Oil-cooled powertrain and electric vehicle

Abstract

This application provides an oil-cooled powertrain and an electric vehicle. The oil-cooled powertrain includes an integrated housing and two end caps. The integrated housing includes a reducer slot and a motor slot arranged opposite each other along the motor axis, an oil reservoir, and two oil return holes. The reducer slot and motor slot are distributed on the same side of the oil reservoir along the motor radial direction. The oil reservoir includes two openings arranged opposite each other along the motor axis. One end cap surrounds the reducer slot and one opening, and the other end cap surrounds the motor slot and the other opening. The oil outlet of one end cap outputs oil from the oil reservoir, pumped by an oil pump, to lubricate the reducer in the reducer slot. The oil outlet of the motor slot outputs oil from the oil reservoir, pumped by an oil pump, to cool the motor in the motor slot. One oil return hole penetrates the wall shared by the reducer slot and the oil reservoir, and the other oil return hole penetrates the wall shared by the motor slot and the oil reservoir. The oil reservoir collects oil flowing back from the reducer slot through one oil return hole and oil flowing back from the motor slot through the other oil return hole.

Description

Technical Field

[0001] This application relates to the field of electric vehicles, specifically to an oil-cooled powertrain and an electric vehicle. Background Technology

[0002] In electric vehicles, the powertrain's oil pan stores a large amount of oil for lubrication and cooling. Typically, there are two types of powertrain oil pans: wet oil pans and dry oil pans. For wet oil pans, the bottom of the powertrain housing serves as the oil pan. For dry oil pans, the powertrain has a separate oil tank that acts as the oil pan.

[0003] A wet sump powertrain has a simple structure, but the reducer in a wet sump powertrain experiences greater churning losses, which reduces the powertrain's performance. A dry sump powertrain can reduce churning losses, but it is larger and has a more complex assembly process. Summary of the Invention

[0004] This application provides an oil-cooled powertrain and an electric vehicle, which not only reduces the overall size of the oil-cooled powertrain and simplifies its assembly process, but also improves the oil churning loss. This facilitates the miniaturization, cost reduction, and high performance of the oil-cooled powertrain, thereby saving space in the electric vehicle and increasing its driving range.

[0005] In a first aspect, embodiments of this application provide an oil-cooled powertrain. The housing of the oil-cooled powertrain includes an integrated housing and two end caps. The integrated housing includes a reducer slot, a motor slot, and an oil reservoir. Along the axial direction of the drive motor of the oil-cooled powertrain, the motor slot and the reducer slot are arranged opposite to each other. Along the radial direction of the drive motor, the reducer slot and the motor slot are distributed on the same side of the oil reservoir. The oil reservoir includes two openings arranged opposite each other along the axial direction of the drive motor. One of the two end caps is used to enclose one of the two openings of the reducer slot and the oil reservoir, and the other end cap is used to enclose the other opening of the motor slot and the oil reservoir. Each end cap and the motor slot includes an oil outlet. One oil outlet of the end cap is used to output oil from the oil reservoir, delivered by the oil pump of the oil-cooled powertrain, to lubricate the reducer housed in the reducer slot. One oil outlet of the motor slot is used to output oil from the oil reservoir, delivered by the oil pump of the oil-cooled powertrain, to cool the drive motor housed in the motor slot. In addition, the integrated housing also includes two oil return holes. One of the oil return holes is used to penetrate the wall shared by the reducer slot and the oil reservoir. The other oil return hole is used to penetrate the wall shared by the motor slot and the oil reservoir. The oil reservoir is used to collect the oil flowing back from the reducer slot through one oil return hole and to collect the oil flowing back from the motor slot through the other oil return hole.

[0006] In the oil-cooled powertrain provided in this embodiment, the oil reservoir is separated from the reducer slot and the motor slot, respectively. Oil outlets are provided on the reducer end cover and the motor slot, and oil return holes are provided on the walls shared by the oil reservoir and the reducer slot, and the walls shared by the oil reservoir and the motor slot, respectively. Thus, the oil reservoir not only provides lubricating and cooling oil to the reducer and motor slots, but also collects the oil returning from the reducer and motor slots. The oil reservoir is equivalent to a dry oil sump for the oil-cooled powertrain. On the one hand, this reduces the amount of oil in the reducer and motor slots, lowering the oil churning loss in the reducer. On the other hand, it prevents oil from entering the air gap of the drive motor, reducing oil loss and preventing overheating and burning of the drive motor. This improves the performance of the oil-cooled powertrain, thereby contributing to its high performance.

[0007] In addition, the oil reservoir is integrated into the integrated housing of the oil-cooled powertrain, which has a reducer slot and a motor slot. Thus, the oil reservoir serves as a dry oil pan for the oil-cooled powertrain, eliminating the need for separate installation or assembly. This reduces the size of the oil-cooled powertrain, thereby facilitating its miniaturization and cost reduction.

[0008] In one implementation, one of the two walls of the oil storage tank includes an oil pump suction port. The oil pump is used to draw oil from the oil storage tank through the oil pump suction port. The two walls of the oil storage tank are arranged perpendicular to the axial direction of the drive motor and the arrangement direction of the oil storage tank and the reducer slot, respectively.

[0009] The oil pump suction port is located on the side wall of the oil reservoir of the oil-cooled powertrain. This ensures that the oil pump draws oil from the reservoir without interfering with the oil flowing back from the reducer and motor. It also prevents the oil pump from dry-suction, thus avoiding affecting the oil pump's suction capacity and improving the performance of the oil-cooled powertrain.

[0010] In one implementation, the distance between the two walls of the oil reservoir decreases along the direction away from the reducer slot. This allows the oil in the reducer slot or motor slot to flow quickly into the oil reservoir, thereby improving the performance of the oil-cooled powertrain.

[0011] In one implementation, the integrated housing further includes an oil pump slot for accommodating and fixing the oil pump, and for connecting the oil pump suction port through an internal oil passage in the integrated housing. The oil pump slot and the motor slot face the same direction, and along the axial direction of the drive motor, the oil pump slot and the motor slot are located on the same side of the reducer slot.

[0012] Typically, the size of the reducer slot is larger than that of the motor slot. The oil pump slot and motor slot are located on one side, and the reducer slot is located on the other side. In addition, the connecting oil passage between the oil pump slot and the oil reservoir is also located in the integrated housing, thereby making full use of the space in the integrated housing of the oil-cooled powertrain and reducing the size of the oil-cooled powertrain.

[0013] In one implementation, the integrated housing further includes a primary filter slot for accommodating and fixing the primary filter. The primary filter slot is arranged opposite to the oil pump slot along the axial direction of the oil pump slot, and the primary filter slot connects the oil pump suction port and the oil pump slot.

[0014] The primary filter first filters the oil drawn from the oil reservoir by the oil pump before introducing the filtered oil into the pump. This improves the purity of the oil and enhances the lubrication and cooling performance of the oil-cooled powertrain. Furthermore, the primary filter compartment and the oil pump compartment are arranged back-to-back along the axial direction of the oil pump compartment, making full use of the space within the integrated housing of the oil-cooled powertrain and thus reducing its overall size.

[0015] In one implementation, the outer wall of the integrated housing further includes an oil inlet and an oil outlet. The oil inlet of the outer wall of the integrated housing is used to connect an oil outlet of the motor slot and an oil outlet of the heat exchanger of the oil-cooled powertrain, and the oil outlet of the outer wall of the integrated housing is used to connect an oil inlet of the heat exchanger. Specifically, the oil inlet and the oil outlet of the outer wall of the integrated housing, along the radial direction of the drive motor, are respectively arranged on the side of the oil pump slot away from the oil storage tank.

[0016] The oil inlet and outlet of the integrated housing, which connect to the oil outlet of the heat exchanger, the oil pump slot, and the motor slot are located on one side, while the reducer slot is located on the other side. This allows for full utilization of the space within the integrated housing of the oil-cooled powertrain, thereby reducing the overall size of the powertrain. Furthermore, the oil pump slot is positioned close to the oil reservoir relative to both the oil inlet and outlet of the integrated housing. This ensures sufficient oil pressure to deliver oil to the reducer and motor slots, preventing excessive flow resistance from affecting oil delivery.

[0017] In one implementation, an end cover includes a differential slot and a secondary filter slot. The differential slot is used to accommodate the differential of the reducer, and the secondary filter slot is used to accommodate and fix the secondary filter. The secondary filter slot is used to connect to an oil outlet of an end cover.

[0018] Before the oil enters the reducer tank, a secondary filter is installed to filter the oil a second time, further improving the purity of the oil and thus improving the lubrication and cooling effect of the oil-cooled powertrain.

[0019] The differential slot wall protrudes along the drive motor axis from one end cover away from the reducer slot, while the secondary filter slot opening faces the same direction as the differential slot wall. This allows for full utilization of the external space of one end cover of the oil-cooled powertrain, thereby reducing the size of the oil-cooled powertrain.

[0020] In one implementation, an end cap includes a lubrication oil passage, a secondary filter slot is used to connect an oil outlet of the end cap through the lubrication oil passage, and the outlet of the oil outlet of the end cap is axially oriented toward the reducer slot along the drive motor.

[0021] By placing the lubrication circuit in one end cap of the oil-cooled powertrain, the space of one end cap of the oil-cooled powertrain can be fully utilized, thereby reducing the size of the oil-cooled powertrain.

[0022] In one implementation, an end cap includes a first cooling oil passage, and an integrated housing includes a second cooling oil passage. The first cooling oil passage is used to connect the secondary filter tank and the second cooling oil passage. The second cooling oil passage is used to connect the oil inlet of the heat exchanger of the oil-cooled powertrain, and the oil outlet of the heat exchanger is used to connect an oil outlet of the motor tank.

[0023] Through the first and second cooling oil passages, the oil filtered by the secondary filter is introduced from one end cap of the oil-cooled powertrain into a heat exchanger on the integrated housing of the oil-cooled powertrain. This allows for full utilization of the space in both the end cap and the integrated housing, thereby reducing the size of the oil-cooled powertrain. Furthermore, the heat exchanger heats the oil before it flows into the motor slot, improving the cooling effect on the drive motor of the oil-cooled powertrain.

[0024] In this design, the outlet of one oil outlet of the motor slot is radially oriented towards the drive motor. This shortens the oil path between the oil outlet of the heat exchanger and one oil outlet of the motor slot, thereby reducing the flow resistance of the oil and improving the cooling effect of the drive motor in the oil-cooled powertrain.

[0025] In one implementation, one end face of an end cap facing the reducer slot includes another oil outlet, which is used to connect to a secondary filter slot via an internal oil passage in the end cap. The end face of an integrated housing facing the end cap includes an oil inlet, which connects to the other oil outlet of the end cap and to an oil inlet for connecting to a heat exchanger via an internal oil passage in the integrated housing. The outlet of the other oil outlet of the end cap is axially aligned with the reducer slot along the drive motor, and the other oil outlet and an internal oil passage in the end cap form a first cooling oil passage. The inlet of the oil inlet of the integrated housing is axially aligned with the drive motor and away from the end cap, and the oil inlet and an internal oil passage in the integrated housing form a second cooling oil passage. This shortens the first and second cooling oil passages, thereby reducing oil flow resistance and improving the cooling effect on the drive motor of the oil-cooled powertrain.

[0026] In one implementation, the reducer slot also accommodates an oil collection trough, the opening of which faces away from an oil return hole. The oil collection trough collects oil from the reducer slot. This further reduces the amount of oil in the reducer slot, lowers the oil churning loss in the reducer, improves the performance of the oil-cooled powertrain, and ultimately contributes to the high performance of the oil-cooled powertrain.

[0027] In one implementation, the integrated housing also includes an electrical control slot, with the electrical control slot and oil reservoir distributed radially along the drive motor on both sides of the reducer slot and motor slot. When the oil-cooled powertrain is fixed to the electric vehicle, the oil reservoir is placed at the lowest point along the direction of gravity, the electrical control slot at the highest point, and the reducer slot and motor slot in the middle. Thus, under the influence of gravity, the oil in the reducer slot and the motor slot can all flow into the oil reservoir below, thereby improving the oil collection efficiency of the oil reservoir. Furthermore, the oil in the reducer slot and the motor slot will not flow into the electrical control slot above, thus preventing the oil from affecting the performance of the electrical components of the motor controller within the electrical control slot.

[0028] The outer wall of the electrical control tank includes a liquid inlet and a liquid outlet. The liquid inlet connects to the liquid outlet of the heat exchanger in the oil-cooled powertrain, and the liquid outlet connects to the liquid inlet of the heat exchanger. The coolant in the heat exchanger is used to exchange heat with the electrical components of the motor controller in the oil-cooled powertrain. The coolant flow channel is integrated into the integrated housing, thereby making full use of the space in the integrated housing of the oil-cooled powertrain and reducing the size of the oil-cooled powertrain.

[0029] One of the liquid inlets is perpendicular to the outer wall of the electrical control tank and faces away from the heat exchanger, while the other liquid outlet is perpendicular to the outer wall of the electrical control tank and faces the heat exchanger. This shortens the coolant flow path between the heat exchanger and the electrical control tank, thereby reducing the coolant flow resistance and improving the cooling effect of the motor controller in the oil-cooled powertrain.

[0030] In one implementation, the diameter of each of the two oil return holes is larger than the diameter of an oil outlet on an end cover and the diameter of an oil outlet in the motor slot. This allows the oil in the reducer slot to flow quickly into the oil reservoir, thereby improving the performance of the oil-cooled powertrain.

[0031] In one implementation, the angular interval between an oil outlet and an oil return hole on one end cover along the radial direction of the drive motor ranges from 90 degrees to 180 degrees. Similarly, the angular interval between an oil outlet and another oil return hole on the motor slot along the radial direction of the drive motor ranges from 90 degrees to 180 degrees. This ensures that the oil output from each outlet can adequately lubricate and cool the oil-cooled powertrain, and that the lubricating or cooling oil can flow fully into the oil reservoir, thereby improving oil utilization.

[0032] Secondly, embodiments of this application provide an electric vehicle, which includes wheels, a transmission mechanism, and an oil-cooled powertrain as described in the first aspect and any of its implementations, the oil-cooled powertrain being used to drive the wheels via the transmission mechanism.

[0033] The powertrain provided in this application embodiment achieves miniaturization, low cost, and high performance, thereby saving space in electric vehicles, increasing the driving range of electric vehicles, increasing the driving and riding space of electric vehicles, and improving the driving and riding experience of electric vehicles. Attached Figure Description

[0034] Figure 1 This is a schematic diagram of an electric vehicle provided in an embodiment of this application.

[0035] Figure 2 This is a schematic diagram of an oil-cooled powertrain provided in an embodiment of this application.

[0036] Figure 3 This is a schematic diagram of the transmission system of the oil-cooled powertrain provided in an embodiment of this application.

[0037] Figure 4 This is a schematic diagram of the housing of an oil-cooled powertrain provided in an embodiment of this application.

[0038] Figure 5 and Figure 6 These are schematic diagrams of an integrated housing provided in an embodiment of this application.

[0039] Figure 7 This is a schematic diagram of a motor end cover provided in an embodiment of this application.

[0040] Figure 8 This is a schematic diagram of a reducer end cover provided in an embodiment of this application.

[0041] Figure 9 This is a schematic diagram of the oil circuit of an oil-cooled powertrain provided in an embodiment of this application.

[0042] Figure 10 Another schematic diagram of the integrated housing provided in the embodiments of this application.

[0043] Figure 11 This is another schematic diagram of the reducer end cover provided in an embodiment of this application.

[0044] Figure 12 This is a schematic diagram of a cooling oil circuit provided in an embodiment of this application.

[0045] Figure 13 This is a schematic diagram of an oil guide tube provided in an embodiment of this application.

[0046] Figure 14 This is another schematic diagram of an oil-cooled powertrain provided in an embodiment of this application.

[0047] Figure 15 This is another schematic diagram of the oil guide tube provided in an embodiment of this application.

[0048] Figure 16 Another schematic diagram of the integrated housing provided in the embodiments of this application.

[0049] Figure 17 This is a schematic diagram of an oil collection tank provided in an embodiment of this application.

[0050] Figure 18 This is another schematic diagram of an oil-cooled powertrain provided in an embodiment of this application.

[0051] Figure 19 This is another schematic diagram of the oil collection tank provided in an embodiment of this application. Detailed Implementation

[0052] The technical solutions in this application will now be described with reference to the accompanying drawings.

[0053] The terms "equal to" or "equal to" in this application are not strictly equal or equal in the strict sense, but rather within the allowable error range. Similarly, "parallel" is not strictly parallel, but within the allowable error range. And "perpendicular" is not strictly perpendicular, but within the allowable error range.

[0054] In this embodiment, the same reference numeral denotes the same component or part. In this embodiment, for multiple identical parts, the reference numeral may only be used to label one of the parts as an example. The reference numerals also apply to other identical parts or components. Furthermore, the dimensions and sizes of the parts shown in the drawings are merely exemplary.

[0055] Figure 1 This is a schematic diagram of an electric vehicle provided in an embodiment of this application. The electric vehicles provided in this application include pure electric vehicles, hybrid electric vehicles, range-extended electric vehicles, plug-in hybrid electric vehicles, or new energy vehicles. Pure electric vehicles are also called pure electric vehicles / battery electric vehicles, or simply pure EVs / battery EVs. Hybrid electric vehicles are also called hybrid electric vehicles, or simply HEVs. Range-extended electric vehicles are also called range-extended electric vehicles, or simply REEVs. Plug-in hybrid electric vehicles are also called plug-in hybrid electric vehicles, or simply PHEVs. New energy vehicles are also called newenergy vehicles, or simply NEVs.

[0056] like Figure 1 As shown, the electric vehicle 1 includes an oil-cooled powertrain 10 and a power battery 20. The oil-cooled powertrain 10 receives power from the power battery 20 and converts electrical energy into mechanical energy to drive the wheels of the electric vehicle 1.

[0057] In one embodiment, the electric vehicle 1 includes two oil-cooled power assemblies 10, one of which drives the two front wheels of the electric vehicle 1, and the other drives the two rear wheels of the electric vehicle 1. In another embodiment, the electric vehicle 1 includes four oil-cooled power assemblies 10, which drive the four wheels of the electric vehicle 1 respectively.

[0058] like Figure 1 As shown, the electric vehicle 1 also includes a power module 40. The power module 40 is used to receive power from an external power source 50 to charge the power battery 20. In one embodiment, the external power source 50 is an AC power grid, an AC charging station, or a DC charging station. The power module 40 includes at least one of a DC charger or an AC charger.

[0059] This application also provides an oil-cooled powertrain. In one embodiment, the oil-cooled powertrain includes a drive motor and a reducer, the drive motor being used to drive the wheels of an electric vehicle via the reducer.

[0060] like Figure 1As shown, the oil-cooled powertrain 10 provided in this application embodiment includes a drive motor 100 and a reducer 200. The drive motor 100 drives the wheels of the electric vehicle 1 through the reducer 200.

[0061] In one embodiment, the oil-cooled powertrain further includes a motor controller. The motor controller is used to control the drive motor to drive the wheels of the electric vehicle.

[0062] like Figure 1 As shown, the oil-cooled powertrain 10 provided in this embodiment of the application also includes a motor controller 300. The motor controller 300 is used to receive the DC power output from the power battery 20, convert the DC power output from the power battery 20 into AC power, and control the drive motor 100 to drive the wheels of the electric vehicle 1.

[0063] Figure 2 This is a schematic diagram of an oil-cooled powertrain provided in an embodiment of this application. Figure 2 As shown, the oil-cooled powertrain 10 includes a drive motor 100 and a reducer 200.

[0064] The drive motor 100 includes a stator 110, a rotor 120, and a motor shaft 130. The motor shaft 130 is used to fix the rotor 120.

[0065] In one embodiment, such as Figure 2 As shown, the oil-cooled powertrain 10 also includes a motor controller 300, which converts the DC power output from the power battery 20 into AC power. The motor controller 300 outputs three-phase AC power to the stator windings of the stator 110 of the drive motor 100, thereby controlling the rotor 120 of the drive motor 100 to rotate relative to the stator 110, and the rotor 120 drives the motor shaft 130 to rotate.

[0066] Continue to refer to Figure 2 As shown, the stator 110 of the drive motor 100 includes a stator core 111 and a stator winding 112. The stator core 111 is used to wind the stator winding 112. The stator winding 112 is used to receive AC power provided by the motor controller 300.

[0067] In one embodiment, the stator winding 112 includes a three-phase winding and three winding buses. Each phase winding in the three-phase winding includes multiple sets of windings connected in parallel, and the multiple sets of windings connected in parallel in each phase winding receive one phase of alternating current through a winding bus.

[0068] Figure 3 This is a schematic diagram of the transmission system of an oil-cooled powertrain provided in an embodiment of this application. Figure 3As shown, the reducer 200 in the oil-cooled powertrain 10 includes a drive shaft 210, a primary gear set 220, a secondary gear set 230, and a differential 240. The drive shaft 210 of the reducer 200 is arranged parallel to the motor shaft 130 of the drive motor 100, i.e., the drive shaft 210 of the reducer 200 and the motor shaft 130 of the drive motor 100 are offset from each other. The primary gear set 220 of the reducer 200 is used to drive the drive shaft 210 of the reducer 200 and the motor shaft 130 of the drive motor 100. The drive shaft 210 of the reducer 200 is used to drive the differential 240 via the secondary gear set 230. The differential 240 is used to drive one of the two wheels of the electric vehicle 1.

[0069] like Figure 3 As shown, the primary gear set 220 includes a driving gear 221 and a driven gear 222. The driving gear 221 of the primary gear set 220 is fixed to the motor shaft 130, and the driven gear 222 of the primary gear set 220 is fixed to the transmission shaft 210. The driving gear 221 and the driven gear 222 of the primary gear set 220 mesh to drive the rotation of the motor shaft 130 of the motor 100, which in turn drives the transmission shaft 210 of the reducer 200 to rotate.

[0070] like Figure 3 As shown, the secondary gear set 230 includes a driving gear 231 and a driven gear 232. The driving gear 231 of the secondary gear set 230 is fixed to the drive shaft 210, and the driven gear 222 of the secondary gear set 230 is used to drive the differential 240. The driving gear 221 and driven gear 222 of the secondary gear set 230 mesh, and the rotation of the drive shaft 210 of the reducer 200 drives the differential 240 to rotate.

[0071] Continue to refer to Figure 3 As shown, the oil-cooled powertrain 10 also includes a drive shaft 400. The transmission shaft 210 of the reducer 200 is also used to drive the drive shaft 400 and the differential 240 through a two-stage gear set 230. The drive shaft 400 is used to drive the other wheel of the electric vehicle 1. In one embodiment, the drive shaft 400 may also be referred to as an adapter half-shaft.

[0072] like Figure 4As shown, one end of the motor shaft 130 is used to fix the rotor 120 of the drive motor 100, and the other end of the motor shaft 130 is used to fix the drive wheel 221 of the first-stage gear set 220. That is, the motor shaft 130 of the drive motor 100 serves as both the transmission shaft of the drive motor 100 and the shaft that drives the drive wheel 221 of the first-stage gear set 220 of the reducer 200 to rotate. The motor shaft 130 of the drive motor 100 and the input shaft of the reducer 200 are set to the same shaft. In addition, the motor shaft 130 of the drive motor 100 and the transmission shaft 210 of the reducer 200 are arranged in parallel. Therefore, the oil-cooled power assembly 10 provided in this embodiment can also be called an offset coaxial oil-cooled power assembly 10.

[0073] Figure 4 This is a schematic diagram of the housing of an oil-cooled powertrain provided in an embodiment of this application. Figure 4 As shown, the housing of the oil-cooled powertrain 10 includes an integrated housing 500, a motor end cover 510, and a reducer end cover 520. The integrated housing 500 includes a motor slot G1 and a reducer slot G2. The motor end cover 510 encloses the motor slot G1 to form a receiving cavity for the drive motor 100. The reducer end cover 520 encloses the reducer slot G2 to form a receiving cavity for the reducer 200.

[0074] One end of the motor shaft 130 of the drive motor 100 is housed in the motor slot G1, and the other end extends into the reducer slot G2 to fix the drive wheel 221 of the first-stage gear set 220. Additionally, one end of the drive shaft 400 extends through the shaft cavity of the motor shaft 130 into the reducer slot G2 for transmission connection to the differential 240 of the reducer 200, and the other end of the drive shaft 400 is used for transmission connection to the other wheel of the electric vehicle 1.

[0075] In one embodiment, the orientation of the slot opening of the motor slot G1 is opposite to the orientation of the slot opening of the reducer slot G2 along the axial direction of the drive motor 100. In other words, the motor slot G1 and the reducer slot G2 are arranged opposite to each other along the axial direction of the drive motor 100 of the oil-cooled powertrain 10.

[0076] In this embodiment, the axial direction of the drive motor 100 can be understood as the axial direction of the motor shaft 130 of the drive motor 100, the axial direction of the stator core 111 of the drive motor 100, the axial direction of the reducer 200, and the axial direction of the oil-cooled power assembly 10.

[0077] In one embodiment, the integrated housing 500 of the oil-cooled powertrain 10 further includes an electrical control slot G3 for accommodating electrical components of the motor controller 300.

[0078] In some embodiments, the housing of the oil-cooled powertrain 10 also includes an electronic control cover 530, which is used to enclose the electronic control slot G3 to form an electronic control receiving cavity.

[0079] In one embodiment, the orientation of the slot opening of the electrical control slot G3 is perpendicular to the orientation of the slot opening of the motor slot G1 and the orientation of the slot opening of the reducer slot G2.

[0080] Figure 5 and Figure 6 These are schematic diagrams of an integrated housing provided in an embodiment of this application. Figure 5 and Figure 6 As shown, the integrated housing 500 also includes an oil reservoir G4, with the reducer slot G2 and motor slot G1 distributed on the same side of the oil reservoir G4 along the radial direction of the drive motor 100. Figure 5 and Figure 6 As shown, the reducer slot G2 and the motor slot G1 are both located above the oil reservoir G4. The oil reservoir G4 is used to store oil, which is used to lubricate and cool the oil-cooled powertrain 10.

[0081] In this embodiment, the radial direction of the drive motor 100 can be understood as the radial direction of the motor shaft 130 of the drive motor 100, the radial direction of the stator core 111 of the drive motor 100, the radial direction of the reducer 200, and the radial direction of the oil-cooled power assembly 10.

[0082] The oil reservoir G4 is integrated into the integrated housing 500 of the oil-cooled powertrain 10, which has a reducer slot G2 and a motor slot G1. Thus, the oil reservoir G4 serves as the dry oil pan of the oil-cooled powertrain 10, eliminating the need for separate installation or assembly. This reduces the size of the oil-cooled powertrain 10, thereby facilitating its miniaturization and cost reduction, and saving space in the electric vehicle 1.

[0083] Combination Figure 5 and Figure 6 The oil reservoir G4 includes two openings 501 and 502, which are arranged opposite each other along the axial direction of the drive motor 100. The oil-cooled powertrain 10 also includes two end caps, one of which encloses one of the openings 501 and 502 of the oil reservoir G4, and the other of which encloses the other opening 502 of the oil reservoir G4.

[0084] In one embodiment, one of the two end caps and the reducer end cap 520 are integrally formed. This can also be understood as the reducer slot G2 and the oil reservoir G4 sharing a single end cap. This simplifies the assembly of the oil-cooled powertrain 10, reduces its size, and thus facilitates miniaturization and cost reduction of the oil-cooled powertrain 10.

[0085] In one embodiment, the other end cover of the two end covers and the motor end cover 510 are integrally formed. This can also be understood as the motor slot G1 and the oil reservoir G4 sharing a single end cover. This simplifies the assembly of the oil-cooled powertrain 10, reduces its size, and thus facilitates miniaturization and cost reduction of the oil-cooled powertrain 10.

[0086] The oil stored in oil tank G4 comes from motor tank G1; that is, oil tank G4 is used to collect the oil in motor tank G1. Figure 5 As shown, the integrated housing 500 also includes an oil return hole 503. The oil return hole 503 of the integrated housing 500 is used to penetrate the wall shared by the motor slot G1 and the oil storage tank G4. The oil storage tank G4 is used to collect the oil flowing back from the reducer slot G2 through the oil return hole 503 of the integrated housing 500.

[0087] In the oil-cooled powertrain 10 provided in this embodiment, the oil reservoir G4 is separated from the motor slot G1. The oil reservoir G4 and the motor slot G1 share a wall with a return oil hole 503. This allows the oil reservoir G4 to collect the oil returning from the motor slot G1 through the return oil hole 503 in the integrated housing 500. The oil reservoir G4 essentially acts as a dry oil pan for the drive motor 100 of the oil-cooled powertrain 10. This reduces the amount of oil in the motor slot G1, preventing oil from entering the air gap of the drive motor 100, reducing oil loss, and preventing overheating and erosion of the drive motor 100. This improves the performance of the oil-cooled powertrain 10, thus contributing to its high performance, increasing the driving range of the electric vehicle 1, and enhancing the driving experience of the electric vehicle 1.

[0088] Figure 7 This is a schematic diagram of a motor end cover provided in an embodiment of this application. In one embodiment, as shown... Figure 5 As shown, the oil return hole 503 of the integrated housing 500 is also used to connect to the opening 502 of the oil reservoir G4. For example... Figure 7 As shown, the motor end cover 510 includes an oil return groove 511, which is used to connect to the oil return hole 503 of the integrated housing 500. Thus, the oil return groove 511 of the motor end cover 510 and the oil return hole 503 of the integrated housing 500 together form the oil return structure of the receiving cavity of the drive motor 100, and the oil in the receiving cavity of the drive motor 100 flows back to the oil storage tank G4 through the oil return structure of the receiving cavity of the drive motor 100.

[0089] The oil stored in oil reservoir G4 originates from gearbox reservoir G2; that is, oil reservoir G4 is used to collect the oil from gearbox reservoir G2. For example... Figure 6As shown, the integrated housing 500 also includes another oil return hole 504. The oil return hole 504 of the integrated housing 500 is used to penetrate the wall shared by the reducer groove G2 and the oil reservoir G4. The oil reservoir G4 is used to collect the oil flowing back into the reducer groove G2 through the oil return hole 504 of the integrated housing 500.

[0090] In the oil-cooled powertrain 10 provided in this embodiment, the oil reservoir G4 is separated from the reducer slot G2. The oil reservoir G4 and the reducer slot G2 share a wall with a return oil hole 504. This allows the oil reservoir G4 to collect the oil returning from the reducer slot G2 through the return oil hole 504 in the integrated housing 500. The oil reservoir G4 essentially functions as a dry oil pan for the reducer 200 in the oil-cooled powertrain 10. This reduces the amount of oil in the reducer slot G2, lowers the churning loss in the reducer 200, and improves the performance of the oil-cooled powertrain 10. This, in turn, contributes to the high performance of the oil-cooled powertrain 10, increases the driving range of the electric vehicle 1, and enhances the driving experience of the electric vehicle 1.

[0091] In one embodiment, the radial electrical control slot G3 and oil reservoir G4 of the drive motor 100 are distributed on both sides of the reducer slot G2 and the motor slot G1. When the oil-cooled powertrain 10 is fixed to the electric vehicle 1, the oil reservoir G4 is placed at the lowest point along the direction of gravity, the electrical control slot G3 is placed at the highest point, and the reducer slot G2 and the motor slot G1 are positioned in the middle. Thus, under the action of gravity, the oil in the reducer slot G2 and the motor slot G1 can all flow into the oil reservoir G4 below them, thereby improving the oil collection effect of the oil reservoir G4. Furthermore, the oil in the reducer slot G2 and the motor slot G1 will not flow into the electrical control slot above them, thereby preventing the oil from affecting the performance of the electrical components of the motor controller in the electrical control slot.

[0092] Figure 8 This is a schematic diagram of a reducer end cover provided in an embodiment of this application. In one embodiment, as shown... Figure 6 As shown, the oil return hole 504 of the integrated housing 500 is also used to connect to the opening 501 of the oil reservoir G4. (As shown...) Figure 8 As shown, the reducer end cover 520 includes an oil return groove 521, which connects to the oil return hole 504 of the integrated housing 500. Thus, the oil return groove 521 of the reducer end cover 520 and the oil return hole 504 of the integrated housing 500 together form the oil return structure of the receiving cavity of the reducer 200, allowing the oil in the receiving cavity of the reducer 200 to flow back to the oil reservoir G4 through the oil return structure of the receiving cavity of the reducer 200.

[0093] refer to Figure 5As shown, the motor tank G1 includes an oil outlet 505, which is used to output oil to cool the drive motor 100 housed in the motor tank G1. Thus, the oil collected in the motor tank G1 by the oil storage tank G4 can be recycled, improving the oil utilization rate.

[0094] refer to Figure 8 As shown, the reducer end cover 520 includes an oil outlet 522, which is used to output oil to lubricate the reducer 200 contained in the reducer slot G2. Thus, the oil collected in the reducer slot G2 by the oil reservoir G4 can be recycled, improving the oil utilization rate.

[0095] In one embodiment, the diameter of each of the two oil return holes 503 and 504 in the integrated housing 500 is larger than the diameter of the oil outlet 522 of the reducer end cover 520 and the diameter of the oil outlet 505 of the motor slot G1, respectively. This allows the oil in the reducer slot G2 to flow quickly into the oil reservoir G4, thereby improving the performance of the oil-cooled powertrain 10.

[0096] In one embodiment, the angular range between the oil outlet 522 and the oil return hole 504 of the reducer end cover 520 along the radial direction of the drive motor 100 is 90 degrees to 180 degrees. The angular range between the oil outlet 505 and the oil return hole 503 of the motor slot G1 along the radial direction of the drive motor 100 is also 90 degrees to 180 degrees. Therefore, the oil output from the oil outlet 522 of the reducer end cover 520 and the oil outlet 505 of the motor slot G1 can sufficiently lubricate and cool the oil-cooled powertrain 10, and the lubricating or cooling oil can fully flow into the oil reservoir G4, thereby improving the oil utilization rate.

[0097] In one embodiment, the angular range occupied by the gap between the oil outlet 522 and the return oil hole 504 of the reducer end cover 520 can be understood as the range of the angle between the center line of the projection of the oil outlet 522 of the reducer end cover 520 along the radial direction of the drive motor 100 and the center line of the projection of the return oil hole 504 along the radial direction of the drive motor 100.

[0098] In one embodiment, the angular range occupied by the interval between the oil outlet 505 and the oil return hole 503 of the radial motor slot G1 of the drive motor 100 can be understood as the range of the angle between the center line of the projection of the oil outlet 505 of the axial motor slot G1 of the drive motor 100 along the radial direction of the drive motor 100 and the center line of the projection of the oil return hole 503 of the axial motor 100 along the radial direction of the drive motor 100.

[0099] Figure 9 This is a schematic diagram of the oil circuit of an oil-cooled powertrain provided in an embodiment of this application. Figure 9 As shown, the oil-cooled powertrain 10 also includes an oil pump 600. The oil pump 600 is used to draw oil from the oil reservoir G4 and to deliver oil to the oil outlet 505 of the motor slot G1 and the oil outlet 522 of the reducer end cover 520, respectively. Thus, the oil from the oil reservoir G4 delivered by the oil pump 600, output from the oil outlet 505 of the motor slot G1, cools the drive motor 100 housed in the motor slot G1, and the oil from the oil reservoir G4 delivered by the oil pump 600, output from the oil outlet 522 of the reducer end cover 520, lubricates the reducer 200 housed in the reducer slot G2.

[0100] In one embodiment, such as Figure 6 As shown, the oil reservoir G4 also includes two walls 506 and 507. One of the walls 506 and 507, 506, includes an oil pump suction port 508. The oil pump 600 is used to draw oil from the oil reservoir G4 through the oil pump suction port 508. Therefore, the oil drawn by the oil pump 600 from the oil reservoir G4 will not interfere with the oil flowing back from the reducer slot G2 and the motor slot G1. Furthermore, it can prevent the oil pump 600 from experiencing dry suction, thus avoiding affecting its oil suction capacity and improving the performance of the oil-cooled powertrain 10.

[0101] In one embodiment, the two walls 506 and 507 of the oil storage tank G4 are arranged perpendicular to the axial direction of the drive motor 100 and the arrangement direction of the oil storage tank G4 and the reducer groove G2, respectively.

[0102] In one embodiment, the distance between the two walls 506 and 507 of the oil reservoir G4 is reduced along the direction away from the reducer slot. This allows the oil in the reducer slot G2 or the motor slot G1 to flow quickly into the oil reservoir G4, thereby improving the performance of the oil-cooled powertrain 10.

[0103] Figure 10 Another schematic diagram of the integrated housing provided in an embodiment of this application. (See diagram below.) Figure 10 As shown, the integrated housing 500 also includes an oil pump slot 610, which is used to accommodate and fix the oil pump 600. The oil pump slot 610 is used to connect to the oil pump suction port 508 through the internal oil passage of the integrated housing 500. The slot opening of the oil pump slot 610 faces the same direction as the slot opening of the motor slot G1. Along the axial direction of the drive motor 100, the oil pump slot 610 and the motor slot G1 are distributed on the same side of the reducer slot G2.

[0104] Typically, the size of the reducer slot G2 is larger than the size of the motor slot G1. The oil pump slot 610 and the motor slot G1 are located on one side, and the reducer slot G2 is located on the other side. In addition, the connecting oil passage between the oil pump slot 610 and the oil reservoir G4 is also located in the integrated housing 500, thereby making full use of the space of the integrated housing 500 of the oil-cooled powertrain 10 and reducing the size of the oil-cooled powertrain 10.

[0105] In one embodiment, such as Figure 9 As shown, the oil-cooled powertrain 10 also includes a primary filter 700. The primary filter 700 first filters the oil drawn from the oil reservoir G4 by the oil pump 600, and then introduces the filtered oil into the oil pump 600. This improves the purity of the oil and enhances the lubrication and cooling effect of the oil-cooled powertrain 10.

[0106] In one embodiment, the integrated housing 500 further includes a primary filter slot 710, which is used to accommodate and fix the primary filter 700 of the oil-cooled power assembly 10, and is used to connect the oil pump suction port 508 and the oil pump slot 610.

[0107] In one embodiment, combined with Figure 6 and Figure 10 The primary filter slot 710 and the oil pump slot 610 are arranged back-to-back along the axial direction of the oil pump slot 610. In other words, the primary filter slot 710 and the oil pump slot 610 are arranged back-to-back along the axial direction of the oil pump slot 610. This allows for full utilization of the space in the integrated housing 500 of the oil-cooled power assembly 10, thereby reducing the size of the oil-cooled power assembly 10.

[0108] In one embodiment, such as Figure 9 As shown, the oil-cooled powertrain 10 also includes a secondary filter 800, which receives the oil delivered by the oil pump 600 and performs secondary filtration on the oil delivered by the oil pump 600. This improves the purity of the oil, thereby enhancing the lubrication and cooling effect of the oil-cooled powertrain 10.

[0109] Figure 11 This is another schematic diagram of the reducer end cover provided in an embodiment of this application. In one embodiment, the reducer end cover 520 includes a secondary filter groove 523, which is used to accommodate and fix the secondary filter 800 of the oil-cooled power assembly 10, and the secondary filter groove 523 is used to connect to the oil pump groove 610.

[0110] It should be understood that the filtration precision of the secondary filter 800 is greater than that of the primary filter 700. In other words, the particle size of the impurities filtered by the secondary filter 800 is smaller than that filtered by the primary filter 700.

[0111] In one embodiment, the reducer end cover 520 includes a differential groove 524 for receiving the differential 240 of the reducer 200. For example... Figure 11 As shown, the groove wall of the differential groove 524 protrudes along the axial direction of the drive motor 100 from the side of the reducer end cover 520 opposite to the reducer groove G2, and the orientation of the opening of the secondary filter groove 523 is the same as the protruding direction of the groove wall of the differential groove 524. This allows for full utilization of the external space of the reducer end cover 520 of the oil-cooled powertrain 10, thereby reducing the size of the oil-cooled powertrain 10. Furthermore, the secondary filter groove 523 is located on the side of the reducer end cover 520 opposite to the reducer groove G2, facilitating the layout of the lubrication oil passage R of the oil-cooled powertrain 10.

[0112] In one embodiment, such as Figure 9 As shown, the oil-cooled powertrain 10 also includes a heat exchanger 900, a cooling oil circuit L, and a lubricating oil circuit R. The cooling oil circuit L and the lubricating oil circuit R are located within the housing of the oil-cooled powertrain 10. The cooling circuit L connects the secondary filter 800 and the heat exchanger 900, while the lubricating circuit R connects the secondary filter 800. The oil filtered by the secondary filter 800 is split into two streams: one stream flows through the lubricating oil circuit R to lubricate the reducer 200 housed in the reducer slot G2, and the other stream flows through the cooling oil circuit L into the heat exchanger 900. The oil cooled by the heat exchanger 900 is used to cool at least one of the stator 110 and rotor 120 of the drive motor 100 housed in the motor slot G1.

[0113] The oil filtered by the secondary filter 800 is split into two paths: lubrication path R and cooling path L. The hot oil flowing into lubrication path R bypasses heat exchanger 900 and directly lubricates the reducer 200. This fully utilizes the low viscosity of the hot oil to reduce the rotational load and churning losses of the primary gear set 220 and secondary gear set 230 of the reducer 200, thereby improving the lubrication effect of the reducer 200. The hot oil flowing into cooling path L is cooled by heat exchanger 900, thereby improving the heat dissipation and cooling effect of the drive motor 100. This results in better cooling and lubrication performance of the oil-cooled powertrain 10, which is beneficial to improving the performance of the oil-cooled powertrain 10. This, in turn, helps to increase the driving range of the electric vehicle 1 and improve the driving experience of the electric vehicle 1.

[0114] In one embodiment, the reducer end cover 520 includes a first cooling oil passage, and the integrated housing 500 includes a second cooling oil passage. The first cooling oil passage connects to the secondary filter tank 523 and the second cooling oil passage, and the second cooling oil passage connects to the oil inlet of the heat exchanger 900. The oil outlet of the heat exchanger 900 connects to the oil outlet 505 of the motor tank G1. The first and second cooling oil passages form cooling oil passage L.

[0115] Through the first and second cooling oil passages, the oil filtered by the secondary filter 800 is introduced from the reducer end cover 520 of the oil-cooled power assembly 10 into the heat exchanger 900 on the integrated housing 500 of the oil-cooled power assembly 10. This allows full use of the space in the reducer end cover 520 and the integrated housing 500 of the oil-cooled power assembly 10, thereby reducing the size of the oil-cooled power assembly 10.

[0116] In addition, compared to external piping, the cooling oil circuit is deployed inside the housing of the oil-cooled powertrain 10, which can reduce the risk of oil leakage in the cooling oil circuit, thereby improving the utilization rate of the oil and improving the performance of the oil-cooled powertrain.

[0117] In one embodiment, reference Figure 8 As shown, one end face of the reducer end cover 520 facing the reducer slot G2 includes another oil outlet 524, which is used to connect the secondary filter slot 523 through the internal oil passage of the reducer end cover 520. The internal oil passage of the reducer end cover 520 and the other oil outlet 524 of the reducer end cover 520 form a first cooling oil passage.

[0118] In one embodiment, the outlet of the other oil outlet 524 of the reducer end cover 520 is oriented towards the reducer groove G2 along the axial direction of the drive motor 100. This shortens the first cooling oil path, thereby reducing the flow resistance of the oil and improving the cooling effect of the drive motor 100 of the oil-cooled powertrain 10.

[0119] In one embodiment, reference Figure 6 As shown, one end face of the integrated housing 500 facing the reducer end cover 520 includes an oil inlet 509. The oil inlet 509 of the integrated housing 500 connects to another oil outlet 524 of the reducer end cover 520 and an oil inlet for connecting to the heat exchanger 900 via an internal oil passage in the integrated housing 500. The oil inlet 509 of the integrated housing 500 and the internal oil passage in the integrated housing 500 form a second cooling oil passage.

[0120] Figure 12 This is a schematic diagram of a cooling oil circuit provided in an embodiment of this application. (In conjunction with...) Figure 8 , Figure 6 and Figure 12 As shown, the oil filtered by the secondary filter 800 flows into the oil outlet 524 of the reducer end cover 520 through the internal oil passage of the reducer end cover 520, flows into the oil inlet 509 of the integrated housing 500 which is connected to the oil outlet 524 of the reducer end cover 520, and flows into the heat exchanger 900 through the internal oil passage of the integrated housing 500.

[0121] In one embodiment, the inlet of an oil inlet 509 of the integrated housing 500 is axially away from the reducer end cover 520 along the drive motor 100. This shortens the second cooling oil path, thereby reducing the flow resistance of the oil and improving the cooling effect of the drive motor of the oil-cooled powertrain 10.

[0122] In one embodiment, such as Figure 10 As shown, the outer wall of the integrated housing 500 also includes an oil inlet 901 and an oil outlet 902. The oil inlet 901 of the outer wall of the integrated housing 500 is used to connect the oil outlet 505 of the motor slot G1 and the oil outlet of the heat exchanger 900, and the oil outlet 902 of the outer wall of the integrated housing 500 is used to connect the oil inlet of the heat exchanger 900. Thus, the oil from the oil outlet 902 of the outer wall of the integrated housing 500 flows into the heat exchanger through the oil inlet of the heat exchanger 900. The oil after heat exchange in the heat exchanger 900 flows into the oil outlet 505 of the motor slot G1 through the oil outlet of the heat exchanger 900 and the oil inlet 901 of the outer wall of the integrated housing 500, and flows into the motor slot G1 through the oil outlet 505 to cool the drive motor 100.

[0123] In one embodiment, the oil inlet 901 and the oil outlet 902 of the outer wall of the integrated housing 500 along the radial direction of the drive motor 100 are respectively arranged on the side of the oil pump groove 600 away from the oil storage groove G4.

[0124] The oil inlet 901 and the oil outlet 902 of the integrated housing 500 connected to the oil outlet of the heat exchanger 900, the oil pump slot 600, and the motor slot G1 are located on one side, while the reducer slot G2 is located on the other side. This allows for full utilization of the space within the integrated housing 500 of the oil-cooled power assembly 10, thereby reducing the size of the oil-cooled power assembly 10. Furthermore, the oil pump slot 600 is positioned close to the oil reservoir G4 relative to the oil inlet 901 and the oil outlet 902 of the integrated housing 500 connected to the oil outlet of the heat exchanger 900. This ensures sufficient oil pressure to deliver oil to the reducer slot G2 and the motor slot G1, preventing excessive oil flow resistance from affecting oil delivery.

[0125] In one embodiment, the outlet of the oil outlet 505 of the motor slot G1 is radially oriented towards the drive motor 100. This shortens the oil passage between the oil outlet of the heat exchanger 900 and the oil outlet 505 of the motor slot G1, thereby reducing the flow resistance of the oil and improving the cooling effect of the drive motor 100 of the oil-cooled power assembly 10.

[0126] In one embodiment, the oil inlet 901 on the outer wall of the integrated housing 500 is used to connect to the oil outlet 505 of the motor slot G1 through the internal oil passage of the integrated housing 500. That is, the oil outlet 505 of the motor slot G1 is used to connect to the heat exchanger 900 through the internal oil passage of the integrated housing 500 and the oil inlet 901 on the outer wall of the integrated housing 500. The oil outlet 505 of the motor slot G1 is used to receive the oil after heat exchange in the heat exchanger 900 through the internal oil passage of the integrated housing 500 and to output the oil to cool the drive motor 100. Thus, the oil after heat exchange in the heat exchanger 900 flows into the oil outlet 505 of the motor slot G1 through the oil outlet of the heat exchanger 900, the oil inlet 901 on the outer wall of the integrated housing 500, and the internal oil passage of the integrated housing 500, and flows into the motor slot G1 through the oil outlet 505 to cool the drive motor 100.

[0127] In one embodiment, the oil inlet 901 on the outer wall of the integrated housing 500 and the internal oil passages of the integrated housing 500 connected thereto, as well as the oil outlet 505 of the motor slot G1, form the stator oil circuit of the drive motor 100. Compared to external piping, the stator oil circuit is deployed inside the integrated housing 500, which can reduce the risk of oil leakage in the stator oil circuit, thereby improving the utilization rate of oil and improving the performance of the oil-cooled power assembly 10.

[0128] In one embodiment, reference Figure 7 As shown, one end face of the motor end cover 510 facing the motor slot G1 includes an oil inlet 512, which connects to the internal oil passage of the motor end cover 510. (Reference) Figure 5 As shown, one end face of the integrated housing 500 facing the motor end cover 510 includes another oil outlet 5010. The oil outlet 5010 of the integrated housing 500 is used to connect the heat exchanger 900 and the oil inlet 512 of the motor end cover 510 through the internal oil passage of the integrated housing 500. The oil outlet 5010 of the integrated housing 500 and the internal oil passage of the integrated housing 500 connected thereto, as well as the oil inlet 512 of the motor end cover 510 and the internal oil passage of the motor end cover 510 connected thereto, form the rotor oil passage of the drive motor 100. Thus, the oil after heat exchange in the heat exchanger 900 is used to flow into the shaft cavity of the motor shaft 130 of the drive motor 100 through the internal oil passage of the integrated housing 500, the oil outlet 5010 of the integrated housing 500, the oil inlet 512 of the motor end cover 510, and the internal oil passage of the motor end cover 510 to cool the rotor of the drive motor 100. Compared to external piping, the rotor oil circuit is located inside the housing of the oil-cooled power assembly 10, which reduces the risk of oil leakage in the stator oil circuit, thereby improving the utilization rate of the oil and enhancing the performance of the oil-cooled power assembly 10.

[0129] In one embodiment, the motor end cover 510 is also used to accommodate an annular oil guide plate, which is used to receive cooling oil from the internal oil passage of the motor end cover 510 and to deliver the received cooling oil to the shaft cavity of the motor shaft 130.

[0130] In one embodiment, reference Figure 10 As shown, the outer wall of the electrical control tank G3 also includes a liquid inlet 903 and a liquid outlet 904. The liquid inlet 903 of the electrical control tank G3 is used to connect to the liquid outlet of the heat exchanger 900, and the liquid outlet 904 of the electrical control tank G3 is used to connect to the liquid inlet of the heat exchanger 900. The coolant in the heat exchanger 900 is used to exchange heat with the electrical components of the motor controller 300. The coolant flow channel is integrated into the integrated housing 500, thereby making full use of the space of the integrated housing 500 of the oil-cooled powertrain 10, and thus reducing the size of the oil-cooled powertrain 10.

[0131] In one embodiment, the inlet 903 of the electrical control tank G3 is perpendicular to the outer wall of the electrical control tank G3 and faces away from the heat exchanger 900, while the outlet 904 of the electrical control tank G3 is perpendicular to the outer wall of the electrical control tank G3 and faces the heat exchanger 900. This shortens the coolant flow path between the heat exchanger 900 and the electrical control tank G3, thereby reducing the flow resistance of the coolant and improving the cooling effect of the motor controller 300 of the oil-cooled powertrain 10.

[0132] In one embodiment, the oil outlet 522 of the reducer end cover 520 is used to connect to the secondary filter groove 523 through the internal oil passage of the reducer end cover 520. The oil outlet 522 and the internal oil passage of the reducer end cover 520 form a lubricating oil passage R. The oil filtered by the secondary filter 800 flows into the oil outlet 522 of the reducer end cover 520 through the internal oil passage of the reducer end cover 520, and then flows into the reducer cavity formed by the reducer end cover 520 and the reducer groove G2 to lubricate the reducer 200.

[0133] By placing the lubrication line R within the reducer end cover 520 of the oil-cooled powertrain 10, the space within the reducer end cover 520 can be fully utilized, thereby reducing the size of the oil-cooled powertrain 10. Furthermore, compared to external piping, placing the lubrication line R within the reducer end cover 520 reduces the risk of oil leakage, thus improving oil utilization and ultimately enhancing the performance of the oil-cooled powertrain 10.

[0134] In one embodiment, the outlet 522 of the reducer end cover 520 is oriented along the axial direction of the drive motor 100 toward the reducer groove G2. This reduces the flow resistance of the oil and improves the lubrication effect of the reducer 200 of the oil-cooled power assembly 10.

[0135] In one embodiment, the oil-cooled powertrain 10 further includes an oil guide pipe 1000, and the reducer slot G2 is used to accommodate the oil guide pipe 1000. The oil guide pipe 1000 has a hollow structure, and the oil outlet 522 of the reducer end cover 520 outputs oil through the oil guide pipe 1000 to lubricate the reducer 200 accommodated in the reducer slot G2. This improves the lubrication effect of the reducer 200, thereby improving the performance of the oil-cooled powertrain 10.

[0136] Figure 13 This is a schematic diagram of an oil guide pipe provided in an embodiment of this application. One end 1001 of the oil guide pipe 1000 is used to be embedded in the oil outlet 522 of the reducer end cover 520. That is, one end 1001 of the oil guide pipe 1000 is used to connect to the lubricating oil circuit R through the oil outlet 522 of the reducer end cover 520 and to receive the oil filtered by the secondary filter 800. The other end 1002 of the oil guide pipe 1000 is used to output oil to the reducer 200 for main...

[0137] Figure 14 Another schematic diagram of an oil-cooled powertrain provided in an embodiment of this application. In one embodiment, as... Figure 14 As shown, the oil guide pipe 1000 surrounds the driving wheel 231 of the secondary gear set 230. Since the diameter of the driven wheel 222 of the primary gear set 220 of the reducer 200 is larger than that of the driving wheel 231 of the secondary gear set 230, the oil guide pipe 1000 surrounding the driving wheel 231 of the secondary gear set 230 can make full use of the free space in the radial direction of the drive motor 100 between the driving wheel 231 of the secondary gear set 230 and the reducer slot G2, which is beneficial to the miniaturization of the oil-cooled powertrain 10.

[0138] In one embodiment, the oil output from the oil guide pipe 1000 is used to actively lubricate the driving gear 221 of the first-stage gear set 220 and the driven gear 232 of the second-stage gear set 230 of the reducer 200.

[0139] Figure 15 This is another schematic diagram of the oil guide tube provided in an embodiment of this application. (In conjunction with...) Figure 13 and Figure 15The other end 1002 of the oil guide pipe 1000 includes two oil outlets 1003a and 1003b. One of the two oil outlets 1003a and 1003b, 1003a, is used to output oil to lubricate the driving gear 221 of the first-stage gear set 220, and the other oil outlet 1003b is used to output oil to lubricate the driven gear 232 of the second-stage gear set 230. The two oil outlets 1003a and 1003b at the other end 1003 of the oil guide pipe 1000 can actively lubricate the driving gear 221 of the first-stage gear set 220 and the driven gear 232 of the second-stage gear set 230 of the reducer 200, thereby improving the lubrication effect of the reducer 200 and thus improving the performance of the oil-cooled power assembly 10.

[0140] In one embodiment, the two oil outlets 1003a and 1003b are oriented in opposite directions along the axial direction of the drive motor 100. In another embodiment, reference... Figure 13 and Figure 15 As shown, the other end 1002 of the oil guide pipe 1000 includes two bent sections 1002a and 1002b. The bending direction of one of the bent sections 1002a and 1002b is opposite to that of the other bent section 1002b along the axial direction of the drive motor 100. The outlet of the bent section 1002a forms an oil outlet 1002a, and the outlet of the bent section 1002b forms an oil outlet 1003b.

[0141] In one embodiment, the diameter of the driving gear 221 of the first-stage gear set 220 is smaller than the diameter of the driven gear 232 of the second-stage gear set 230, and the distance between the two oil outlets 1001 and 1002 and the central axis of the motor shaft 130 is greater than or equal to the radius of the driven gear 232 of the second-stage gear set 230. When the oil-cooled powertrain 10 is fixed to the electric vehicle 1, along the direction of gravity, the two oil outlets 1003a and 1003b of the other end 1002 of the oil guide pipe 1000 are both distributed above the driving gear 221 of the first-stage gear set 220 and the driven gear 232 of the second-stage gear set 230 of the reducer 200. This improves the utilization rate of the oil and thus helps to improve the performance of the oil-cooled powertrain 10.

[0142] In one embodiment, the oil output from the oil guide pipe 1000 is also used to actively lubricate the drive wheel 231 of the secondary gear set 230 of the reducer 200.

[0143] Continue to refer to Figure 15As shown, the wall of the oil guide pipe 1000 includes multiple oil outlet holes 1004. Each of the multiple oil outlet holes 1004 is used to output oil to lubricate the drive wheel 231 of the secondary gear set 230. The multiple oil outlet holes 1004 on the wall of the oil guide pipe 1000 can actively lubricate the drive wheel 231 of the secondary gear set 230 of the reducer 200, thereby improving the lubrication effect of the reducer 200 and thus improving the performance of the oil-cooled powertrain 10.

[0144] In one embodiment, the oil output from the oil conduit 1000 is also used to lubricate the various bearings of the oil-cooled powertrain 10, thereby improving the lubrication effect of the reducer 200 and thus improving the performance of the oil-cooled powertrain 10.

[0145] Figure 16 Another schematic diagram of the integrated housing provided in an embodiment of this application. (See diagram below.) Figure 16 As shown, the integrated housing 500 also includes two additional oil inlets 1005 and 1006, and two bearing grooves 1007 and 1008. One bearing groove 1007 is used to fix a bearing on the drive shaft 210, and the other bearing groove 1008 is used to fix a bearing on the motor shaft 130. Each of the two additional oil inlets 1005 and 1006 is used to connect to one of the bearing grooves 1007 and 1008. The oil guide pipe 1000 is also used to output oil through at least one of the two additional oil inlets 1005 and 1006 to the bearing groove connected to at least one oil inlet.

[0146] In one embodiment, the distance between oil inlet 1005 and bearing groove 1007 is less than the distance between oil inlet 1005 and bearing groove 1008. The distance between oil inlet 1006 and bearing groove 1008 is less than the distance between oil inlet 1006 and bearing groove 1007. By placing each of the other two oil inlets 1005 and 1006 close to one of the bearing grooves 1007 and 1008, the oil path from oil guide pipe 1000 to each bearing groove can be shortened, thereby improving the lubrication efficiency of reducer 200 and thus improving the performance of oil-cooled power assembly 10.

[0147] Figure 17 This is a schematic diagram of an oil collection tank provided in an embodiment of this application. The oil-cooled powertrain 10 also includes an oil collection tank 1100, and the reducer slot G2 is also used to accommodate the oil collection tank 1100. Figure 17As shown, the oil collection tank 1100 includes a groove opening 1101 and a groove bottom 1102 arranged opposite to each other. The groove opening 1101 of the oil collection tank 1100 is away from the oil outlet 504. The oil collection tank 1100 is used to collect the oil in the reducer groove G2. Thus, the oil collection tank 1100 can further reduce the oil in the reducer groove G2, reduce the oil churning loss of the reducer 200, improve the performance of the oil-cooled power assembly 10, and thus contribute to the high performance of the oil-cooled power assembly 10.

[0148] Figure 18 This is another schematic diagram of an oil-cooled powertrain provided in an embodiment of this application. In one embodiment, the oil collection tank 1100 is used to collect oil leaking from the oil guide pipe 1000. Figure 18 As shown, the oil collection groove 1100 is distributed between the drive wheel 231 of the secondary gear set 230 and the oil guide pipe 1000. The groove opening 1101 of the oil collection groove 1100 faces the oil guide pipe 1000, and the groove opening 1101 of the oil collection groove 1100 is used to collect the oil leaking from the oil guide pipe 1000.

[0149] In one embodiment, the bottom 1102 of the oil collection groove 1100 is an arc-shaped wall recessed on the side opposite to the driving wheel 231 of the secondary gear set 230. This allows full utilization of the free space along the radial direction of the drive motor 100 between the driving wheel 231 of the secondary gear set 230 and the oil guide pipe 1000, which is beneficial for the miniaturization of the oil-cooled powertrain 10.

[0150] Figure 19 This is another schematic diagram of the oil collection tank provided in an embodiment of this application. In one embodiment, the oil collection tank 1100 is also used to output oil for active lubrication of the drive wheel 231 of the secondary gear set 230. Figure 19 As shown, the bottom 1102 of the oil collection tank 1100 includes multiple oil outlets 1103, which are used to output oil to actively lubricate the drive wheel 231 of the secondary gear set 230. This improves the lubrication effect of the reducer 200, and thus helps to improve the performance of the oil-cooled powertrain 10.

[0151] In one embodiment, reference Figure 18 As shown, the oil collection tank 1100 has two sets of oil outlets 1103 at the bottom 1102 of the oil collection tank 1100. The two sets of oil outlets 1103 are distributed at both ends of the bottom 1102 of the oil collection tank 1100 along the circumference of the drive motor 100. Thus, the two sets of oil outlets 1103 can fully lubricate the drive wheel 231 of the secondary gear set 230.

[0152] In this embodiment of the application, the circumferential direction of the drive motor 100 can be understood as the circumferential direction of the motor shaft 130 of the drive motor 100, the circumferential direction of the stator core 111 of the drive motor 100, the circumferential direction of the reducer 200, and the circumferential direction of the oil-cooled power assembly 10.

[0153] In one embodiment, the oil collection trough 1100 is also used to output oil for lubrication of the differential 240. For example... Figure 17 As shown, the oil collection tank 1100 includes a protrusion 1104. The protruding direction of the protrusion 1104 is along the axial direction of the drive motor 100 and away from the driven gear 221 of the primary gear set 220. The protrusion 1104 includes an oil outlet 1105, which is used to output oil to lubricate the differential 240. The oil collection tank 1100 guides the collected oil to the differential 240 through the oil outlet 1105 on its protrusion 1102, providing active lubrication to the differential 240. This improves the lubrication effect of the reducer 200, thereby improving the performance of the oil-cooled powertrain 10.

[0154] In one embodiment, the oil collection groove 1100 is used to fix the reducer end cover 520. For example... Figure 17 and Figure 18 As shown, the oil collection tank 1100 includes multiple fixed ends 1106, and the oil collection tank 1100 is fixed to the reducer end cover 520 through the multiple fixed ends 1106.

[0155] In one embodiment, each fixed end 1106 of the oil collection groove 1100 is distributed on the groove wall of the oil collection groove 1100 facing the reducer end cover 520. Each fixed end 1106 of the oil collection groove 1100 includes a fixing hole 1107, and each fixing hole 1107 is used to pass through a fastener to fix the oil collection groove 1100 to the reducer end cover 520.

[0156] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An oil-cooled powertrain, characterized in that, The housing of the oil-cooled powertrain includes an integrated housing and two end caps. The integrated housing includes a reducer slot, a motor slot, and an oil reservoir. Along the axial direction of the drive motor of the oil-cooled powertrain, the motor slot and the reducer slot are arranged opposite to each other. Along the radial direction of the drive motor, the reducer slot and the motor slot are distributed on the same side of the oil reservoir. The oil reservoir includes two openings arranged opposite each other along the axial direction of the drive motor. One of the two end caps is used to enclose one of the two openings of the reducer slot and the oil reservoir. Another end cap is used to enclose the other opening of the two openings of the motor slot and the oil reservoir. Each of the end caps and the motor slot includes an oil outlet. The oil outlet of the end cap is used to output oil from the oil reservoir, pumped by the oil pump of the oil-cooled powertrain, to lubricate the reducer housed in the reducer slot. The oil outlet of the motor slot is used to output oil from the oil reservoir, pumped by the oil pump of the oil-cooled powertrain, to cool the drive motor housed in the motor slot. The integrated housing also includes two oil return holes, wherein: One of the two oil return holes is used to penetrate the wall shared by the reducer slot and the oil storage tank, and the other of the two oil return holes is used to penetrate the wall shared by the motor slot and the oil storage tank. The oil storage tank is used to collect the oil flowing back from the reducer slot through the one oil return hole and to collect the oil flowing back from the motor slot through the other oil return hole.

2. The oil-cooled powertrain according to claim 1, characterized in that, One of the two walls of the oil storage tank includes an oil pump suction port. The oil pump is used to draw oil from the oil storage tank through the oil pump suction port. The two walls of the oil storage tank are arranged perpendicular to the axial direction of the drive motor and the arrangement direction of the oil storage tank and the reducer slot, respectively.

3. The oil-cooled powertrain according to claim 2, characterized in that, The distance between the two walls of the oil reservoir decreases along the direction away from the reducer groove.

4. The oil-cooled powertrain according to claim 2 or 3, characterized in that, The integrated housing also includes an oil pump slot for accommodating and fixing the oil pump, and the oil pump slot is used to connect the oil pump suction port through an internal oil passage of the integrated housing, wherein: The oil pump slot and the motor slot face the same direction, and the oil pump slot and the motor slot are distributed on the same side of the reducer slot along the axial direction of the drive motor.

5. The oil-cooled powertrain according to claim 4, characterized in that, The integrated housing also includes a primary filter compartment for accommodating and fixing the primary filter, wherein: The primary filter slot and the oil pump slot are arranged opposite each other along the axial direction of the oil pump slot, and the primary filter slot is used to connect the oil pump suction port and the oil pump slot.

6. The oil-cooled powertrain according to claim 4 or 5, characterized in that, The outer wall of the integrated housing further includes an oil inlet and an oil outlet. The oil inlet of the outer wall of the integrated housing is used to connect the oil outlet of the motor slot and the oil outlet of the heat exchanger of the oil-cooled power assembly. The oil outlet of the outer wall of the integrated housing is used to connect the oil inlet of the heat exchanger. Along the radial direction of the drive motor, one oil inlet and one oil outlet of the outer wall of the integrated housing are respectively arranged on the side of the oil pump tank away from the oil storage tank.

7. The oil-cooled powertrain according to any one of claims 1 to 6, characterized in that, One end cover includes a differential slot and a secondary filter slot. The differential slot is used to accommodate the differential of the reducer, and the secondary filter slot is used to accommodate and fix the secondary filter. The secondary filter slot is used to connect to one oil outlet of the one end cover, wherein: The wall of the differential slot protrudes along the axial direction of the drive motor from the side of the end cover away from the reducer slot, and the orientation of the slot opening of the secondary filter slot is the same as the protruding direction of the wall of the differential slot.

8. The oil-cooled powertrain according to claim 7, characterized in that, The end cap includes a lubrication oil passage, and the secondary filter slot is used to connect the lubrication oil passage to the oil outlet of the end cap. The outlet of the oil outlet of the end cap is axially oriented towards the reducer slot along the drive motor.

9. The oil-cooled powertrain according to claim 7 or 8, characterized in that, The end cap includes a first cooling oil passage, and the integrated housing includes a second cooling oil passage. The first cooling oil passage connects the secondary filter tank and the second cooling oil passage. The second cooling oil passage connects the oil inlet of the heat exchanger of the oil-cooled powertrain. The oil outlet of the heat exchanger connects the oil outlet of the motor tank. The outlet of the oil outlet of the motor tank is radially toward the drive motor.

10. The oil-cooled powertrain according to claim 9, characterized in that, One end cover, facing one end face of the reducer slot, includes another oil outlet. This other oil outlet of the end cover is used to connect to the secondary filter slot via an internal oil passage in the end cover. The integrated housing, facing one end face of the end cover, includes an oil inlet. This oil inlet connects to the other oil outlet of the end cover and to the oil inlet of the heat exchanger via an internal oil passage in the integrated housing, wherein: The outlet of the other oil outlet of the one end cover is axially toward the reducer slot along the drive motor, and the other oil outlet of the one end cover and the internal oil passage of the one end cover form the first cooling oil passage. The inlet of one of the oil inlets of the integrated housing is axially away from the end cover along the drive motor, and the oil inlet of the integrated housing and the internal oil passage of the integrated housing form the second cooling oil passage.

11. The oil-cooled powertrain according to any one of claims 1 to 10, characterized in that, The reducer slot is also used to accommodate an oil collection slot, the opening of which is opposite to the one oil return hole, and the oil collection slot is used to collect the oil from the reducer slot.

12. The oil-cooled powertrain according to any one of claims 1 to 11, characterized in that, The integrated housing also includes an electrical control slot, which, along with the oil reservoir, is distributed on both sides of the reducer slot and the motor slot along the radial direction of the drive motor. The outer wall of the electrical control slot also includes a liquid inlet and a liquid outlet. The liquid inlet is connected to the liquid outlet of the heat exchanger of the oil-cooled powertrain, and the liquid outlet is connected to the liquid inlet of the heat exchanger. The coolant in the heat exchanger is used to exchange heat with the electrical components of the motor controller of the oil-cooled powertrain. The inlet of one liquid inlet is perpendicular to the outer wall of the electrical control tank and faces away from the heat exchanger, while the outlet of one liquid outlet is perpendicular to the outer wall of the electrical control tank and faces the heat exchanger.

13. The oil-cooled powertrain according to any one of claims 1 to 12, characterized in that, The diameter of each of the two oil return holes is larger than the diameter of the oil outlet of the end cap and the diameter of the oil outlet of the motor slot, respectively.

14. The oil-cooled powertrain according to any one of claims 1 to 13, characterized in that, The angular range between the oil outlet and the oil return hole of the end cover along the radial direction of the drive motor is 90 degrees to 180 degrees. The angular range between the other oil outlet and the oil return hole of the motor slot along the radial direction of the drive motor is 90 degrees to 180 degrees.

15. An electric vehicle, characterized in that, The electric vehicle includes wheels, a transmission mechanism, and an oil-cooled powertrain as claimed in any one of claims 1-14, the oil-cooled powertrain being used to drive the wheels via the transmission mechanism.

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