub-pipe; 322. Fourth sub-pipe; 40. Liquid supply pipeline; 50. First throttling pipe; 51. Main section; 52. Throttling section; 61. Drive motor; 611. Stator of drive motor; 612. Rotor of drive motor; 62. Second throttling pipe; 63. Generator; 631. Stator of generator; 632. Rotor of generator; 64. Third throttling pipe; 65. Cooling device; 66. First shaft; 661. First cooling channel; 662. First throttling passage; 67. Second shaft; 671. Second cooling channel; 672. Second throttling passage; 68. One-way controllable clutch; 69. Fourth throttling pipe; 71. Conveying pipe; 72. First connecting... 73. Connecting pipe; 74. Intermediate connecting plate; 75. Injection pipe; 76. Differential; 761. Housing; 7611. Liquid inlet; 762. Differential assembly; 763. First bearing; 764. Second bearing; 765. Third shaft; 7651. Third cooling channel; 7652. Transport channel; 77. Third cooling channel; 78. Fourth cooling channel; 79. Reinforcing rib; 81. Filter; 82. Pump body; 83. Valve; 84. Third bearing; 85. Fourth bearing; 86. Fifth bearing; 87. Sixth bearing. Detailed Implementation

[0032] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0033] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0034] Please refer to Figure 1 This application provides a vehicle 1000, which includes a drive assembly 100 and wheels. The drive assembly 100 is connected to the wheels and is adapted to drive the wheels to move.

[0035] Vehicle 1000 can be, but is not limited to, pure electric vehicles (PEV / BEV), hybrid electric vehicles (HEV), range-extended electric vehicles (REEV), plug-in hybrid electric vehicles (PHEV), and new energy vehicles.

[0036] Please refer to Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 6 This application also proposes a drive assembly 100, which includes: a housing 10, a reduction mechanism 20, and a first cooling pipe 30. The housing 10 is provided with a receiving cavity 11; the first cooling pipe 30 is connected inside the housing 10 and is used to spray coolant onto the reduction mechanism 20; the cavity includes a first part space 111 and a second part space 112, the first part is located above the second part, the reduction mechanism 20 is located in the first part, and the second part is used to receive the coolant flowing back into the cavity 11.

[0037] For example, the reduction mechanism 20 can be a gear drive reduction mechanism, a belt drive reduction mechanism, or a chain drive reduction mechanism, etc., and the embodiments of this application do not limit it.

[0038] For example, the coolant can be a lubricating oil, which has both lubrication and cooling functions. The coolant can also be a water-based ethylene glycol coolant or an oil-based independent coolant, etc. The embodiments of this application do not limit this.

[0039] Optionally, the connection between the first cooling pipe 30 and the housing 10 can be a detachable connection. For example, the detachable connection can be a bolted connection or a snap-fit ​​connection, etc., and this embodiment does not limit this. Optionally, the connection between the first cooling pipe 30 and the housing 10 can also be a non-detachable connection. For example, the non-detachable connection can be welded or glued, etc., and this embodiment does not limit this.

[0040] In one possible structural design, housing 10 includes a left housing 12 and a right housing 13. The right housing 13 includes a main housing 131 and an end cover 132. The left housing 12 is bolted to the main housing 131, and the end cover 132 is bolted to the main housing 131. This structural design allows for the separation of the left housing 12 and the main housing 131, or the separation of the end cover 132 and the main housing 131, depending on the location of the fault in the reduction mechanism 20. This enables the repair or replacement of the faulty component, reducing the maintenance difficulty and time cost of the reduction mechanism 20.

[0041] In another possible structural design, the housing 10 includes a left housing 12 and a right housing 13, which are formed into a single structure by welding or stamping. This structural design makes the housing 10 more resistant to torsion and vibration, and can reduce the risk of coolant leakage.

[0042] In another possible structural design, the drive assembly 100 also includes a drive motor 61, which is connected to a reduction mechanism 20, which is connected to the wheel and drives the wheel to move.

[0043] Based on this, the housing 10 provides a positioning base for the reduction mechanism 20 and the first cooling pipe 30, and can support the weight of the reduction mechanism 20 and the first cooling pipe 30. Simultaneously, the housing 10 can prevent external dust, mud, water, and other impurities from entering the receiving cavity 11, avoiding abnormal wear of the reduction mechanism 20 and the first cooling pipe 30 caused by these impurities, and ensuring the normal operation of the reduction mechanism 20 and the first cooling pipe 30. Furthermore, the reduction mechanism 20 can reduce the output speed of the power source (engine / motor) while increasing torque, allowing the wheels to obtain sufficient driving force, ensuring the vehicle's starting, acceleration, and hill-climbing performance. Additionally, the first cooling pipe 30 can spray coolant onto the reduction mechanism 20. The coolant can absorb the heat generated by the reduction mechanism 20 during operation, preventing overheating and damage to its components, thereby extending the service life of the reduction mechanism 20 and reducing its failure rate. Furthermore, since the cavity includes a first space 111 and a second space 112, the coolant, after cooling the deceleration mechanism 20 in the first space 111, can flow back to the second space 112 under gravity, thus enabling coolant recycling. This reduces environmental pollution and allows for the reuse of the coolant, lowering the operating cost of the drive assembly 100. Moreover, the deceleration mechanism 20, positioned in the first space 111, does not agitate the coolant flowing back to the second space 112, preventing increased power loss due to agitation and improving the deceleration efficiency of the deceleration mechanism 20.

[0044] Please refer to Figure 3, Figure 4 and Figure 5 In some embodiments, the housing 10 includes a first inner wall surface 14 and a second inner wall surface 15 disposed opposite to each other, the second inner wall surface 15 being located below the first inner wall surface 14, and the housing 10 is further provided with a groove 16, the groove 16 being recessed from the second inner wall surface 15 away from the first inner wall surface 14, the groove 16 forming at least a portion of the second part.

[0045] In one possible structural design, the groove 16 is formed on the second inner wall surface 15, and the groove 16 is located directly below the reduction mechanism 20, reducing the liquid level of the coolant below the reduction mechanism 20 and preventing the coolant from hindering the normal operation of the reduction mechanism 20.

[0046] In this way, due to the action of gravity, the coolant flows back to the second part and accumulates on the second inner wall surface 15, and the coolant level will gradually rise. The groove 16 is recessed from the second inner wall surface 15 to the first inner wall surface 14. Therefore, the groove 16 can reduce the coolant level when it accumulates, so that the coolant can gather in the second part space, thereby preventing the liquid surface from contacting the deceleration mechanism 20 and generating liquid resistance on the deceleration mechanism 20.

[0047] In some embodiments, the housing 10 includes a first inner wall surface 14 and a second inner wall surface 15 disposed opposite to each other. The second inner wall surface 15 is located below the first inner wall surface 14 and is inclined downward in a second direction perpendicular to the arrangement direction of the first inner wall surface 14 and the second inner wall surface 15. Thus, the returning coolant will flow along the second inner wall surface 15 to the lowest point under the action of gravity, so that the coolant can collect in the second portion of the space.

[0048] Please refer to Figure 3 , Figure 4 and Figure 5 In some embodiments, the groove 16 has opposing openings 161 and bottom wall surfaces 162, with the bottom wall surface 162 located below the opening 161. Along the arrangement direction of the first inner wall surface 14 and the second inner wall surface 15, the bottom wall surface 162 is lower than any part of the second inner wall surface 15.

[0049] In this way, a portion of the coolant can be collected into the groove 16 through the opening 161 and come into contact with the bottom wall surface 162. Since the bottom wall surface 162 is lower than any part of the second inner wall surface 15 along the arrangement direction of the first inner wall surface 14 and the second inner wall surface 15, it ensures that the coolant can be collected into the groove under the action of gravity.

[0050] Please refer to Figure 3 , Figure 5 , Figure 6 and Figure 7In some embodiments, the deceleration mechanism 20 includes a first gear 21 and a second gear 22 that mesh with each other; the first cooling pipe 30 includes a first pipe 31 and a second pipe 32. Along a first direction, at least a portion of the first pipe 31 is located on one side of the meshing portion of the first gear 21 and the second gear 22, and at least a portion of the second pipe 32 is located on the other side of the meshing portion of the first gear 21 and the second gear 22. The first direction is perpendicular to the arrangement direction of the first gear 21 and the second gear 22.

[0051] In one possible structural design, at least a portion of the first pipe 31 is connected to one end of the second pipe 32. The other end of the first pipe 31 is located on one side of the meshing portion of the first gear 21 and the second gear 22, and the other end of the second pipe 32 is located on the other side of the meshing portion of the first gear 21 and the second gear 22. The first pipe 31 and the second pipe 32 are arranged in a "V" shape, which can guide the coolant to both sides of the meshing portion of the first gear 21 and the second gear 22. Based on this, the reduction mechanism 20 achieves speed reduction through the meshing transmission of the first gear 21 and the second gear 22. Furthermore, since the first pipe 31 and the second pipe 32 are located on both sides of the meshing part of the first gear 21 and the second gear 22 along the arrangement direction perpendicular to the first gear 21 and the second gear 22, the first pipe 31 and the second pipe 32 can cool both sides of the meshing part of the first gear 21 and the second gear 22 respectively, avoiding excessive local temperature difference caused by cooling on one side of the meshing part, thereby reducing the thermal deformation of the first gear 21 and the second gear 22, ensuring the accuracy of gear meshing, and reducing the vibration and noise during the transmission process of the first gear 21 and the second gear 22.

[0052] For example, the first direction can be perpendicular to the axis of the first gear, or it can be consistent with the axis of the first gear.

[0053] Please refer to Figure 3 , Figure 5 , Figure 6 and Figure 7 In some embodiments, the first pipe 31 includes a first sub-pipe 311 and a second sub-pipe 312. The first sub-pipe 311 extends along the arrangement direction of the first gear 21 and the second gear 22. The second sub-pipe 312 is connected to the first sub-pipe 311 and is located on one side of the meshing part of the first gear 21 and the second gear 22 in a first direction. The extension direction of the second sub-pipe 312 is consistent with the axial direction of the first gear 21, and the second sub-pipe 312 is provided with spray holes.

[0054] In one possible structural design, the second pipe 32 includes a third sub-pipe 321 and a fourth sub-pipe 322. The angle between the extension direction of the third sub-pipe 321 and the extension direction of the first sub-pipe 311 is greater than or equal to 10° and less than or equal to 180°. For example, the angle can be 10°, 20° or 180°, etc. The embodiments of this application do not limit this. The fourth sub-pipe 322 is connected to the third sub-pipe 321 and is located on the other side of the meshing part of the first gear 21 and the second gear 22 in the first direction. The extension direction of the fourth sub-pipe 322 is consistent with the axial direction of the first gear 21. The fourth sub-pipe 322 is provided with spray holes.

[0055] In this way, the first sub-pipe 311 delivers coolant to the vicinity of the meshing part of the first gear 21 and the second gear 22. The second sub-pipe 312 is connected to the first sub-pipe 311 and extends axially towards the first gear. The second sub-pipe 312 is provided with spray holes. This arrangement can reduce the distance between the spray holes and the meshing part of the first gear 21 and the second gear 22, thereby reducing coolant loss and improving the heat exchange effect of the coolant.

[0056] Please refer to Figure 6 In some embodiments, the first direction can be perpendicular to the axial direction of the first gear 21. Therefore, the first pipe 31 and the second pipe 21 can spray the meshing parts of the first gear 21 and the second gear 22 from both sides along the axial direction of the first gear 21. In addition, the meshing parts of the first gear 21 and the second gear 22 can also be sprayed from both radial sides of the first gear 21. Compared with single-sided spraying, this structure design has a larger cooling area and more uniform heat exchange, avoiding local high temperature zones at the meshing parts of the first gear 21 and the second gear 22, and improving the heat exchange effect of the coolant.

[0057] Please refer to Figure 6 In some embodiments, the first direction can be parallel to the axial direction of the first gear 21, so the first pipe 31 and the second pipe 32 can spray the meshing parts of the first gear 21 and the second gear 22 from both sides along the axial direction of the first gear 21. This avoids the formation of localized high-temperature zones at the meshing parts of the first gear 21 and the second gear 22.

[0058] Please refer to Figure 3 , Figure 5 , Figure 6 and Figure 7 In some embodiments, the reduction mechanism 20 further includes a third gear 23 and a fourth gear 24. The third gear 23 is coaxially arranged with and connected to the second gear 22. The fourth gear 24 meshes with the third gear 23. At least a portion of the first pipe 31 is located above the meshing portion of the third gear 23 and the fourth gear 24.

[0059] At least a portion of the first pipe 31 is located above the meshing portion of the third gear 23 and the fourth gear 24. Therefore, the first pipe 31 can spray coolant onto the meshing portion of the third gear 23 and the fourth gear 24 from above, thereby cooling the meshing portion of the third gear 23 and the fourth gear 24, preventing the meshing portion of the third gear 23 and the fourth gear 24 from overheating and causing the gear teeth to stick, thus improving the service life of the third gear 23 and the fourth gear 24.

[0060] In one possible structural design, the second sub-pipe 312 extends directly above the meshing portion of the third gear 23 and the fourth gear 24, and the second sub-pipe 312 is provided with spray holes.

[0061] In this way, the coolant can penetrate into the tiny gap between the meshing parts of the third gear 23 and the fourth gear 24 under the action of gravity, and can increase the spray area of ​​the coolant, resulting in a better cooling effect.

[0062] In one possible structural design, the reduction mechanism 20 also includes a fixed shaft 25, and the third gear 23 and the second gear 22 are both connected to the fixed shaft 25 for transmission.

[0063] Please refer to Figure 1 , Figure 3 , Figure 8 and Figure 9 In some embodiments, the drive assembly 100 further includes: a liquid supply pipe 40, a first throttling pipe 50, a drive motor 61, a second throttling pipe 62, a generator 63, and a third throttling pipe 64. The liquid supply pipe 40 is located within the housing 10 and is used to connect to external coolant; the first throttling pipe 50 connects the liquid supply pipe 40 and the first cooling pipe 30, and the drive motor 61 is located within the receiving cavity 11. The second throttling pipe 62 connects to the liquid supply pipe 40 and is used to spray coolant onto the stator 611 of the drive motor; the generator 63 is located within the receiving cavity 11; the third throttling pipe 64 connects to the liquid supply pipe 40 and is used to spray coolant onto the stator 631 of the generator. It should be noted that the liquid supply pipe 40 may also be located within the receiving cavity 11; this embodiment does not limit this.

[0064] In one possible structural design, the first sub-pipe 311 and the third sub-pipe 321 are connected, and the first throttling pipe 50 is connected between the liquid supply pipe 40 and the third sub-pipe 321.

[0065] In another possible structural design, there are multiple first throttling pipes 50, and the liquid supply pipe 40 can be connected to the first sub-pipe 311 and the third sub-pipe 321 respectively through multiple first throttling pipes 50.

[0066] In one possible structural design, the drive assembly 100 further includes a cooling device 65, which is fixedly connected to the side of the housing 10 away from the receiving cavity 11. A liquid supply pipe 40 is connected to the cooling device 65, and a third throttling pipe 64 is connected to the cooling device 65. The cooling device 65 is adapted to supply coolant to the liquid supply pipe 40 and the third throttling pipe 64.

[0067] For example, when the coolant is lubricating oil, the cooling device 65 can be an oil cooler.

[0068] In one possible structural design, coolant channels are formed on the side of the stator 611 of the drive motor and the stator 631 of the generator that are away from the rotor. When coolant is sprayed from the second throttling pipe 62 onto the stator 611 of the drive motor, the coolant will flow along the coolant channels, expanding the cooling range of the coolant.

[0069] Based on this, the generator 63 is suitable for generating electricity to power the electrical system of the vehicle 1000, and the drive motor 61 is suitable for driving the wheels. The coolant supply pipe 40 is connected to an external coolant supply. The first throttling pipe 50 controls the flow rate of coolant entering the first cooling pipe 30 from the coolant supply pipe 40. The second throttling pipe 62 controls the flow rate of coolant sprayed from the coolant supply pipe 40 onto the stator 611 of the drive motor. The third throttling pipe 64 controls the flow rate of coolant sprayed from the coolant supply pipe 40 onto the stator 631 of the generator, preventing excessive or insufficient coolant flow in certain areas. The first throttling pipe 50 and the second throttling pipe 62 increase the spray velocity of the coolant, enhancing the convective heat transfer effect of the coolant impacting the stator 611 of the drive motor and the stator 631 of the generator, quickly removing heat and improving the heat exchange efficiency of the drive assembly 100.

[0070] Please refer to Figure 3 , Figure 8 and Figure 9 In some embodiments, the drive motor 61 and the generator 63 are located on opposite sides of the reduction mechanism 20, and the liquid supply pipe 40 extends along a second direction, which is consistent with the arrangement direction of the drive motor 61, the reduction mechanism 20, and the generator 63. The first throttling pipe 50 includes a main body section 51 and a throttling section 52. The extension direction of the main body section 51 is perpendicular to the second direction. The throttling section 52 connects the main body section 51 and the first cooling pipe 30 and extends along the second direction. The inner diameter of the throttling section 52 is smaller than the inner diameter of the main body section 51 and smaller than the inner diameter of the first cooling pipe 30.

[0071] In one possible structural design, the stator 611 of the drive motor 61 and the stator 631 of the generator are both press-fitted onto the housing 10, which is suitable for fixing the positions of the stator 611 of the drive motor 61 and the stator 631 of the generator.

[0072] In this way, the drive motor 61 and the generator 63 are located on opposite sides of the reduction mechanism 20, which can form a symmetrical counterweight on opposite sides of the reduction mechanism 20, avoiding the drive assembly 100 from being unbalanced on one side, thereby reducing the pitch and roll moments when the vehicle 1000 is driving and improving the stability of the vehicle 1000.

[0073] In addition, the extension direction of the liquid supply pipe 40 is consistent with the arrangement direction of the drive motor 61, the reduction mechanism 20 and the generator 63, which can cover the heat dissipation area of ​​the drive motor 61, the reduction mechanism 20 and the generator 63, and deliver coolant to the heat-generating area of ​​the drive motor 61, the reduction mechanism 20 and the generator 63.

[0074] In addition, the main body section 51 of the first throttling pipe 50 can guide the coolant in the supply pipe 40 to the target area. The diameter of the throttling section 52 of the first throttling pipe 50 is smaller than the inner diameter of the main body section and smaller than the inner diameter of the first cooling pipe 30. This can reduce the flow rate of coolant entering the first cooling pipe 30 from the supply pipe 40, avoid excessive flow leading to coolant waste, and improve the utilization efficiency of coolant.

[0075] Please refer to Figure 8 In some embodiments, the first throttling pipe 50 is connected between the liquid supply pipe 40 and the first cooling pipe 30. The extension direction of the first throttling pipe 50 is perpendicular to the extension direction of the liquid supply pipe 40, and the inner diameter of the first throttling pipe 50 gradually decreases along the extension direction of the first throttling pipe 50, which is suitable for reducing the flow rate from the liquid supply pipe 40 to the first cooling pipe 30.

[0076] Please refer to Figure 1 , Figure 3 , Figure 8 and Figure 9 In some embodiments, the drive assembly 100 further includes a first shaft 66 and a second shaft 67. The first shaft 66 is connected to the rotor 632 of the generator; the first shaft 66 is driven by the reduction gear 20.

[0077] The first rotating shaft 66 is provided with a first cooling channel 661 and a first throttling channel 662. The first cooling channel 661 is connected to the liquid supply pipe 40 and extends along the axial direction of the first rotating shaft 66. The first throttling channel 662 is connected to the first cooling channel 661 and penetrates the first rotating shaft 66 radially. The inner diameter of the first throttling channel 662 is smaller than the inner diameter of the first cooling channel 661.

[0078] The second rotating shaft 67 is connected to the rotor 612 of the drive motor; the second rotating shaft 67 can be drivenly connected to the first rotating shaft 66; the second rotating shaft 67 is provided with a second cooling channel 671 and a second throttling channel 672, the second cooling channel 671 communicates with the first cooling channel 661 and extends along the axial direction of the second rotating shaft 67; the second throttling channel 672 communicates with the second cooling channel 671 and penetrates the second rotating shaft 67 radially; the inner diameter of the second throttling channel 672 is smaller than the inner diameter of the second cooling channel 671.

[0079] For example, there can be multiple first throttling channels 662 and second throttling channels 672, which increases the flow rate of coolant thrown out from the first throttling channels 662 and second throttling channels 672 and expands the coverage area of ​​the coolant.

[0080] In one possible structural design, the drive assembly 100 further includes: a one-way controllable clutch 68, a battery, and an engine. A first rotating shaft 66 and a second rotating shaft 67 are coaxially arranged and connected via the one-way controllable clutch 68. The one-way controllable clutch 68 can drive the first rotating shaft 66 and the second rotating shaft 67, and can also disconnect the drive connection between the first rotating shaft 66 and the second rotating shaft 67. The engine and the second rotating shaft 67 are drive-connected, and the battery and the drive motor 61 are electrically connected. Thus, when the one-way controllable clutch 68 is engaged, the engine drives the generator 63 to rotate and generate electricity, which in turn drives the wheels. When the one-way controllable clutch 68 is disengaged, the battery supplies power to the drive motor 61, and the drive motor 61 drives the wheels.

[0081] In one possible structural design, the drive assembly 100 further includes a fourth throttling pipe 69 and a delivery pipe 71. The delivery pipe 71 is disposed within the end cap 132 of the housing 10. The fourth throttling pipe 69 is connected to the end of the supply pipe 40 opposite to the second throttling pipe 62. Along the direction from the first throttling pipe 50 toward the third throttling pipe 64, the diameter of the fourth throttling pipe 69 gradually decreases, and the diameter at all points within the fourth throttling pipe 69 is smaller than the diameter at all points within the supply pipe 40. The fourth throttling pipe 69 is connected to the delivery pipe 71, and the delivery pipe 71 is connected to the first cooling channel 661. In this way, the fourth throttling pipe can reduce the flow rate of coolant flowing into the delivery pipe 71, preventing coolant waste. Furthermore, by setting the inner diameters of the first throttling pipe 50, the second throttling pipe 62, the third throttling pipe 64, and the fourth throttling pipe 69, different flow distributions can be achieved for the first throttling pipe 50, the second throttling pipe 62, the third throttling pipe 64, and the fourth throttling pipe 69.

[0082] In one possible structural design, the drive assembly 100 further includes: a first connecting pipe 72 and a second connecting pipe 73. One end of the first connecting pipe 72 is connected to and press-fitted into the first cooling channel 661, and the other end of the first connecting pipe 72 is connected to and clearance-fitted into the conveying pipe 71. One end of the second connecting pipe 73 is connected to and press-fitted into the first cooling channel 661, and the other end of the second connecting pipe 73 is connected to and clearance-fitted into the second cooling channel 671. In this way, while ensuring the connection between the conveying pipe 71, the first cooling channel 661, and the second cooling channel 671, the rotation of the first rotating shaft 66 and the second rotating shaft 67 is not affected.

[0083] Thus, the coolant flows from the supply pipe 40 to the second cooling channel 671, which extends axially along the second shaft 67. The second throttling channel 672 communicates with the second cooling channel 671 and penetrates the second shaft 67 radially. Therefore, during the rotation of the second shaft 67, the coolant is thrown outward through the second throttling channel 672 under centrifugal force, carrying away the heat generated by the generator rotor 632 during operation. Furthermore, the coolant can also flow from the second cooling channel 671 to the first cooling channel 661. The first throttling channel 662 communicates with the first cooling channel 661 and penetrates the first shaft 66 radially. Therefore, during the rotation of the first shaft 66, the coolant is thrown outward through the first throttling channel 662 under centrifugal force, carrying away the heat generated by the drive motor rotor 612 during operation. In addition, since the inner diameter of the first throttling channel 662 is smaller than the inner diameter of the first cooling channel 661, and the inner diameter of the second throttling channel 672 is smaller than the inner diameter of the second cooling channel 671, the first throttling channel 662 and the second throttling channel 672 can limit the flow rate of coolant thrown out in a single operation, thus preventing excessive coolant from being thrown out. Excessive coolant will not only cause waste, but will also hinder the rotation of the rotor, resulting in a decrease in the efficiency of the drive motor 61 and the generator 63.

[0084] Please refer to Figure 3 , Figure 6 and Figure 9 In some embodiments, the drive assembly 100 further includes a central connecting plate 74, which is fixedly connected to the housing 10. The central connecting plate 74 is disposed between the reduction mechanism 20 and the generator 63. A first hole and a second hole are formed on the central connecting plate 74. A first rotating shaft 66 passes through the first hole and can support the rotation of the first rotating shaft 66. A fixed shaft 25 passes through the second hole and can support the rotation of the fixed shaft 25.

[0085] Please refer to Figure 3 , Figure 8 and Figure 9 In some embodiments, the drive motor 61 and the generator 63 are located on opposite sides of the reduction mechanism 20, and the liquid supply pipe 40 extends along a second direction, which is consistent with the arrangement direction of the drive motor 61, the reduction mechanism 20, and the generator 63. Along the direction from the first throttling pipe 50 to the second throttling pipe 62, the inner diameter of the portion of the liquid supply pipe 40 located between the first throttling pipe 50 and the second throttling pipe 62 gradually decreases, and / or, along the direction from the first throttling pipe 50 to the third throttling pipe 64, the inner diameter of the portion of the liquid supply pipe 40 located between the first throttling pipe 50 and the third throttling pipe 64 gradually decreases.

[0086] Based on this, since the reduction in the diameter of the liquid supply pipe 40 will increase the flow rate of the coolant inside it, the inner diameter of the portion of the liquid supply pipe 40 located between the first throttling pipe 50 and the second throttling pipe 62 gradually decreases along the direction from the first throttling pipe 50 to the second throttling pipe 62, which can accelerate the spraying of coolant from the second throttling pipe 62. Similarly, the inner diameter of the portion of the liquid supply pipe 40 located between the first throttling pipe 50 and the third throttling pipe 64 gradually decreases along the direction from the first throttling pipe 50 to the third throttling pipe 64, which can accelerate the spraying of coolant from the third throttling pipe 64, thereby improving the cooling efficiency of the coolant.

[0087] Please refer to Figure 8 In some embodiments, the liquid supply pipe 40 is a straight pipe with the same inner diameter at all points, to avoid sudden changes in local pressure within the liquid supply pipe 40 that could affect the normal liquid supply of the liquid supply pipe 40.

[0088] Please refer to Figure 3 and Figure 10 In some embodiments, the drive assembly 100 further includes a differential 76 and a third cooling channel 77. The differential 76 is drive-connected to the reduction mechanism 20. The differential 76 includes a housing 761 and a differential assembly 762, with the differential assembly 762 disposed within the housing 761. The housing 761 has a liquid inlet 7611. One end of the third cooling channel 77 is connected to the first cooling pipe 30, and the other end of the third cooling channel 77 is connected to the liquid inlet 7611. It should be noted that the third cooling channel 77 is connected to the first cooling pipe 30 at point C.

[0089] For example, the differential 76 can be a dry differential 76 or a wet differential 76, etc., and this application does not limit it.

[0090] In one possible structural design, the differential 76 further includes a first bearing 763 and a second bearing 764, which are disposed opposite to each other on opposite sides of the differential 76 assembly and are adapted to support the rotation of the differential 76 assembly.

[0091] In one possible structural design, the differential 76 further includes a third rotating shaft 765. The third rotating shaft 765 has a third cooling channel 7651, a transport channel 7652, and a third throttling channel. One end of the transport channel 7652 has an inlet, and the other end of the transport channel 7652 communicates with the third cooling channel 7651 and penetrates the third rotating shaft 765 radially. The inlet is located directly below the liquid inlet 7611 and is spaced apart from the liquid inlet 7611. The first bearing 763 is disposed inside the differential housing. The third throttling channel communicates with the third cooling channel 7651 and penetrates the third rotating shaft 765 radially.

[0092] Based on this, the coolant flowing in from the inlet 7611 can flow into the third cooling channel 7651 via the transport channel 7652. During the rotation of the third shaft 765, the coolant is thrown out from the third throttling channel to cool the differential 76 assembly. In addition, while the coolant flows into the transport channel 7652 through the gap, a portion of the coolant will flow to the first bearing 763 to cool it and extend its service life.

[0093] Please refer to Figure 3 and Figure 10 In one possible structural design, the drive assembly 100 further includes: a fourth cooling channel 78 and a reinforcing rib 79. One end of the fourth cooling channel 78 is connected to the third cooling channel 77, and the other end of the fourth cooling channel 78 is provided with a liquid spray nozzle. The reinforcing rib 79 is disposed on the side of the liquid spray nozzle away from the fourth cooling channel 78, and at least a portion of the reinforcing rib 79 is located above the second bearing 764.

[0094] In this way, when the coolant is sprayed from the nozzle onto the reinforcing rib 79, the coolant can flow along the reinforcing rib 79 to the second bearing 764 to cool the second bearing 764, absorb the heat generated by the second bearing 764 during operation, and improve the service life of the second bearing 764.

[0095] In this way, the differential 76 distributes the power of the reduction mechanism 20 to the left and right wheels. In addition, the third cooling channel 77 can guide the coolant in the first cooling pipe 30 into the housing 761 of the differential 76, thereby cooling the differential assembly 762 and preventing thermal deformation of the differential assembly 762 due to high temperature, thus ensuring the transmission accuracy of the differential 76.

[0096] Please refer to Figure 3 and Figure 11In some embodiments, the drive assembly 100 further includes a filter 81, a pump body 82, and a valve 83. The filter 81 is fixedly connected to the housing 10 and disposed in the second part of the receiving cavity 11 space 112. The pump body 82 is fixedly connected to the housing 10. The filter 81 is connected to the pump body 82, the pump body 82 is connected to the valve 83, the valve 83 is connected to the cooling device 65, and the valve 83 is also connected to the liquid supply pipe 40. Exemplarily, the connection between the pump body 82 and the housing 10, and the connection between the filter 81 and the housing 10, can be a bolted connection or a welded connection, which is not limited in this application.

[0097] For example, the pump body 82 can be an electronic pump or a mechanical pump, and this application embodiment does not limit it.

[0098] For example, the number of pump bodies 82 can be one or more, and this application embodiment does not limit this.

[0099] For example, valve 83 can be a temperature control valve, which can control whether the coolant passes through the cooling device 65 for cooling based on the coolant temperature. Valve 83 can also be a solenoid valve, but this embodiment does not limit it to this.

[0100] In this way, the filter 81 filters the coolant in the second space 112 under the action of the pump body 82, and the valve 83 can control the flow direction of the coolant: cooling through the cooling device 65 or not cooling through the cooling device 65, which improves the flexibility of the coolant supply to the drive assembly 100.

[0101] Please refer to Figure 3 and Figure 11 In some embodiments, the drive assembly 100 further includes: a spray pipe 75, a central connecting plate pipe formed on the central connecting plate 74, one end of the central connecting plate pipe being connected to the pump body 82, the other end of the central connecting plate pipe being connected to the valve 83, the spray pipe 75 being connected to the central connecting plate pipe and being disposed toward the reduction mechanism 20.

[0102] Thus, when the coolant passes through the connecting plate pipe, the spray pipe 75 can spray coolant onto the reduction mechanism 20 to absorb the heat generated by the reduction mechanism 20 during operation and prevent the reduction mechanism 20 from being damaged due to high temperature.

[0103] Please refer to Figure 1 and Figure 9In some embodiments, the drive assembly 100 further includes a third bearing 84, a fourth bearing 85, a fifth bearing 86, and a sixth bearing 87. All three bearings are fixed inside the housing 10. The third bearing 84 and fourth bearing 85 are adapted to support the rotation of the first rotating shaft 66, and the fifth bearing 86 and sixth bearing 87 are adapted to support the rotation of the second rotating shaft 67. Thus, during the rotation of the first rotating shaft 66, the coolant ejected from the first throttling channel 662 can cool the third bearing 84 and fourth bearing 85; during the rotation of the second rotating shaft 67, the coolant ejected from the second throttling channel 672 can cool the fifth bearing 86 and sixth bearing 87, thereby improving the service life of the third bearing 84, fourth bearing 85, fifth bearing 86, and sixth bearing 87.

[0104] The above embodiments are merely preferred embodiments provided to fully illustrate the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention.

Claims

1. A drive assembly (100), characterized in that, include: A housing (10) having a receiving cavity (11); Speed ​​reduction mechanism (20); A first cooling pipe (30) is connected inside the housing (10) and is used to spray coolant onto the deceleration mechanism (20); The cavity includes a first part space (111) and a second part space (112), the first part being located above the second part, the deceleration mechanism (20) being located in the first part, and the second part being used to accommodate the coolant flowing back into the cavity.

2. The drive assembly (100) according to claim 1, characterized in that, The housing (10) includes a first inner wall surface (14) and a second inner wall surface (15) disposed opposite to each other, the second inner wall surface (15) being located below the first inner wall surface (14); The housing (10) is further provided with a groove (16), which is recessed from the second inner wall surface (15) away from the first inner wall surface (14), and the groove (16) forms at least a portion of the second part.

3. The drive assembly (100) according to claim 2, characterized in that, The groove (16) has opposing openings (161) and bottom wall surfaces (162), the bottom wall surfaces (162) being located below the openings (161) along the arrangement direction of the first inner wall surfaces (14) and the second inner wall surfaces (15), the bottom wall surfaces (162) being lower than any part of the second inner wall surfaces (15).

4. The drive assembly (100) according to claim 1, characterized in that, The reduction mechanism (20) includes a first gear (21) and a second gear (22) that mesh with each other; The first cooling pipe (30) includes a first pipe (31) and a second pipe (32). Along a first direction, at least a portion of the first pipe (31) is located on one side of the meshing portion of the first gear (21) and the second gear (22), and at least a portion of the second pipe (32) is located on the other side of the meshing portion of the first gear (21) and the second gear (22). The first direction is perpendicular to the arrangement direction of the first gear (21) and the second gear (22).

5. The drive assembly (100) according to claim 4, characterized in that, The first pipe (31) includes a first sub-pipe (311) and a second sub-pipe (312). The first sub-pipe (311) extends along the arrangement direction of the first gear (21) and the second gear (22). The second sub-pipe (312) is connected to the first sub-pipe (311) and is located on one side of the meshing part of the first gear (21) and the second gear (22) in a first direction. The extension direction of the second sub-pipe (312) is consistent with the axial direction of the first gear (21). The second sub-pipe (312) is provided with spray holes.

6. The drive assembly (100) according to claim 4, characterized in that, The reduction mechanism (20) further includes a third gear (23) and a fourth gear (24). The third gear (23) is coaxially arranged with the second gear (22) and connected to the second gear (22). The fourth gear (24) meshes with the third gear (23). At least a portion of the first pipe (31) is located above the meshing portion of the third gear (23) and the fourth gear (24).

7. The drive assembly (100) according to claim 1, characterized in that, Also includes: Liquid supply pipe (40) is provided inside the housing (10) and is used to connect to external coolant; A first throttling pipe (50) is connected between the liquid supply pipe (40) and the first cooling pipe (30); A drive motor (61) and a second throttling pipe (62) are provided. The drive motor (61) is located in the receiving cavity (11). The second throttling pipe (62) is connected to the liquid supply pipe (40) and is used to spray coolant onto the stator of the drive motor (61). A generator (63) and a third throttling pipe (64) are provided, wherein the generator (63) is located in the receiving cavity (11); the third throttling pipe (64) is connected to the liquid supply pipe (40) and is used to spray coolant onto the stator of the generator (63).

8. The drive assembly (100) according to claim 7, characterized in that, The drive motor (61) and the generator (63) are located on opposite sides of the reduction mechanism (20), and the liquid supply pipe (40) extends along a second direction, which is consistent with the arrangement direction of the drive motor (61), the reduction mechanism (20) and the generator (63). The first throttling pipe (50) includes a main body section (51) and a throttling section (52). The extension direction of the main body section (51) is perpendicular to the second direction. The throttling section (52) is connected between the main body section (51) and the first cooling pipe (30) and extends along the second direction. The inner diameter of the throttling section (52) is smaller than the inner diameter of the main body section (51) and smaller than the inner diameter of the first cooling pipe (30).

9. The drive assembly (100) according to claim 7, characterized in that, The drive assembly (100) also includes: A first rotating shaft (66) is connected to the rotor of the generator (63); the first rotating shaft (66) is connected to the reduction mechanism (20) in a transmission manner. The first rotating shaft (66) is provided with a first cooling channel (661) and a first throttling channel (662). The first cooling channel (661) is connected to the liquid supply pipe (40) and extends along the axial direction of the first rotating shaft (66). The first throttling channel (662) is connected to the first cooling channel (661) and penetrates the first rotating shaft (66) radially. The inner diameter of the first throttling channel (662) is smaller than the inner diameter of the first cooling channel (661). The second rotating shaft (67) is connected to the rotor of the drive motor (61); the second rotating shaft (67) can be drivenly connected to the first rotating shaft (66); The second rotating shaft (67) is provided with a second cooling channel (671) and a second throttling channel (672). The second cooling channel (671) is connected to the first cooling channel (661) and extends along the axial direction of the second rotating shaft (67). The second throttling channel (672) is connected to the second cooling channel (671) and penetrates the second rotating shaft (67) radially. The inner diameter of the second throttling channel (672) is smaller than the inner diameter of the second cooling channel (671).

10. The drive assembly (100) according to claim 7, characterized in that, The drive motor (61) and the generator (63) are located on opposite sides of the reduction mechanism (20), and the liquid supply pipe (40) extends along a second direction, which is consistent with the arrangement direction of the drive motor (61), the reduction mechanism (20) and the generator (63). Along the direction from the first throttling pipe (50) toward the second throttling pipe (62), the inner diameter of the portion of the liquid supply pipe (40) located between the first throttling pipe (50) and the second throttling pipe (62) gradually decreases; And / or, along the direction from the first throttling conduit (50) toward the third throttling conduit (64), the inner diameter of the portion of the liquid supply conduit (40) located between the first throttling conduit (50) and the third throttling conduit (64) gradually decreases.

11. The drive assembly (100) according to claim 1, characterized in that, Also includes: A differential (76) is connected to the reduction mechanism (20) in a transmission manner; the differential (76) includes a housing (761) and a differential assembly (762), the differential assembly (762) being disposed inside the housing (761); the housing (761) is provided with a liquid inlet (7611); The second cooling pipe (77) has one end connected to the first cooling pipe (30) and the other end connected to the liquid inlet (7611).

12. A vehicle (1000), characterized in that, Includes the drive assembly (100) as described in any one of claims 1-11.

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