Electric drive system and vehicle

Abstract

The embodiment of the invention relates to the technical field of vehicles, and discloses an electric drive system and a vehicle. The electric drive system comprises a shell, a first end cover, a second end cover, a first supporting plate, a second supporting plate and an oil cooler; a supporting wall, a first shell lubricating oil channel, an oil cooler oil inlet, an oil cooler oil outlet channel, a second shell lubricating oil channel and a third shell lubricating oil channel are arranged in the shell, oil channels are arranged in the first end cover and the second end cover respectively, and oil channels are arranged in the first supporting plate and the second supporting plate respectively. The two ends of the first shell lubricating oil channel communicate with the first end cover oil channel and the second end cover oil channel correspondingly, the two ends of the second shell lubricating oil channel communicate with the first supporting plate oil channel and the second supporting plate oil channel correspondingly, and the second shell lubricating oil channel communicates with the third shell lubricating oil channel. The oil cooler is arranged between the first shell lubricating oil channel and the second shell lubricating oil channel. By means of the technical scheme, the problems that in the prior art, a dual-motor driving system is complex in structure and poor in lubricating and cooling performance are solved.

Description

Technical Field

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

[0002] Existing dual-motor drive systems are typically parallel-axis electric drive systems, consisting of two motor drive subsystems, two parallel-axis reduction gear transmission subsystems, an electronic control subsystem, and a power supply subsystem. Existing dual-motor drive systems suffer from problems such as large size and poor lubrication and cooling performance. Summary of the Invention

[0003] In view of the shortcomings of the prior art, the purpose of this application is to provide an electric drive system and vehicle, which aims to solve the problems of large size and poor lubrication and cooling performance of the existing dual-motor drive system.

[0004] In a first aspect, this application provides an electric drive system, including a housing, a first end cover, a second end cover, a first support plate, a second support plate, a first motor, a second motor, a first reduction gear assembly, a second reduction gear assembly, and an oil cooler. A support wall is provided inside the housing. The first end cover and the second end cover are respectively fixedly connected to both sides of the housing along its axial direction. The first support plate is installed in the area between the first end cover and the support wall. The second support plate is installed in the area between the second end cover and the support wall. The first motor is installed between the support wall and the first support plate. The second motor is installed between the support wall and the second support plate. The first reduction gear assembly is installed between the first support plate and the first end cover. The second reduction gear assembly is installed between the second support plate and the second end cover. The housing contains a first housing lubrication channel, an oil cooler inlet, an oil cooler outlet, a second housing lubrication channel, and a third housing lubrication channel. The first and second housing lubrication channels are arranged along the axial direction of the housing. The third housing lubrication channel is located within the support wall. A first end cap oil channel is located within the first end cap, and a second end cap oil channel is located within the second end cap. A first support plate oil channel is located within the first support plate, and a second support plate oil channel is located within the second support plate. The two ends of the first housing lubrication channel are connected to the first end cap oil channel and the second end cap oil channel, respectively. The two ends of the second housing lubrication channel are connected to the first support plate oil channel and the second support plate oil channel, respectively. The middle part of the second housing lubrication channel is connected to the third housing lubrication channel. The input end of the oil cooler is connected to the first housing lubrication channel through the oil cooler inlet, and the output end of the oil cooler is connected to the second housing lubrication channel through the oil cooler outlet.

[0005] By adopting the above technical solution, and by reasonably setting the first support plate, the second support plate and the support wall, a first reducer cavity, a first motor cavity, a second motor cavity and a second reducer cavity are formed in the housing, which are symmetrically arranged and independent of each other. This facilitates the realization of coaxial dual motors, helps to reduce the size of the electric drive system, and has the characteristics of easy assembly.

[0006] In the above technical solution, the arrangement of the housing, first end cover, second end cover, first support plate, second support plate, and support wall creates a basically symmetrical lubrication circuit, ensuring balanced flow on both sides and facilitating flow distribution. Furthermore, the first housing lubrication channel distributes uncooled or partially cooled oil to the reducer chambers on both sides; the oil cooled by the oil cooler is then transported through the second housing lubrication channel, the third housing lubrication channel, and the support plate channel to the first and second motor areas, which generate more heat. This differentiated lubrication and cooling scheme, prioritizing cold oil for the motors and hot oil for the reducers, better balances the lubrication of the first and second reduction components as well as the cooling of the first and second motors.

[0007] In some embodiments, an oil collecting chamber is provided at the bottom of the housing, and a first oil pump and a second oil pump are installed at the bottom of the housing. The housing is provided with an oil inlet for the first oil pump, an oil inlet for the second oil pump, an oil outlet passage for the first oil pump, and an oil outlet passage for the second oil pump. The input end of the first oil pump is connected to the oil collecting chamber through the first oil pump inlet, and the output end of the first oil pump is connected to the lubricating oil passage of the first housing through the first oil pump oil outlet passage. The input end of the second oil pump is connected to the oil collecting chamber through the second oil pump inlet, and the output end of the second oil pump is connected to the lubricating oil passage of the first housing through the second oil pump oil outlet passage.

[0008] The above technical solution offers several advantages. First, the parallel oil pump supply system, compared to a single high-flow oil pump, utilizes two small-volume pumps arranged on either side of the bottom of the housing, resulting in a more compact structure and further reducing the size of the electric drive system, particularly its height, and facilitating installation. Second, the parallel oil pump supply system, combined with the placement of the first and second reduction gear components, ensures a more balanced supply of oil to both gear components, facilitating flow distribution. Third, the dual oil pumps act as backups for each other, enhancing the redundancy and reliability of the lubrication subsystem of the electric drive system. Furthermore, the dual oil pumps can work collaboratively to meet high-flow demands under heavy loads, and also allow for differentiated selection based on performance requirements, balancing cost and performance.

[0009] In some embodiments, the output end of the first oil pump outlet passage, the oil cooler inlet, and the output end of the second oil pump outlet passage are arranged sequentially at intervals along the axial direction of the housing.

[0010] By adopting the above technical solution, the oil inlet of the oil cooler is arranged in the area between the output end of the first oil pump outlet and the output end of the second oil pump outlet, which can better ensure the flow balance on the left and right sides, facilitate flow distribution, and better guarantee the oil supply to the two reduction gear components.

[0011] In some embodiments, the first motor is provided with a first motor stator oil passage that communicates with the lubricating oil passage of the second housing, and the second motor is provided with a second motor stator oil passage that communicates with the lubricating oil passage of the second housing.

[0012] By adopting the above technical solution and setting up the first motor stator oil passage and the second motor stator oil passage, the cooling effect on the first motor and the second motor can be improved.

[0013] In some embodiments, the first motor stator oil passage includes a first annular oil passage, multiple first radial oil passages, and multiple first axial oil passages. The first annular oil passage is connected to the second housing lubrication oil passage. The outermost ends of the multiple first radial oil passages are connected to the first annular oil passage, and the multiple first axial oil passages are respectively connected to the multiple first radial oil passages. The second motor stator oil passage includes a second annular oil passage, multiple second radial oil passages, and multiple second axial oil passages. The second annular oil passage is connected to the second housing lubrication oil passage. The outermost ends of the multiple second radial oil passages are connected to the second annular oil passage, and the multiple second axial oil passages are respectively connected to the multiple second radial oil passages.

[0014] By adopting the above technical solution, both the first motor and the second motor use motor stator oil channels composed of annular oil channels, radial oil channels and axial oil channels to achieve direct cooling within the slots of the first motor and the second motor, thereby improving the cooling performance of the first motor and the second motor.

[0015] In some embodiments, the third housing lubrication channel is provided with a first oil outlet for supplying lubricating oil to the motor shaft of the first motor and the motor shaft of the second motor; the third housing lubrication channel is provided with a second oil outlet for supplying lubricating oil to the bearing mounted on the support wall.

[0016] By adopting the above technical solution, the lubrication and cooling effect on the two motors and the bearings on the support wall can be enhanced.

[0017] In some embodiments, the first support plate oil passage is provided with a first motor-side oil outlet for supplying lubricating oil to the first motor and a first deceleration assembly-side oil outlet for supplying lubricating oil to the first deceleration assembly; the second support plate oil passage is provided with a second motor-side oil outlet for supplying lubricating oil to the second motor and a second deceleration assembly-side oil outlet for supplying lubricating oil to the second deceleration assembly.

[0018] By adopting the above technical solution, oil can be supplied to the motor cavity and reducer cavity through the oil passage of the support plate and the oil passage of the end cover, which can achieve more comprehensive and precise oil supply and help improve the lubrication and cooling performance of the electric drive system.

[0019] In some embodiments, the oil outlet passage of the oil cooler is located inside the support wall.

[0020] By adopting the above technical solution, the oil outlet channel of the oil cooler is integrated inside the support wall. On the one hand, the space inside the support wall is used in a reasonable way. On the other hand, oil can be supplied from the middle part of the electric drive system to both sides, ensuring the flow balance on both sides. It can also deliver the cooled oil to the motor area that needs cooling the most with the shortest path and the minimum temperature rise, further enhancing the cooling effect.

[0021] In some embodiments, a mounting cavity is provided on the front or rear side of the housing, and an electronic control component is detachably mounted in the mounting cavity.

[0022] By adopting the above technical solution and installing the electronic control components in a separate mounting cavity, modular integration and separation of the electronic control subsystem and the mechanical drive subsystem are achieved. This allows for modular disassembly, repair, or upgrade of the electronic control components, greatly improving the maintainability and functional expandability of the electronic control subsystem. Furthermore, the rational placement of the mounting cavity facilitates the arrangement of the water channels for the liquid cooling subsystem.

[0023] For example, power modules of different voltage or power levels can be easily replaced to adapt to different vehicle platforms or performance requirements, achieving a "pluggable hardware" functional evolution.

[0024] In some embodiments, the top of the housing is provided with an electrically controlled water inlet channel and the bottom of the housing is provided with an electrically controlled water outlet channel. The electrically controlled water inlet channel is used to deliver coolant to the electrically controlled component, and the electrically controlled water outlet channel is used to deliver the coolant output by the electrically controlled component to the oil cooler.

[0025] Using the above technical solution, the coolant first flows through the heat-generating electronic control components, absorbs waste heat, and then the heated coolant is guided to the oil cooler to cool the high-temperature lubricating oil as the cooling medium of the oil cooler, thus making full use of the cooling capacity of the coolant.

[0026] Secondly, embodiments of this application provide a vehicle including the electric drive system described in any of the above claims.

[0027] By adopting the above technical solutions, the optimized electric drive system of the vehicle features a compact, coaxially symmetrical design, freeing up more space for passenger compartment or battery placement. The efficient lubrication and cooling subsystem of the electric drive system ensures continuous high power output and reliability of the dual motors under complex operating conditions, contributing to improved vehicle performance, safety, and driving experience. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of this application or the background art, the accompanying drawings used in the embodiments of this application will be described below.

[0029] Figure 1 This is a schematic diagram of the vehicle structure disclosed in the embodiments of this application; Figure 2 This is one of the structural schematic diagrams of the electric drive system disclosed in the embodiments of this application; Figure 3 This is a second schematic diagram of the structure of the electric drive system disclosed in the embodiments of this application; Figure 4 This is one of the cross-sectional views of the electric drive system disclosed in the embodiments of this application; Figure 5 This is an exploded view of the electric drive system disclosed in the embodiments of this application; Figure 6 This is a partially enlarged cross-sectional view of the electric drive system disclosed in the embodiments of this application; Figure 7 This is a schematic diagram of the structure of the suction filter disclosed in the embodiments of this application; Figure 8 This is a schematic diagram of the oil collecting cavity structure disclosed in the embodiments of this application; Figure 9 This is one of the schematic diagrams of the lubrication and cooling subsystem of the electric drive system disclosed in the embodiments of this application; Figure 10 This is one of the schematic diagrams of the lubrication and cooling subsystem and the liquid cooling subsystem of the electric drive system disclosed in the embodiments of this application; Figure 11 This is a second schematic diagram of the lubrication and cooling subsystem of the electric drive system disclosed in the embodiments of this application; Figure 12 This is the third schematic diagram of the lubrication and cooling subsystem of the electric drive system disclosed in the embodiments of this application; Figure 13 This is a second schematic diagram of the lubrication and cooling subsystem and liquid cooling subsystem of the electric drive system disclosed in the embodiments of this application; Figure 14 This is a schematic diagram of the installation of the oil cooler disclosed in the embodiments of this application; Figure 15 This is a schematic diagram of a portion of the oil circuit of the lubrication and cooling subsystem disclosed in an embodiment of this application; Figure 16 This is a schematic block diagram of the lubrication and cooling subsystem disclosed in the embodiments of this application.

[0030] Explanation of reference numerals in the attached figures: 100-Vehicle; 1-Electric drive system; 2-Battery pack; 3-Controller; 4-Wheel; 5-Radiator; 6-Water pump; 7-Solenoid valve; 101-Housing; 102-First end cap; 103-Second end cap; 104-First motor; 105-Second motor; 106-First reduction gear assembly; 107-Second reduction gear assembly; 108-First support plate; 109-Second support plate; 110-Electrical control subsystem; 111-Junction box assembly; 112-Suction filter; 113-Oil pan; 114-First oil pump; 115-Second oil pump; 116-Oil cooler; 117-Electrically controlled water inlet; 118-Oil cooler water outlet; 1011-Support wall; 1012-Oil collecting chamber; 1013-First oil pump inlet; 1014-Second oil pump inlet; 1015-First oil pump outlet passage; 1016-Second oil pump outlet passage; 1017-First housing lubrication passage; 1018-Oil cooler inlet; 1019-Oil cooler outlet passage; 10110-Second housing lubrication passage; 10111-Third housing lubrication passage; 10112-First oil outlet; 10113-Second oil outlet; 10114-Connecting port; 10115-Electrically controlled water inlet passage; 10116-Electrically controlled water outlet passage; 1101 - Cover plate; 1102 - Electrical control components; 1021 - First end cover oil passage; 1031 - Second end cover oil passage; 1041 - First motor stator; 1042 - First motor rotor; 1043 - First motor shaft; 1044 - First reducer input gear; 1045 - First motor stator oil passage; 10451 - First annular oil passage; 10452 - First radial oil passage; 10453 - First axial oil passage; 1051 - Second motor stator oil passage; 10511 - Second annular oil passage; 10512 - Second radial oil passage; 10513 - Second axial oil passage; 1061 - First planetary gear; 1062 - First planetary carrier; 1063 - First gear ring; 1081 - First support plate oil passage; 1082 - Third oil outlet; 1083 - Fourth oil outlet; 1084 - Fifth oil outlet; 1085 - First motor side oil outlet; 1091 - Second support plate oil passage; 1092 - Sixth oil outlet; 1093 - Seventh oil outlet; 1094 - Eighth oil outlet; 1095 - Second motor side oil outlet; 1121 - Oil inlet of suction filter. Detailed Implementation

[0031] The terms "first," "second," etc., are used for descriptive purposes only and have no sequential or technical meaning, nor should they be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Directional terms used in this application, such as "upper," "lower," "front," "rear," "left," "right," "inner," and "outer," are merely for reference to the orientation shown in the accompanying drawings. The use of directional terms is for better and clearer explanation and understanding of this application, and does not indicate the orientation of the referred device or component in an actual application scenario.

[0032] In the description of the embodiments of this application, unless otherwise expressly specified and limited, the terms "installation" and "connection" should be interpreted broadly. For example, "connection" can be a detachable connection or a non-detachable connection; it can be a direct connection or an indirect connection through an intermediate medium. "Fixed connection" refers to a connection where the relative positional relationship remains unchanged after connection. "Rotary connection" refers to a connection where the two parts can rotate relative to each other after connection. "Sliding connection" refers to a connection where the two parts can slide relative to each other after connection.

[0033] The subject matter of this application is an electric drive system 1 and a vehicle 100. The electric drive system 1 is the inventive point of this application.

[0034] For ease of understanding, the embodiments of this application are described below with reference to the accompanying drawings.

[0035] Please see Figure 1 , Figure 1 This is a schematic diagram of the structure of the vehicle 100 disclosed in the embodiments of this application. The vehicle 100 can be, but is not limited to, a pure electric vehicle (PEV / BEV), a hybrid electric vehicle (HEV), a range-extended electric vehicle (REEV), a plug-in hybrid electric vehicle (PHEV), or a new energy vehicle.

[0036] In this embodiment of the application, the vehicle 100 includes a body and an electric drive system 1. The electric drive system 1 is disposed on the vehicle body and is used to drive the vehicle 100 to move. As a preferred example, such as... Figure 1 As shown, the vehicle 100 includes a body, an electric drive system 1, a battery pack 2, and a controller 3. The battery pack 2 is fixedly mounted on the bottom of the body, and the electric drive system 1 is located at the front-wheel drive and / or rear-wheel drive position of the body, and is fixedly connected to the body. The battery pack 2 is electrically connected to the electric drive system 1 and is used to supply power to the electric drive system 1. The controller 3 is used to control the operation of the electric drive system 1. After receiving power, the electric drive system 1 converts electrical energy into mechanical energy to drive the vehicle 100 to move.

[0037] Please see Figures 2 to 12 , Figure 2 This is one of the structural schematic diagrams of the electric drive system 1 disclosed in the embodiments of this application; Figure 3 This is a second schematic diagram of the structure of the electric drive system 1 disclosed in the embodiments of this application; Figure 4 This is one of the cross-sectional views of the electric drive system 1 disclosed in the embodiments of this application; Figure 5 This is an exploded view of the electric drive system 1 disclosed in an embodiment of this application; Figure 6 This is a partially enlarged cross-sectional view of the electric drive system 1 disclosed in an embodiment of this application; Figure 7 This is a schematic diagram of the structure of the suction filter 112 disclosed in the embodiments of this application; Figure 8 This is a schematic diagram of the structure of the oil collecting cavity 1012 disclosed in the embodiments of this application; Figure 9 This is one of the schematic diagrams of the lubrication and cooling subsystem of the electric drive system 1 disclosed in the embodiments of this application; Figure 10 This is one of the schematic diagrams of the lubrication and cooling subsystem and the liquid cooling subsystem of the electric drive system 1 disclosed in the embodiments of this application; Figure 11 This is a second schematic diagram of the lubrication and cooling subsystem of the electric drive system 1 disclosed in the embodiments of this application; Figure 12 This is the third schematic diagram of the lubrication and cooling subsystem of the electric drive system 1 disclosed in the embodiments of this application.

[0038] Some embodiments of this application disclose an electric drive system 1, which includes a housing 101, a first end cover 102, a second end cover 103, a first support plate 108, a second support plate 109, a first motor 104, a second motor 105, a first reduction gear assembly 106, a second reduction gear assembly 107, and an oil cooler 116. A support wall 1011 is provided inside the housing 101. The first end cover 102 and the second end cover 103 are respectively fixedly connected to both sides of the housing 101 in the axial direction. The first support plate 108 is mounted on... The area between the first end cap 102 and the support wall 1011; the area between the second end cap 103 and the support wall 1011; the area between the first motor 104 and the support wall 108; the area between the support wall 1011 and the first support plate 108; the area between the support wall 1011 and the second support plate 109; the area between the first reduction assembly 106 and the first end cap 102; and the area between the second support plate 109 and the second end cap 103. The housing 101 contains a first housing lubrication oil passage 1017, an oil cooler inlet 1018, an oil cooler outlet 1019, a second housing lubrication oil passage 10110, and a third housing lubrication oil passage 10111. The first and second housing lubrication oil passages 1017 and 10110 are both arranged along the axial direction of the housing 101. The third housing lubrication oil passage 10111 is located within the support wall 1011. A first end cap oil passage 1021 is located within the first end cap 102, a second end cap oil passage 1031 is located within the second end cap 103, a first support plate oil passage 1081 is located within the first support plate 108, and a second support plate oil passage 109 is located within the second support plate 109. The device is equipped with a second support plate oil passage 1091. The two ends of the first housing lubrication oil passage 1017 are connected to the first end cover oil passage 1021 and the second end cover oil passage 1031, respectively. The two ends of the second housing lubrication oil passage 10110 are connected to the first support plate oil passage 1081 and the second support plate oil passage 1091, respectively. The middle part of the second housing lubrication oil passage 10110 is connected to the third housing lubrication oil passage 10111. The input end of the oil cooler 116 is connected to the first housing lubrication oil passage 1017 through the oil cooler inlet 1018. The output end of the oil cooler 116 is connected to the second housing lubrication oil passage 10110 through the oil cooler outlet oil passage 1019.

[0039] By adopting the above technical solution, and by reasonably setting the first support plate 108, the second support plate 109 and the support wall 1011, a first reducer cavity, a first motor cavity, a second motor cavity and a second reducer cavity are formed in the housing 101, which are arranged symmetrically and independently. This provides convenience for realizing coaxial dual motors, helps to reduce the volume of the electric drive system 1, and has the characteristics of easy assembly.

[0040] In the above technical solution, the arrangement of the housing 101, the first end cover 102, the second end cover 103, the first support plate 108, the second support plate 109, and the support wall 1011 constructs a basically symmetrical lubrication oil circuit, ensuring balanced flow on both sides and facilitating flow distribution. Furthermore, the first housing lubrication oil passage 1017 is responsible for distributing uncooled or partially cooled oil to the reducer chambers on both sides; the oil cooled by the oil cooler 116 is then transported through the second housing lubrication oil passage 10110, the third housing lubrication oil passage 10111, and the support plate oil passage to the areas of the first motor 104 and the second motor 105, which generate more heat. This differentiated lubrication and cooling scheme, prioritizing cold oil for the motors and hot oil for the reducers, better balances the lubrication of the first reduction assembly 106 and the second reduction assembly 107 with the cooling of the first motor 104 and the second motor 105.

[0041] In the above technical solution, the electric drive system 1 is arranged in zones according to the characteristics of the components and integrated by zone. The overall layout adopts a left-right symmetrical layout, which has a high component reuse rate, which is conducive to cost amortization. It also has the characteristics of small size, strong expandability, and low manufacturing and maintenance costs.

[0042] In some embodiments, the bottom of the housing 101 is provided with an oil collecting chamber 1012, and a first oil pump 114 and a second oil pump 115 are installed at the bottom of the housing 101. The housing 101 is provided with a first oil pump inlet 1013, a second oil pump inlet 1014, a first oil pump outlet passage 1015, and a second oil pump outlet passage 1016. The input end of the first oil pump 114 is connected to the oil collecting chamber 1012 through the first oil pump inlet 1013, and the output end of the first oil pump 114 is connected to the first housing lubricating oil passage 1017 through the first oil pump outlet passage 1015. The input end of the second oil pump 115 is connected to the oil collecting chamber 1012 through the second oil pump inlet 1014, and the output end of the second oil pump 115 is connected to the first housing lubricating oil passage 1017 through the second oil pump outlet passage 1016.

[0043] The above-mentioned technical solution has several advantages. First, the parallel oil pump supply scheme, compared to a single high-flow oil pump, uses two small-volume pumps arranged on both sides of the bottom of the housing 101, resulting in a more compact structure and further reducing the size of the electric drive system 1, especially its height, and facilitating its installation. Second, the parallel oil pump supply scheme, combined with the arrangement of the first reduction assembly 106 and the second reduction assembly 107, ensures a more balanced supply of oil to both reduction assemblies, facilitating flow distribution. Third, the dual oil pumps serve as backups for each other, improving the redundancy and reliability of the lubrication and cooling subsystem of the electric drive system 1. Furthermore, the dual oil pumps can work collaboratively to meet the high-flow requirements under high loads, and also facilitate differentiated selection based on performance requirements, balancing cost and performance.

[0044] In some embodiments, the output end of the first oil pump outlet passage 1015, the oil cooler inlet 1018, and the output end of the second oil pump outlet passage 1016 are arranged sequentially at intervals in the axial direction of the housing 101.

[0045] By adopting the above technical solution, the oil cooler inlet 1018 is arranged in the area between the output end of the first oil pump outlet passage 1015 and the output end of the second oil pump outlet passage 1016. This can better ensure the flow balance on both sides, facilitate flow distribution, and better guarantee the oil supply to the two reduction gear components.

[0046] As a specific example, the suction filter 112, the first oil pump 114, the second oil pump 115, the oil cooler 116, and the oil passages within the electric drive system 1 constitute a lubrication and cooling subsystem. The main function of the suction filter 112 is to filter impurities in the oil. The main function of the first oil pump 114 and the second oil pump 115 is to draw oil from the oil sump in the oil collection chamber 1012 and pressurize it. The main function of the oil cooler 116 is to exchange heat and reduce the temperature of the lubricating oil.

[0047] In specific implementation, an oil pan 113 is provided in the middle of the bottom of the housing 101. The oil pan 113 and the housing 101 form an oil collecting chamber 1012. The suction filter 112 is arranged in the oil collecting chamber 1012, which can effectively filter impurity particles generated by the electric drive system 1, ensuring the stability and reliability of the lubricating performance of the lubricating oil within the specified lifespan. The oil collecting chamber 1012 is connected to the inner cavity of the housing 101 through a connecting port 10114. The bottom of the suction filter 112 is provided with a suction filter inlet, and the two outlets of the suction filter 112 are respectively connected to the first oil pump inlet 1013 and the second oil pump inlet 1014.

[0048] As a specific example, the first oil pump 114 and the second oil pump 115 are symmetrically arranged on both sides below the electric drive system 1. This arrangement balances a compact structure and aesthetic design, while allowing for flexible selection based on the performance requirements of the electric drive system 1 to meet different heat dissipation needs. For the dual-motor drive configuration, the single oil cooler 116 effectively simplifies the oil circuit design of the housing 101, aiding in structural and assembly simplification. Furthermore, the number of layers in the oil cooler 116 can be flexibly adjusted to meet varying cooling performance requirements.

[0049] In some embodiments, the first motor 104 is provided with a first motor stator oil passage 1045 that communicates with the lubricating oil passage 10110 of the second housing, and the second motor 105 is provided with a second motor stator oil passage 1051 that communicates with the lubricating oil passage 10110 of the second housing.

[0050] By adopting the above technical solution, the cooling effect on the first motor 104 and the second motor 105 can be improved by setting the first motor stator oil passage 1045 and the second motor stator oil passage 1051.

[0051] Please see Figure 15 , Figure 15 This is a schematic diagram of a portion of the oil circuit of the lubrication and cooling subsystem disclosed in an embodiment of this application. In some embodiments, the first motor stator oil passage 1045 includes a first annular oil passage 10451, a plurality of first radial oil passages 10452, and a plurality of first axial oil passages 10453. The first annular oil passage 10451 is connected to the second housing lubrication oil passage 10110. One outer end of the plurality of first radial oil passages 10452 is connected to the first annular oil passage 10451, and the plurality of first axial oil passages 10453 are respectively connected to the plurality of first radial oil passages 10452. The second motor stator oil passage 1051 includes a second annular oil passage 10511, a plurality of second radial oil passages 10512, and a plurality of second axial oil passages 10513. The second annular oil passage 10511 is connected to the second housing lubrication oil passage 10110. One outer end of the plurality of second radial oil passages 10512 is connected to the second annular oil passage 10511, and the plurality of second axial oil passages 10513 are respectively connected to the plurality of second radial oil passages 10512.

[0052] By adopting the above technical solution, both the first motor 104 and the second motor 105 employ motor stator oil channels composed of annular oil channels, radial oil channels, and axial oil channels. This enables direct cooling within the slots of the first motor 104 and the second motor 105, improving their cooling performance. Furthermore, the annular oil channels allow the oil to flow more evenly to each radial and axial oil channel, achieving a more balanced cooling effect.

[0053] As a preferred example, a first annular oil passage 10451 is located at the center of the first motor stator 1041 along its axial direction. Multiple first radial oil passages 10452 are sequentially spaced along the circumference of the first motor stator 1041. Each first radial oil passage 10452 has a first axial oil passage 10453 connected to both sides of its inner end. The first axial oil passage 10453 is located in the stator slot region of the first motor stator 1041. A second annular oil passage 10511 is located at the center of the second motor stator along its axial direction. Multiple second radial oil passages 10512 are sequentially spaced along the circumference of the second motor stator. Each second radial oil passage 10512 has a second axial oil passage 10513 connected to both sides of its inner end. The second axial oil passage 10513 is located in the stator slot region of the second motor stator. Using this technical solution, the oil flows from the center of the motor stator to both sides, flowing to the windings on both sides of the motor, achieving more balanced direct cooling within the motor slots.

[0054] In some embodiments, the third housing lubrication channel 10111 is provided with a first oil outlet 10112 for supplying lubricating oil to the motor shaft of the first motor 104 and the motor shaft of the second motor 105; the third housing lubrication channel 10111 is provided with a second oil outlet 10113 for supplying lubricating oil to the bearing mounted on the support wall 1011.

[0055] By adopting the above technical solution, the lubrication and cooling effect on the bearings of the two motors and the support wall 1011 can be enhanced.

[0056] In some embodiments, the first support plate oil passage 1081 is provided with a first motor side oil outlet 1085 for supplying lubricating oil to the first motor 104 and a first reduction assembly side oil outlet for supplying lubricating oil to the first reduction assembly 106; the second support plate oil passage 1091 is provided with a second motor side oil outlet 1095 for supplying lubricating oil to the second motor 105 and a second reduction assembly side oil outlet for supplying lubricating oil to the second reduction assembly 107.

[0057] By adopting the above technical solution, oil is supplied to the motor cavity and reducer cavity through the oil passage of the support plate and the oil passage of the end cover, which can achieve more comprehensive and precise oil supply and help improve the lubrication and cooling performance of the electric drive system 1.

[0058] As a preferred example, the first support plate oil passage 1081 has multiple first reduction assembly side oil outlets on the side near the first reduction assembly 106. These multiple first reduction assembly side oil outlets are a third oil outlet 1082, a fourth oil outlet 1083, and a fifth oil outlet 1084, which are sequentially spaced along the first support plate oil passage 1081. The third oil outlet 1082, the fourth oil outlet 1083, and the fifth oil outlet 1084 can be configured to deliver lubricating oil to different components of the first reduction assembly 106 to improve the lubrication effect on the first reduction assembly 106. The second support plate oil passage 1091 has multiple second reduction assembly side oil outlets on the side near the second reduction assembly 107. These multiple second reduction assembly side oil outlets are a sixth oil outlet 1092, a seventh oil outlet 1093, and an eighth oil outlet 1094, which are sequentially spaced along the second support plate oil passage 1091. The sixth oil outlet 1092, the seventh oil outlet 1093 and the eighth oil outlet 1094 can be configured to deliver lubricating oil to different components of the second reduction assembly 107 in order to improve the lubrication effect of the second reduction assembly 107.

[0059] In practice, the first motor side oil outlet 1085 and the second motor side oil outlet 1095 are used to provide lubricating oil to the motor bearings.

[0060] In some embodiments, the oil cooler outlet passage 1019 is disposed within the support wall 1011.

[0061] By adopting the above technical solution, the oil outlet channel of the oil cooler 116 is integrated inside the support wall 1011. On the one hand, the space inside the support wall 1011 is made reasonable use. On the other hand, oil can be supplied from the middle part of the electric drive system 1 to both sides, ensuring the flow balance on both sides. It can also deliver the cooled oil to the motor area that needs cooling the most with the shortest path and the minimum temperature rise, further enhancing the cooling effect.

[0062] By adopting the above technical solution, the balance of the lubrication and cooling subsystem can be further improved, and the lubrication performance of the lubrication and cooling subsystem can be enhanced. After the oil cooler 116 exits, oil is supplied from the middle of the housing 101, and then oil is supplied to the motor stator and reduction gear assembly on the left and right sides. The structure is symmetrical, which facilitates flow distribution. At the same time, oil is also supplied to the motor rotor, and then the oil is thrown out through the oil port in the motor shaft. The overall structure is symmetrically arranged, compact, and facilitates flow distribution.

[0063] In some embodiments, a mounting cavity is provided on the front or rear side of the housing 101, and an electronic control component 1102 is detachably mounted in the mounting cavity.

[0064] By adopting the above technical solution, and installing the electronic control component 1102 in an independent mounting cavity, modular integration and separation of the electronic control subsystem 110 and the mechanical drive subsystem are achieved. This allows the electronic control component 1102 to be modularly disassembled, repaired, or upgraded, greatly improving the maintainability and functional expandability of the electronic control subsystem 110. For example, power modules of different voltage or power levels can be easily replaced to adapt to different vehicle platforms or performance requirements, achieving "pluggable hardware" functional evolution. Moreover, the reasonable placement of the mounting cavity also facilitates the arrangement of the water channels for the liquid cooling subsystem.

[0065] Please see Figure 10 , Figure 13 and Figure 14 , Figure 10 This is one of the schematic diagrams of the lubrication and cooling subsystem and the liquid cooling subsystem of the electric drive system 1 disclosed in the embodiments of this application; Figure 13 This is a second schematic diagram of the lubrication and cooling subsystem and the liquid cooling subsystem of the electric drive system 1 disclosed in the embodiments of this application; Figure 14 This is a schematic diagram of the installation of the oil cooler 116 disclosed in an embodiment of this application. In some embodiments, an electrically controlled water inlet channel 10115 is provided at the top of the housing 101, and an electrically controlled water outlet channel 10116 is provided at the bottom of the housing 101. The electrically controlled water inlet channel 10115 is used to supply coolant to the electrically controlled component 1102, and the electrically controlled water outlet channel 10116 is used to supply the coolant output by the electrically controlled component 1102 to the oil cooler 116.

[0066] Using the above technical solution, the coolant first flows through the heated electronic control component 1102, absorbs waste heat, and then the temperature-increased coolant is guided to the oil cooler 116 to cool the high-temperature lubricating oil as the cooling medium of the oil cooler 116, thus making full use of the cooling capacity of the coolant.

[0067] In practice, the coolant enters through the electronically controlled water inlet 117, passes through the electronically controlled water inlet channel 10115 into the electronically controlled inverter module, cools the power module through the built-in parallel water channel, and then enters the oil cooler 116 through the bottom water outlet through the electronically controlled water outlet channel 10116, and is discharged from the oil cooler outlet 118 on the oil cooler 116.

[0068] As a specific example, the electrical control subsystem 110 consists of a cover plate 1101 and an electrical control component 1102. The electrical control component 1102 includes a power module, an electrical connection module, a wiring module, and connectors. The electrical control component 1102 is installed in a dedicated mounting cavity of the housing 101 via bolts in the accessories. The electrical connection module connects the electrical control subsystem 110 to the motor stator module to achieve power and signal transmission. The electrical control subsystem 110 typically also includes a junction box assembly 111. The power modules of the electrical control subsystem 110 can be divided into high-voltage power modules, medium-voltage low-power modules, etc., and the modules are interchangeable. By switching power modules, the electrical control subsystem 110 can be expanded to include high-voltage, medium-voltage, and other functions; by switching electrical connection modules, functions such as DC boost can be expanded.

[0069] In practical implementation, the electronic control subsystem 110 can adopt embedded power module packaging technology, which has high efficiency, higher switching frequency, lower electromagnetic interference, and higher power density and heat dissipation performance. This can effectively promote the miniaturization and weight reduction of the electronic control subsystem 110. The electronic control subsystem 110 can also adopt a driver and control integrated printed circuit board layout scheme, which has the characteristics of compact structure and can effectively reduce the space occupied by the electronic control subsystem 110.

[0070] As a specific example, the electric drive system 1 is symmetrical from left to right. Taking one side as an example, the first motor 104 and the first reduction gear assembly 106 are coaxially arranged inside the left part of the housing 101; the junction box assembly 111 is arranged on the top of the housing 101. The components of the lubrication and cooling subsystem are arranged on the side and bottom surfaces of the housing 101. Compared with the conventional parallel-axis electric drive system 1, the electric drive system 1 proposed in this application has the characteristics of small size and strong adaptability for expanding electric drive functions.

[0071] As a specific example, the first motor 104 and the second motor 105 convert electrical energy into mechanical energy. The power is transmitted to the first reduction assembly 106 and the second reduction assembly 107 through the first motor 104 and the second motor 105. After the first reduction assembly 106 and the second reduction assembly 107 reduce the speed, the power is output, realizing the decoupling output of power on the left and right sides. This enables ultra-precise torque vector control at both ends of the electric drive system 1.

[0072] In practice, the electrical control subsystem 110 transmits electrical energy to the first motor 104 and the second motor 105 through the power module and the electrical connection module and controls their operation.

[0073] As a specific example, the first motor 104 includes a first motor stator 1041, a first motor rotor 1042, and a first motor shaft 1043; the second motor 105 includes a second motor stator, a second motor rotor, and a second motor shaft.

[0074] As a specific example, the first motor 104 and the second motor 105 are two symmetrical functional modules. Each independent module includes a drive motor stator assembly, a drive motor rotor assembly, an eddy current sensor, a conductive ring, etc. The drive motor rotor assembly integrates the sun gear in the planetary gear train mechanism, through which the drive motor subsystem provides power input to the reducer transmission subsystem. The motor rotor assembly is fixed to the motor end cover via bearing plates and bolts. The motor end cover is connected to the motor main housing 101 via connecting bolts. The signal lines to the electronic control subsystem 110 are connected via wiring harnesses and cylinder-through components. The three-phase copper busbars of the stator assemblies in the first motor 104 and the second motor 105 are bolted to the three-phase copper busbars of the power module in the electronic control subsystem 110 to achieve power transmission.

[0075] As a specific example, the first reduction assembly 106 and the second reduction assembly 107 are arranged symmetrically. The first reduction assembly 106 and the second reduction assembly 107 are connected to the first end cover 102 and the second end cover 103 respectively by connecting bolts, oil seals and oil plugs, and then installed on the housing 101 by accessory bolts. The first reduction assembly 106 and the second reduction assembly 107 have a reduction function, the input and output are coaxial, and the power is output through the planetary carrier.

[0076] As a specific example, the first reduction assembly 106 includes a first planetary gear 1061, a first planetary carrier 1062, and a first gear ring 1063. The first reducer input gear 1044 on the first motor shaft 1043 meshes with the first planetary gear 1061. The second reduction assembly 107 includes a second planetary gear, a second planetary carrier, and a second gear ring. The second reducer input gear on the second motor shaft meshes with the second planetary gear.

[0077] In practical implementation, the motor shaft can integrate the reducer input gear, i.e., the sun gear of the first-stage planetary gear set, which simplifies assembly and has a higher degree of integration. For example, the first reducer input gear 1044 is integrated on the first motor shaft 1043 of the first motor 104.

[0078] In practical implementation, the stator stack length of the first motor 104 and the second motor 105 can be flexibly adjusted according to the performance requirements of the whole vehicle to meet different power index requirements; the motor stator adopts in-slot direct cooling technology, which effectively improves the stator heat dissipation efficiency.

[0079] In practical implementation, the first reduction assembly 106 and the second reduction assembly 107 can be coaxial planetary gear reducers, or the transmission ratio and configuration can be flexibly adjusted according to the performance index requirements, envelope size requirements and cost requirements of the assembly.

[0080] In practical implementation, the optimized electric drive system 1 will be used in the vehicle 100. The electric drive system 1 adopts a compact coaxial symmetrical design, which can free up more space for the passenger compartment or battery placement. The efficient lubrication and cooling subsystem of the electric drive system 1 ensures the continuous high power output and reliability of the dual motors under complex operating conditions, which helps to improve the performance, safety and driving experience of the vehicle 100.

[0081] Please see Figure 16 , Figure 16 This is a schematic block diagram of the lubrication and cooling subsystem disclosed in the embodiments of this application. In some embodiments, the coolant circulation is achieved by the water pump 6. The coolant in the oil cooler 116 absorbs heat and its temperature rises. The heat of the coolant is dissipated by the radiator 5. The low-temperature coolant first flows into the electronic control subsystem 110, cools the main heat-generating electronic control components 1102, and then enters the oil cooler 116 to complete the coolant circulation.

[0082] Please see Figure 16 Some lubrication and cooling subsystems are equipped with solenoid valves 7, which are used to control the distribution and flow of oil. Solenoid valves 7 can steplessly adjust the flow ratio between the oil cooler 116 and the bypass oil circuit according to control commands. They can be integrated and controlled by the IPU controller to meet the needs of different modes of the lubrication and cooling subsystem. For example, they can realize low-temperature rapid warm-up mode, high-temperature heat dissipation mode, and precise temperature control mode.

[0083] In practical implementation, the solenoid valve 7 can be a three-way proportional solenoid valve with high response speed. The solenoid valve 7 is located between the oil cooler 116 and the lubrication oil passage 1017 of the first housing. The input port of the solenoid valve 7 is connected to the lubrication oil passage 1017 of the first housing, one output port of the solenoid valve 7 is connected to the oil input end of the oil cooler 116, and the other output port of the solenoid valve 7 is connected to the oil outlet passage 1019 of the oil cooler through a bypass oil passage.

[0084] As a specific example, the low-temperature rapid warm-up mode is implemented as follows: Solenoid valve 7 is switched or biased to the fully open bypass oil circuit, blocking or significantly reducing the flow of oil to oil cooler 116. When the oil circulates within the system, the heat generated by the electric drive system is effectively retained in the oil, achieving a rapid rise in oil temperature.

[0085] The high-temperature heat dissipation mode is implemented as follows: Solenoid valve 7 is switched to or biased to the fully open state of the oil circuit of oil cooler 116 to maximize the flow of cooling oil. Dual oil pumps provide flow as needed to ensure that the electric drive system obtains sufficient cooling capacity under high power / high speed conditions, effectively suppressing the temperature rise of key components such as motor windings, permanent magnets, and gears.

[0086] The precise temperature control mode is implemented as follows: Solenoid valve 7 dynamically adjusts the flow ratio of the bypass and cooling oil circuits based on the real-time oil temperature and the target temperature. The target temperature is typically between 40-60℃, which is the optimal viscosity range.

[0087] Please see Figure 16 The electric drive system is connected to the wheels on both sides via half-shafts. The first motor 104 is used to drive the wheel 4 on one side of the vehicle to rotate, and the second motor 105 is used to drive the wheel 4 on the other side of the vehicle to rotate.

[0088] It should be understood that the application of this application is not limited to the examples above. Those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims. Those skilled in the art can understand that implementing all or part of the processes of the above embodiments and making equivalent changes according to the claims of this application still fall within the scope of this application.

Claims

1. An electric drive system, characterized in that, The system includes a housing (101), a first end cap (102), a second end cap (103), a first support plate (108), a second support plate (109), a first motor (104), a second motor (105), a first reduction gear assembly (106), a second reduction gear assembly (107), and an oil cooler (116). A support wall (1011) is provided inside the housing (101). The first end cap (102) and the second end cap (103) are respectively fixedly connected to both sides of the housing (101) in the axial direction. The first support plate (108) is installed between the first end cap (102) and the support wall (1011). The area is defined as follows: the second support plate (109) is installed between the second end cap (103) and the support wall (1011); the first motor (104) is installed between the support wall (1011) and the first support plate (108); the second motor (105) is installed between the support wall (1011) and the second support plate (109); the first deceleration assembly (106) is installed between the first support plate (108) and the first end cap (102); and the second deceleration assembly (107) is installed between the second support plate (109) and the second end cap (103). The housing (101) is provided with a first housing lubrication oil passage (1017), an oil cooler inlet (1018), an oil cooler outlet (1019), a second housing lubrication oil passage (10110), and a third housing lubrication oil passage (10111). The first housing lubrication oil passage (1017) and the second housing lubrication oil passage (10110) are both arranged along the axial direction of the housing (101). The third housing lubrication oil passage (10111) is disposed within the support wall (1011). The first end cap (102) is provided with a first end cap oil passage (1021), the second end cap (103) is provided with a second end cap oil passage (1031), the first support plate (108) is provided with a first support plate oil passage (1081), and the second support plate (109) is provided with a third support plate oil passage (1081). A second support plate oil passage (1091) is provided. The two ends of the first housing lubrication oil passage (1017) are respectively connected to the first end cap oil passage (1021) and the second end cap oil passage (1031). The two ends of the second housing lubrication oil passage (10110) are respectively connected to the first support plate oil passage (1081) and the second support plate oil passage (1091). The middle part of the second housing lubrication oil passage (10110) is connected to the third housing lubrication oil passage (10111). The input end of the oil cooler (116) is connected to the first housing lubrication oil passage (1017) through the oil cooler inlet (1018). The output end of the oil cooler (116) is connected to the second housing lubrication oil passage (10110) through the oil cooler outlet oil passage (1019).

2. The electric drive system as described in claim 1, characterized in that, The bottom of the housing (101) is provided with an oil collecting chamber (1012). A first oil pump (114) and a second oil pump (115) are installed at the bottom of the housing (101). The housing (101) is provided with a first oil pump inlet (1013), a second oil pump inlet (1014), a first oil pump outlet passage (1015), and a second oil pump outlet passage (1016). The input end of the first oil pump (114) is connected to the oil collecting chamber (1015) through the first oil pump inlet (1013). The oil collection chamber (1012) is connected, the output end of the first oil pump (114) is connected to the first housing lubrication oil passage (1017) through the first oil pump outlet oil passage (1015), the input end of the second oil pump (115) is connected to the oil collection chamber (1012) through the second oil pump inlet (1014), and the output end of the second oil pump (115) is connected to the first housing lubrication oil passage (1017) through the second oil pump outlet oil passage (1016).

3. The electric drive system as described in claim 2, characterized in that, The output end of the first oil pump outlet passage (1015), the oil cooler inlet (1018), and the output end of the second oil pump outlet passage (1016) are arranged sequentially at intervals along the axial direction of the housing (101).

4. The electric drive system as described in claim 1, characterized in that, The first motor (104) is provided with a first motor stator oil passage (1045) that is connected to the second housing lubrication oil passage (10110), and the second motor (105) is provided with a second motor stator oil passage (1051) that is connected to the second housing lubrication oil passage (10110).

5. The electric drive system as described in claim 4, characterized in that, The first motor stator oil passage (1045) includes a first annular oil passage (10451), multiple first radial oil passages (10452) and multiple first axial oil passages (10453). The first annular oil passage (10451) is connected to the second housing lubrication oil passage (10110). One outer end of each of the multiple first radial oil passages (10452) is connected to the first annular oil passage (10451). The multiple first axial oil passages (10453) are respectively connected to the multiple first radial oil passages (10452). The second motor stator oil passage (1051) includes a second annular oil passage (10511), multiple second radial oil passages (10512) and multiple second axial oil passages (10513). The second annular oil passage (10511) is connected to the second housing lubrication oil passage (10110). One outer end of each of the multiple second radial oil passages (10512) is connected to the second annular oil passage (10511). The multiple second axial oil passages (10513) are respectively connected to the multiple second radial oil passages (10512).

6. The electric drive system as claimed in claim 1, characterized in that, The third housing lubrication channel (10111) is provided with a first oil outlet (10112) for supplying lubricating oil to the motor shaft of the first motor (104) and the motor shaft of the second motor (105); the third housing lubrication channel (10111) is provided with a second oil outlet (10113) for supplying lubricating oil to the bearing mounted on the support wall (1011).

7. The electric drive system as claimed in claim 1, characterized in that, The first support plate oil passage (1081) is provided with a first motor side oil outlet for supplying lubricating oil to the first motor (104) and a first deceleration assembly side oil outlet for supplying lubricating oil to the first deceleration assembly (106); the second support plate oil passage (1091) is provided with a second motor side oil outlet for supplying lubricating oil to the second motor (105) and a second deceleration assembly side oil outlet for supplying lubricating oil to the second deceleration assembly (107).

8. The electric drive system as claimed in claim 1, characterized in that, The housing (101) has a mounting cavity on its front or rear side, and an electronic control component (1102) is detachably mounted in the mounting cavity.

9. The electric drive system as described in claim 8, characterized in that, The top of the housing (101) is provided with an electrically controlled water inlet channel (10115), and the bottom of the housing (101) is provided with an electrically controlled water outlet channel (10116). The electrically controlled water inlet channel (10115) is used to supply coolant to the electrically controlled component (1102), and the electrically controlled water outlet channel (10116) is used to supply the coolant output by the electrically controlled component (1102) to the oil cooler (116).

10. A vehicle, characterized in that, Includes the electric drive system (1) as described in any one of claims 1 to 9.

Images