Power assembly with intermediate shaft lubricating function and electric vehicle

Abstract

The utility model provides a power assembly with an intermediate shaft lubricating function and an electric vehicle. A shell of the power assembly comprises a motor cavity, a speed reducer cavity and an electric control cavity. The motor cavity and the speed reducer cavity are adjacently arranged in the axial direction of the driving motor, and the electric control cavity is stacked on the motor cavity and the speed reducer cavity. An intermediate shaft of the speed reducer deviates from the electric control cavity relative to the input shaft and the output shaft. The cavity wall on one side of the speed reducer cavity comprises a first oil blocking protrusion and a bearing groove. The bearing groove is used for containing a bearing of the intermediate shaft. The groove wall of the bearing groove comprises an oil inlet, and the oil inlet faces the electric control cavity in the radial direction of the bearing groove. The first oil blocking protrusion faces the oil inlet from the electric control cavity in the radial direction of the bearing groove. Under the condition that the intermediate shaft is arranged at the lower portion, the first oil blocking protrusion is arranged in the space between the electric control cavity and the oil inlet of the bearing groove, the first oil blocking protrusion can be used for lubricating one bearing through collected oil, and the lubricating effect on the speed reducer can be improved.

Description

Technical Field

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

[0002] In the new energy vehicle industry, the powertrain is the primary power source for vehicles. Among its components, the reducer, a crucial element of the powertrain, utilizes its internal gear and shaft assembly to convert high-speed kinetic energy into greater torque output to meet the vehicle's driving demands. However, currently, insufficient lubrication is a problem for components such as bearings and gears within the gear and shaft assembly. This can lead to severe wear of the gear and shaft assembly, reducing the reducer's lifespan and negatively impacting the normal operation of the powertrain. Utility Model Content

[0003] This application provides a powertrain and electric vehicle with intermediate shaft lubrication function.

[0004] In a first aspect, embodiments of this application provide a powertrain with an intermediate shaft lubrication function. The powertrain housing includes a motor cavity, a reducer cavity, and an electronic control cavity. The motor cavity houses the drive motor of the powertrain, the reducer cavity houses the input shaft, intermediate shaft, and output shaft of the reducer in the powertrain, the intermediate shaft is used for transmission connection between the input shaft and the output shaft, and the electronic control cavity houses the motor controller of the powertrain. The motor cavity and the reducer cavity are arranged adjacent to each other along the axial direction of the drive motor, and the electronic control cavity is stacked on top of the motor cavity and the reducer cavity. The intermediate shaft is opposite to the electronic control cavity relative to the input shaft and the output shaft.

[0005] The reducer cavity includes a first oil-blocking protrusion and a bearing groove on one side wall. The bearing groove accommodates a bearing from the intermediate shaft. The groove wall includes an oil inlet, which extends radially toward the electronic control cavity. The first oil-blocking protrusion extends radially from the electronic control cavity toward the oil inlet.

[0006] In this embodiment, the intermediate shaft is connected to both the input and output shafts, transmitting torque from the input shaft to the output shaft. Since the input and intermediate shafts typically rotate at high speeds, the intermediate shaft drives a bearing to rotate at high speed, necessitating measures to prevent irreversible damage to the bearing due to insufficient lubrication. Currently, oil pumps are commonly used for active lubrication of the bearings. However, the effectiveness of active lubrication is affected by the pump's rotational speed and temperature: a low pump speed results in insufficient power to the oil, and a low pump temperature increases the oil viscosity; both of these conditions reduce oil delivery efficiency, which is detrimental to bearing lubrication. Furthermore, active lubrication requires complex oil passages between the pump and the bearing housing, leading to higher costs.

[0007] In this embodiment, a first oil-blocking protrusion is used to achieve passive lubrication of a bearing. Passive lubrication mainly relies on rotating components such as gears and shafts to agitate the oil, thus avoiding the influence of oil pump speed and temperature on the lubrication effect. The first oil-blocking protrusion protrudes from one side wall of the reducer cavity, blocking some of the splashed oil within the reducer cavity. The first oil-blocking protrusion and a bearing groove are located on the same side wall of the reducer cavity, and the first oil-blocking protrusion and an oil inlet of the bearing groove are radially opposite each other, which helps reduce the difficulty of oil flowing from one first oil-blocking protrusion to one oil inlet. An intermediate shaft passes through the inner ring of a bearing, and the first oil-blocking protrusion can guide the oil to at least one of the oil inlets or the intermediate shaft. When the oil flows to the intermediate shaft under the guidance of the first oil-blocking protrusion, since the intermediate shaft is constantly rotating, it can also continue to agitate the oil into a bearing groove to lubricate the bearing.

[0008] In this embodiment, a first oil-blocking protrusion provides passive lubrication to a bearing in a scenario where the intermediate shaft is positioned below the bearing. The reducer cavity and motor cavity are arranged parallel to each other on one side of the electronic control cavity. "Intermediate shaft positioned below the bearing" means that the intermediate shaft is away from the electronic control cavity relative to the input and output shafts. The intermediate shaft is coaxial with a bearing groove, and the axis of the bearing groove is also away from the electronic control cavity relative to the input and output shafts. This allows the space between the wall of the bearing groove in the reducer cavity and the electronic control cavity to accommodate a first oil-blocking protrusion. It is understood that the movement path of the oil is affected by gravity. A first oil-blocking protrusion positioned between the electronic control cavity and the lowered bearing groove facilitates the flow of oil collected by the protrusion into an oil inlet under gravity, reducing flow resistance. If the intermediate shaft faces the electronic control cavity relative to the input and output shafts, the space between the bearing groove and the electronic control cavity is difficult to accommodate a first oil-blocking protrusion. Placing the first oil-blocking protrusion in other positions also makes it difficult for oil to flow into the oil inlet under gravity.

[0009] In one embodiment, the cavity wall of the reducer cavity further includes a second oil-blocking protrusion and a third oil-blocking protrusion. The second and third oil-blocking protrusions are distributed on both sides of an oil inlet along the circumference of a bearing groove. The distance between the second and third oil-blocking protrusions increases along the direction from the oil inlet toward the electronic control cavity.

[0010] In this embodiment, a first oil-blocking protrusion faces an oil inlet, while a second and a third oil-blocking protrusion surround the oil inlet. The second and third oil-blocking protrusions are distributed on either side of the first oil-blocking protrusion, allowing them to replenish the collected oil to the bearing during reversal of the reducer or vehicle climbing, thus improving oil collection efficiency and increasing the amount of oil flowing into the oil inlet.

[0011] In the embodiments of this application, the space between a second oil-blocking protrusion, a third oil-blocking protrusion and a first oil-blocking protrusion can temporarily store part of the oil collected by the oil-blocking protrusion, or the space between a second oil-blocking protrusion and a third oil-blocking protrusion can temporarily store part of the oil collected by the oil-blocking protrusion, which helps to reduce the oil churning loss of a bearing.

[0012] In this embodiment, the extension directions of a second oil-blocking protrusion and a third oil-blocking protrusion intersect. The angled opening formed by the second oil-blocking protrusion and the third oil-blocking protrusion faces the electronic control cavity and is away from an oil inlet, which helps to expand the space of the oil collection cavity. The second oil-blocking protrusion and the third oil-blocking protrusion enable the oil thrown out by the gears to be received even in scenarios such as the vehicle climbing at a large angle, reducing the risk of insufficient lubrication of a bearing in special scenarios.

[0013] In one embodiment, the distance between a first oil-blocking protrusion and an oil inlet along the radial direction of a bearing groove is greater than the distance between each of a second oil-blocking protrusion and a third oil-blocking protrusion and an oil inlet.

[0014] In this embodiment, the relative positions of a first oil-blocking protrusion, a second oil-blocking protrusion, a third oil-blocking protrusion, and an oil inlet are different. A first oil-blocking protrusion points radially from the electrical control cavity to the oil inlet along a bearing groove. Therefore, the radial distance between the first oil-blocking protrusion and the oil inlet should be relatively large to prevent the first oil-blocking protrusion from blocking the oil inlet and hindering oil flow. A second oil-blocking protrusion and a third oil-blocking protrusion are distributed on both sides of the oil inlet along the circumference of a bearing groove. The radial distance between the second and third oil-blocking protrusions and the oil inlet is relatively small, which helps guide oil flow into the oil inlet and improves the utilization rate of oil in passive lubrication.

[0015] In one embodiment, the input shaft is used to fix the input wheel of the reducer, and the output shaft is used to fix the output wheel of the reducer. A second oil stop protrusion is arranged between the input shaft and a first oil stop protrusion, and a third oil stop protrusion is arranged between the output shaft and a first oil stop protrusion.

[0016] In this embodiment, the input shaft is coaxial with the input wheel, and the output shaft is coaxial with the output wheel. The positions of the input and output shafts determine the positions of the axes of the input and output wheels. Specifically, the distance between the input shaft and a second oil-blocking protrusion is less than the distance between the input shaft and a first oil-blocking protrusion, and the distance between the output shaft and a third oil-blocking protrusion is less than the distance between the output shaft and a first oil-blocking protrusion. This facilitates the input shaft and input wheel in throwing oil to the second oil-blocking protrusion, and also facilitates the output shaft and output wheel in throwing oil to the third oil-blocking protrusion, thus shortening the oil transmission path.

[0017] In one embodiment, the intermediate driving wheel of the intermediate shaft along the axial direction of a bearing groove is opposite to the intermediate driven wheel of the intermediate shaft, and the outer diameter of the intermediate driving wheel is smaller than the outer diameter of the intermediate driven wheel. A first oil-blocking protrusion, a second oil-blocking protrusion, and a third oil-blocking protrusion are distributed on the side of the intermediate driving wheel away from the intermediate driven wheel along the axial direction of a bearing groove.

[0018] In this configuration, a portion of a first oil-blocking protrusion protrudes towards the intermediate drive wheel relative to the groove wall of a bearing groove along the axial direction of a bearing groove, and the intermediate drive wheel is arranged between a portion of the first oil-blocking protrusion and the intermediate shaft along the radial direction of a bearing groove.

[0019] In this embodiment, a portion of a first oil-blocking protrusion extends to one side of the intermediate drive wheel along a bearing groove. This portion of the first oil-blocking protrusion can collect oil splashed out by the intermediate drive wheel and guide the collected oil to the intermediate drive wheel and intermediate shaft, whereby the intermediate shaft can further splash the oil into a bearing groove. In addition to lubricating one bearing, the first oil-blocking protrusion can also passively lubricate the intermediate drive wheel, which helps reduce wear on the intermediate drive wheel and the output wheel.

[0020] In one embodiment, the wall of a bearing groove protrudes towards the intermediate drive wheel along the axial direction of the bearing groove. Another portion of a first oil-blocking protrusion is fixed to the wall of a bearing groove, and the distance between the other portion of the first oil-blocking protrusion and the intermediate drive wheel along the axial direction of the bearing groove is less than or equal to the distance between an oil inlet and the intermediate drive wheel.

[0021] In this embodiment, the wall of a bearing groove protrudes axially toward the central drive wheel, allowing it to engage with at least one of a first, second, or third oil-blocking protrusion, temporarily storing collected oil in the space around the outer periphery of the bearing groove. Oil inlets are located on the groove wall, guiding the oil flow.

[0022] In this embodiment, the wall of a bearing groove protrudes from one side of the reducer cavity wall, facilitating the fixing of another portion of a first oil-blocking protrusion to the wall of the bearing groove. One portion of the first oil-blocking protrusion guides oil to the intermediate drive wheel and intermediate shaft, while the other portion guides oil to an oil inlet in the bearing groove. If the axial distance between the other portion of the first oil-blocking protrusion and the intermediate drive wheel is greater than the axial distance between an oil inlet and the intermediate drive wheel, it effectively increases the axial distance between the other portion of the first oil-blocking protrusion and the oil inlet, making it more difficult for the other portion of the first oil-blocking protrusion to guide oil to the oil inlet.

[0023] In one embodiment, the lengths of a second oil-blocking protrusion and a third oil-blocking protrusion along the axial direction of a bearing groove are both greater than the length of another portion of a first oil-blocking protrusion.

[0024] In this embodiment, since the other part of a first oil-blocking protrusion is fixed to the wall of a bearing groove, the axial length of the other part of the first oil-blocking protrusion should not be too long in order to facilitate the guidance of oil to an oil inlet of the bearing groove. In this case, the axial lengths of a second oil-blocking protrusion and a third oil-blocking protrusion distributed on both sides of the first oil-blocking protrusion are relatively long, which is beneficial to supplement the oil-blocking effect and increase the amount of oil collected.

[0025] In one embodiment, the length of another portion of a first oil-blocking protrusion along the circumference of a bearing groove is greater than the length of a portion of the first oil-blocking protrusion.

[0026] In this embodiment, a portion of the oil collected by one part of a first oil-blocking protrusion flows into a bearing groove through another part of the first oil-blocking protrusion. The circumferential length of the other part of the first oil-blocking protrusion is greater than the circumferential length of the first part of the first oil-blocking protrusion, which helps to increase the contact area between the oil and the other part of the first oil-blocking protrusion, thus facilitating the other part of the first oil-blocking protrusion to guide the oil.

[0027] In one embodiment, the length of another portion of a first oil-blocking protrusion along the circumference of a bearing groove is less than the inner diameter of an oil inlet.

[0028] In this embodiment, the circumferential length of another part of a first oil-blocking protrusion is less than the inner diameter of an oil inlet, which can prevent oil from accumulating in an oil inlet and help reduce the flow resistance of the oil.

[0029] In one embodiment, the other side wall of the reducer cavity includes another bearing groove, another first oil baffle protrusion, another second oil baffle protrusion, and another third oil baffle protrusion. The other bearing groove is used to accommodate another bearing of the intermediate shaft. The other first oil baffle protrusion extends radially from the electrical control cavity toward another oil inlet of the other bearing groove. The other second and third oil baffle protrusions are distributed on both sides of the other oil inlet along the circumference of the other bearing groove.

[0030] Among them, another bearing groove, another first oil-blocking protrusion, another second oil-blocking protrusion and another third oil-blocking protrusion are distributed on the side of the intermediate driven wheel away from the intermediate driving wheel.

[0031] In this embodiment, one side wall of the reducer cavity is axially opposite to the other side wall of the reducer cavity along the drive motor. A bearing groove on one side wall and another bearing groove on the other side wall of the reducer cavity are used to accommodate one bearing and another bearing of the intermediate shaft, respectively. Similar to one side wall of the reducer cavity, the other side wall includes another first oil-blocking protrusion, another second oil-blocking protrusion, and another third oil-blocking protrusion. The groove wall of the other bearing groove includes another oil inlet. The other first, second, and third oil-blocking protrusions are distributed between the electronic control cavity and the other bearing groove, guiding the collected oil to the other bearing groove. The cooperation of the two side walls of the reducer cavity enables passive lubrication of one and another bearing of the intermediate shaft, preventing the lubrication of the other bearing from being affected by the oil pump speed and temperature.

[0032] In the embodiments of this application, another first oil-blocking protrusion, another second oil-blocking protrusion, and another third oil-blocking protrusion can collect the oil thrown out by the gear from an angle different from that of the first oil-blocking protrusion, the second oil-blocking protrusion, and the third oil-blocking protrusion, which is beneficial to improving the oil collection efficiency.

[0033] In one embodiment, the outer diameter of the intermediate driving wheel is smaller than the inner diameter of one bearing groove, and the outer diameter of the intermediate driven wheel is larger than the inner diameter of the other bearing groove.

[0034] Along the axial direction of a bearing groove, the length of one first oil-blocking protrusion is greater than the length of the other first oil-blocking protrusion. The length of each of a second oil-blocking protrusion and a third oil-blocking protrusion is greater than the length of each of the other second oil-blocking protrusion and the other third oil-blocking protrusion.

[0035] In the embodiments of this application, one bearing groove and another bearing groove are used to accommodate different bearings of the intermediate shaft, and the axial direction of the other bearing groove is parallel to the axial direction of the first bearing groove.

[0036] In this embodiment, the outer diameter of the intermediate driven wheel is larger than the inner diameter of the other bearing groove. The other first oil-blocking protrusion, the other second oil-blocking protrusion, and the other third oil-blocking protrusion surround the outer periphery of the other bearing groove. It is necessary to control the axial length of the other first oil-blocking protrusion, the other second oil-blocking protrusion, and the other third oil-blocking protrusion so that the other first oil-blocking protrusion, the other second oil-blocking protrusion, and the other third oil-blocking protrusion are axially spaced from the intermediate driven wheel along the other bearing groove.

[0037] In this embodiment, when the outer diameter of the intermediate drive wheel is smaller than the inner diameter of a bearing groove, the first oil-blocking protrusion, the second oil-blocking protrusion, and the third oil-blocking protrusion distributed on one side wall of the reducer cavity do not need to consider the axial avoidance problem with the intermediate drive wheel. Therefore, the axial length of the first oil-blocking protrusion, the second oil-blocking protrusion, and the third oil-blocking protrusion can be relatively large. Increasing the oil-blocking area of ​​the first oil-blocking protrusion, the second oil-blocking protrusion, and the third oil-blocking protrusion without interfering with the rotation of the intermediate drive wheel is beneficial to improving lubrication efficiency.

[0038] In one embodiment, a portion of another first oil baffle protrusion protrudes toward the intermediate driven wheel protrusion relative to the groove wall of the other bearing groove along the axial direction of the other bearing groove, and the intermediate driven wheel is arranged between a portion of the other first oil baffle protrusion and the intermediate shaft along the radial direction of the other bearing groove.

[0039] In this case, the distance between a portion of another first oil-blocking protrusion along the radial direction of a bearing groove and the intermediate driven wheel is less than the distance between a portion of a first oil-blocking protrusion and the intermediate driving wheel.

[0040] In this embodiment, a portion of the other first oil-blocking protrusion extends to one side of the intermediate driven wheel along the radial direction of the other bearing groove. This portion of the other first oil-blocking protrusion can collect oil thrown out by the intermediate driven wheel and guide the collected oil to the intermediate driven wheel and the intermediate shaft, which can then further throw the oil to the other bearing groove. In addition to lubricating the other bearing, the other first oil-blocking protrusion can also passively lubricate the intermediate driven wheel, which helps reduce wear on the intermediate driven wheel and the input wheel.

[0041] In the embodiments of this application, the outer diameter of the intermediate driven wheel for lubrication of the other first oil baffle protrusion is larger than the outer diameter of the intermediate driving wheel for lubrication of the first oil baffle protrusion. Therefore, compared with the radial distance between a part of the first oil baffle protrusion and the intermediate driving wheel, the radial distance between the other first oil baffle protrusion and the intermediate driven wheel is easier to shorten, which helps to reduce the difficulty of oil moving from a part of the other first oil baffle protrusion to the intermediate driven wheel.

[0042] This application's embodiments employ different measures to improve lubrication efficiency for intermediate drive and driven impellers with different outer diameters: Although the axial length of the other first oil-blocking protrusion is shorter than that of the first first oil-blocking protrusion due to considerations of avoiding misalignment with the intermediate driven impeller, the shortened radial distance between the other first oil-blocking protrusion and the intermediate driven impeller compensates for the relatively smaller axial length's impact on oil collection and also helps reduce the overall radial dimension of the powertrain. Similarly, although the radial distance between a portion of one first oil-blocking protrusion and the intermediate drive impeller is greater than that between a portion of the other first oil-blocking protrusion and the intermediate driven impeller due to the relatively smaller outer diameter of the intermediate drive impeller, the relatively longer axial length of the first oil-blocking protrusion expands its lubrication range for the intermediate drive impeller.

[0043] In one embodiment, the powertrain housing includes a reducer slot and a reducer end cover. Along the axial direction of the drive motor, the reducer end cover encloses the slot opening of the reducer slot to form a reducer cavity. A bearing slot, a first oil baffle protrusion, a second oil baffle protrusion, and a third oil baffle protrusion are distributed at the bottom of the reducer slot.

[0044] The reducer slot includes a shaft hole and an oil passage hole at its bottom. The shaft hole accommodates the motor shaft of the drive motor or the input shaft of the reducer. The oil passage hole extends through the bottom of a bearing slot, allowing some oil from the motor cavity to be transferred to the bearing slot for active lubrication of a bearing. The distance between a first oil-blocking protrusion and the shaft hole is less than the distance between the oil passage hole and the shaft hole.

[0045] In this embodiment, the reducer groove and the reducer end cover form a reducer cavity, and one side wall of the reducer cavity is the bottom of the reducer groove. The reducer groove is recessed towards the motor cavity along the axial direction of the drive motor, which is equivalent to the bottom of a bearing groove being opposite to the motor cavity along the axial direction of the drive motor. In this case, an oil passage hole penetrating the bottom of a bearing groove can connect the motor cavity and the reducer cavity, guiding oil from the motor cavity into a bearing groove. Based on a first oil-blocking protrusion, a second oil-blocking protrusion, and a third oil-blocking protrusion collecting oil to lubricate a bearing, the oil passage hole can replenish the amount of oil lubricating the bearing.

[0046] In this embodiment, the greater the distance between the oil passage hole and the shaft hole along the radial direction of the drive motor, the smaller the distance between the oil passage hole and the cavity wall of the motor cavity along the radial direction of the drive motor, which facilitates the flow of oil in the motor cavity into the oil passage hole under the guidance of the cavity wall of the motor cavity.

[0047] In this embodiment, the distance between a first oil-blocking protrusion and the shaft hole is less than the distance between the oil passage hole and the shaft hole, which facilitates the first oil-blocking protrusion to collect the oil that is thrown by the input shaft or the motor shaft.

[0048] In one embodiment, the bottom of a bearing groove includes multiple oil reservoirs. These reservoirs store oil supplied to the bearing groove from a first oil baffle, a second oil baffle, a third oil baffle, and an oil passage. Each oil reservoir is recessed away from the reducer end cover along the axial direction of the bearing groove, and the multiple reservoirs surround the motor cavity.

[0049] Among them, multiple oil reservoirs along the circumference of a bearing groove are spaced apart from a first oil-blocking protrusion, a second oil-blocking protrusion, a third oil-blocking protrusion, and an oil passage hole.

[0050] In this embodiment, a bearing groove located at the bottom of the reducer groove can receive oil thrown from the gears and shaft, as well as oil supplied from the motor cavity, and has multiple different oil sources. To improve the lubrication effect on a bearing, multiple oil reservoirs are distributed at the bottom of a bearing groove. Each oil reservoir is recessed away from the reducer end cover, and after the oil flows into the oil reservoir, a portion of a bearing is immersed in the oil. The multiple oil reservoirs surround the motor cavity, and the multiple oil reservoirs actually utilize the space on the outer periphery of the motor cavity, thus avoiding increasing the overall axial length of the powertrain.

[0051] In this embodiment, since the oil passage hole is used to connect the motor cavity and a bearing groove, and multiple oil reservoirs surround the motor cavity, it is also indicated that the oil passage hole and the multiple oil reservoirs are arranged at intervals, which can prevent oil from flowing directly into the oil reservoirs. The intervals between the oil reservoirs and a first oil-blocking protrusion, a second oil-blocking protrusion, a third oil-blocking protrusion, and the oil passage hole are beneficial to prolonging the contact time between the oil and a bearing and improving lubrication efficiency.

[0052] In one embodiment, another bearing groove, another first oil baffle protrusion, another second oil baffle protrusion, and another third oil baffle protrusion are distributed on the reducer end cover.

[0053] In this case, the distance between the bottom of each oil storage tank and a first oil-blocking protrusion is greater than the distance between the bottom of another bearing tank and another first oil-blocking protrusion.

[0054] In this embodiment, the reducer end cover is the other side wall of the reducer cavity. The oil reservoir in one bearing slot utilizes the space on the outer periphery of the motor cavity. Therefore, even if the distance between the bottom of the oil reservoir and a first oil-blocking protrusion is greater than the distance between the bottom of the other bearing slot and another first oil-blocking protrusion, the oil reservoir will not increase the axial length of the powertrain. If an oil reservoir were also arranged at the bottom of the other bearing slot, a portion of the bottom of the other bearing slot would have to be recessed outwards towards the reducer cavity, increasing the axial length of the reducer end cover and hindering the miniaturization design of the powertrain.

[0055] In one embodiment, the wall of a bearing groove further includes an oil drain groove. The opening of the oil drain groove faces the electrical control cavity radially along the bearing groove. The distance between the oil drain groove and an oil inlet is less than or equal to the inner diameter of the bearing groove and greater than or equal to half the inner diameter of the bearing groove.

[0056] In this embodiment, for a bearing groove, oil collected by a first oil-blocking protrusion, a second oil-blocking protrusion, and a third oil-blocking protrusion flows into the bearing groove through an oil inlet and then flows out of the bearing groove through an oil discharge channel. The oil inlet and the oil discharge channel are the oil inlet and outlet, respectively. By adjusting the distance between the oil inlet and the oil discharge channel, it is possible to avoid the oil flowing directly from the inlet to the outlet due to insufficient distance, and also to avoid the oil level in the bearing groove becoming too high due to excessive distance, thus helping to avoid increasing the oil churning loss of the bearing.

[0057] Secondly, embodiments of this application provide an electric vehicle. The electric vehicle includes a power battery and a powertrain as described in any embodiment of the first aspect, the powertrain being used to receive power from the power battery and to drive the wheels of the electric vehicle.

[0058] In the embodiments of this application, the powertrain described in any one of the embodiments of the first aspect is applied to an electric vehicle. Since the lubrication effect of the reducer is improved, it is beneficial to extend the service life of the reducer, improve the working efficiency and safety performance of the powertrain, and ensure the smooth and safe driving of the electric vehicle. Attached Figure Description

[0059] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the embodiments of this application will be described below.

[0060] Figure 1 This is a schematic diagram of an electric vehicle provided in an embodiment of this application;

[0061] Figure 2 This is a schematic diagram of the powertrain provided in an embodiment of this application;

[0062] Figure 3 This is a partial schematic diagram of the powertrain provided in an embodiment of this application;

[0063] Figure 4 This is a partial schematic diagram of the powertrain provided in an embodiment of this application;

[0064] Figure 5 yes Figure 4 A partially enlarged view of section M in the powertrain shown;

[0065] Figure 6 This is a partial schematic diagram of the powertrain provided in an embodiment of this application;

[0066] Figure 7 This is a partial exploded view of the powertrain provided in the embodiments of this application;

[0067] Figure 8 This is a partial exploded view of the powertrain provided in the embodiments of this application;

[0068] Figure 9 This is a partial schematic diagram of the powertrain provided in an embodiment of this application. Detailed Implementation

[0069] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0070] For ease of understanding, the relevant technical terms involved in the embodiments of this application will be explained and described below.

[0071] Parallelism: The parallelism defined in the embodiments of this application is not limited to absolute parallelism. This definition of parallelism can be understood as basic parallelism, allowing for situations where the parallelism is not absolute due to factors such as assembly tolerance, design tolerance, and structural flatness.

[0072] Currently, powertrain reducers suffer from insufficient lubrication. This application provides a powertrain embodiment. The powertrain housing includes a motor cavity, a reducer cavity, and an electronic control cavity. The motor cavity houses the powertrain's drive motor, and the reducer cavity houses the reducer's input shaft, intermediate shaft, and output shaft. The intermediate shaft connects the input and output shafts, the input shaft connects the drive motor, and the output shaft connects the reducer's differential. The electronic control cavity houses the powertrain's motor controller. The motor cavity and reducer cavity are arranged adjacent to each other along the drive motor's axial direction, and the electronic control cavity is stacked within the motor cavity and reducer cavity. The intermediate shaft is positioned away from the electronic control cavity relative to the input and output shafts, and the distance between the intermediate shaft and the electronic control cavity is greater than the distance between the input and output shafts and the electronic control cavity.

[0073] The reducer cavity includes a first oil-blocking protrusion and a bearing groove on one side wall. The bearing groove accommodates a bearing on the intermediate shaft. The groove wall includes an oil inlet, which extends radially toward the electronic control cavity. The first oil-blocking protrusion extends radially from the electronic control cavity toward the oil inlet, and is used to guide collected oil into the bearing groove for passive lubrication of the bearing.

[0074] In this embodiment, with the intermediate shaft positioned at the bottom, a first oil-blocking protrusion is arranged in the space between the electronic control cavity and an oil inlet of a bearing groove. This protrusion allows collected oil to lubricate a bearing, improving the lubrication effect on the reducer. The powertrain provided in this embodiment can be applied to electric vehicles.

[0075] Please see Figure 1 , Figure 1 This is a schematic diagram of an electric vehicle 1 provided in an embodiment of this application. In one embodiment, the electric vehicle 1 includes a powertrain 10 and a power battery 20. In another embodiment, the electric vehicle 1 further includes a frame 30 for mounting the powertrain 10 and the power battery 20. The frame 30 is the structural skeleton of the electric vehicle 1, capable of withstanding the loads from the internal and external environments of the electric vehicle 1. In this embodiment, the electric vehicle 1 refers to a wheeled device driven or towed by a power unit. The power battery 20 supplies power to the powertrain 10; the power battery 20 can also be referred to as a battery pack. The powertrain 10 is the power source of the electric vehicle 1, and the powertrain 10 drives the wheels 40 of the electric vehicle 1.

[0076] Please see Figure 2 , Figure 2 This is a schematic diagram of the powertrain 10 provided in an embodiment of this application. Figure 2 The dashed lines in the diagram indicate that the devices located at both ends of the dashed lines are electrically connected.

[0077] In one embodiment, the powertrain 10 includes a motor controller 16, a drive motor 15, and a reducer 14. The motor controller 16 controls the drive motor 15 and converts direct current (DC) power from the power battery into alternating current (AC), then transmits the AC power to the drive motor 15. The drive motor 15 converts electrical energy from the power battery into mechanical energy, then transmits the mechanical energy to the reducer 14 to drive the wheels 40 to rotate.

[0078] In one embodiment, the shaft and gears of the reducer 14 are used to change the transmission ratio between the drive motor 15 and the wheel 40. The reducer 14's shaft includes an input shaft 141, an intermediate shaft 142, and an output shaft 143. The gears of the reducer 14 include an input gear 144, an intermediate driven gear 145, an intermediate driving gear 146, and an output gear 147. The reducer 14 also includes a differential, which allows the left and right wheels to rotate at different speeds. The input shaft 141 is used to drive the motor shaft of the drive motor 15, the intermediate shaft 142 is used to drive the input shaft 141 and the output shaft 143, and the output shaft 143 is used to drive the differential. The input gear 144 is fixed to the input shaft 141, the intermediate driven gear 145 and the intermediate driving gear 146 are fixed to the intermediate shaft 142, and the output gear 147 is fixed to the output shaft 143. The input gear 144 meshes with the intermediate driven gear 145, and the intermediate driving gear 146 meshes with the output gear 147. It should be noted that, Figure 2 The diagram only schematically shows several components of the powertrain 10 and does not represent their specific structure, size, or positional relationship.

[0079] During the operation of the powertrain, the intermediate shaft bearings operate at high speeds and bear heavy loads. Therefore, one of the key factors in improving bearing reliability is the effectiveness of lubrication. Insufficient lubrication, leading to a lack of lubricating oil to form an oil film, will cause rapid bearing wear and may even pose safety risks in severe cases.

[0080] The powertrain 10 provided in the embodiments of this application is described in detail below.

[0081] Please refer to the following: Figures 2 to 5 . Figure 3 This is a partial schematic diagram of the powertrain 10 provided in an embodiment of this application. Figure 4 This is a partial schematic diagram of the powertrain 10 provided in an embodiment of this application. Figure 5 for Figure 4 A partially enlarged view of section M in the powertrain 10 shown.

[0082] In one embodiment, the housing of the powertrain 10 includes a motor cavity 12, a reducer cavity 11, and an electronic control cavity 13. The motor cavity 12 houses the drive motor 15 of the powertrain 10, the reducer cavity 11 houses the input shaft 141, intermediate shaft 142, and output shaft 143 of the reducer 14, and the electronic control cavity 13 houses the motor controller 16 of the powertrain 10. The motor cavity 12 and the reducer cavity 11 are arranged adjacent to each other along the axial direction O of the drive motor 15, and the electronic control cavity 13 is stacked on top of the motor cavity 12 and the reducer cavity 11. The intermediate shaft 142 is positioned away from the electronic control cavity 13 relative to the input shaft 141 and the output shaft 143.

[0083] The reducer cavity 11 has a first oil-blocking protrusion 112 and a bearing groove 111 on one side wall. The bearing groove 111 is used to accommodate a bearing 148 of the intermediate shaft 142. The groove wall of the bearing groove 111 includes an oil inlet 1111, which is radially toward the electronic control cavity 13. The first oil-blocking protrusion 112 is radially from the electronic control cavity 13 toward the oil inlet 1111 along the bearing groove 111.

[0084] In this embodiment, for ease of description, a first oil-blocking protrusion 112 on one side wall of the reducer cavity 11 is designated as first oil-blocking protrusion 112a, a bearing groove 111 on one side wall of the reducer cavity 11 is designated as bearing groove 111a, a bearing 148 on the intermediate shaft 142 is designated as bearing 148a, and an oil inlet 1111 on the bearing groove 111a is designated as oil inlet 1111a. In one embodiment, the inner ring of bearing 148a is fixed to the intermediate shaft 142, and the outer ring of bearing 148a is fixed to the bearing groove 111a. The inner ring of bearing 148a rotates with the intermediate shaft 142.

[0085] Intermediate shaft 142 is connected to input shaft 141 and output shaft 143, and is used to transmit the torque of input shaft 141 to output shaft 143. Since the input shaft 141 and intermediate shaft 142 typically rotate at high speeds, the intermediate shaft 142 drives bearing 148a to rotate at high speed, requiring measures to prevent irreversible damage to bearing 148a due to insufficient lubrication. Currently, oil pumps are commonly used for active lubrication of bearings. However, the effectiveness of active lubrication is affected by the oil pump's rotational speed and temperature: a low oil pump speed makes it difficult for the pump to provide sufficient power to the oil, and a low oil pump temperature increases the oil viscosity; both of these conditions reduce the oil delivery efficiency, which is detrimental to bearing lubrication. Furthermore, active lubrication requires complex oil passages between the oil pump and the bearing housing, resulting in higher costs.

[0086] In this embodiment, the first oil-blocking protrusion 112a is used to achieve passive lubrication of the bearing 148a. Passive lubrication mainly relies on rotating components such as gears and shafts to agitate the oil, which can avoid the lubrication effect being affected by the oil pump speed and temperature. The first oil-blocking protrusion 112a protrudes from one side of the reducer cavity 11, blocking some of the splashed oil in the reducer cavity 11. The first oil-blocking protrusion 112a and the bearing groove 111a are located on the same side of the reducer cavity 11, and the first oil-blocking protrusion 112a and the oil inlet 1111a of the bearing groove 111a are opposite each other along the radial direction R of the bearing groove 111a, which helps to reduce the difficulty of oil flowing from the first oil-blocking protrusion 112a to the oil inlet 1111a. The intermediate shaft 142 passes through the inner ring of the bearing 148a, and the first oil-blocking protrusion 112a can guide the oil to at least one of the oil inlet 1111a or the intermediate shaft 142. In one embodiment, when the oil flows to the intermediate shaft 142 under the guidance of the first oil-blocking protrusion 112a, since the intermediate shaft 142 is in a state of continuous rotation, the intermediate shaft 142 can also continue to throw the oil into the bearing groove 111a to lubricate the bearing 148a.

[0087] In this embodiment, the first oil-blocking protrusion 112a provides passive lubrication to the bearing 148a when the intermediate shaft 142 is positioned downwards. The reducer cavity 11 and motor cavity 12 are arranged parallel to each other on one side of the electronic control cavity 13. The intermediate shaft 142 being positioned downwards means that it is away from the electronic control cavity 13 relative to the input shaft 141 and output shaft 143. The intermediate shaft 142 is coaxial with the bearing groove 111a, and the axis of the bearing groove 111a is also away from the electronic control cavity 13 relative to the input shaft 141 and output shaft 143. This allows the space between the wall of the bearing groove 111a within the reducer cavity 11 and the electronic control cavity 13 to accommodate the first oil-blocking protrusion 112a. Understandably, the movement path of the oil is affected by gravity. The first oil-blocking protrusion 112a is distributed between the electronic control cavity 13 and the lower bearing groove 111a, which also facilitates the flow of the oil collected by the first oil-blocking protrusion 112a into the oil inlet 1111a under the action of gravity, reducing the flow resistance of the oil. If the intermediate shaft 142 faces the electronic control cavity 13 relative to the input shaft 141 and the output shaft 143, the space between the bearing groove 111a and the electronic control cavity 13 is difficult to use for arranging the first oil-blocking protrusion 112a. Arranging the first oil-blocking protrusion 112a in other positions would also make it difficult for the oil to flow into the oil inlet 1111a by gravity.

[0088] It is understood that the first oil-blocking protrusion 112a, extending radially R from the electrical control cavity 13 towards the oil inlet 1111a along the bearing groove 111a, can include the following four scenarios: In one embodiment, both ends of the first oil-blocking protrusion 112a along the radially R of the bearing groove 111a are connected to the cavity wall of the electrical control cavity 13 and the groove wall of the bearing groove 111a, respectively. In one embodiment, both ends of the first oil-blocking protrusion 112a along the radially R of the bearing groove 111a are spaced apart from the cavity wall of the electrical control cavity 13 and the groove wall of the bearing groove 111a, respectively. In one embodiment, one end of the first oil-blocking protrusion 112a along the radially R of the bearing groove 111a is connected to the cavity wall of the electrical control cavity 13, and the other end of the first oil-blocking protrusion 112a along the radially R of the bearing groove 111a is spaced apart from the groove wall of the bearing groove 111a. In one embodiment, one end of the first oil-blocking protrusion 112a along the radial direction R of the bearing groove 111a is spaced from the cavity wall of the electronic control cavity 13, and the other end of the first oil-blocking protrusion 112a along the radial direction R of the bearing groove 111a is connected to the groove wall of the bearing groove 111a.

[0089] Please continue reading. Figure 5 In one embodiment, the cavity wall of the reducer cavity 11 further includes a second oil-blocking protrusion 113 and a third oil-blocking protrusion 114. The second oil-blocking protrusion 113 and the third oil-blocking protrusion 114 are distributed on both sides of the oil inlet 1111a along the circumferential direction C of the bearing groove 111a. The distance between the second oil-blocking protrusion 113 and the third oil-blocking protrusion 114 increases along the direction from the oil inlet 1111a toward the electronic control cavity 13.

[0090] In this embodiment, for ease of description, a second oil-blocking protrusion 113 is referred to as the second oil-blocking protrusion 113a, and a third oil-blocking protrusion 114 is referred to as the third oil-blocking protrusion 114a. The first oil-blocking protrusion 112a faces the oil inlet 1111a, and the second oil-blocking protrusion 113a and the third oil-blocking protrusion 114a surround the oil inlet 1111a. The second oil-blocking protrusion 113a and the third oil-blocking protrusion 114a are distributed on both sides of the first oil-blocking protrusion 112a, so that the second oil-blocking protrusion 113a and the third oil-blocking protrusion 114a can replenish the collected oil to the bearing 148a in scenarios such as forward and reverse rotation of the reducer 14 or vehicle climbing uphill, which helps to improve the efficiency of oil collection and increase the amount of oil flowing into the oil inlet 1111a.

[0091] In this embodiment, the second oil-blocking protrusion 113a and the third oil-blocking protrusion 114a cooperate with the first oil-blocking protrusion 112a to form an oil collecting cavity 115, or the second oil-blocking protrusion 113a and the third oil-blocking protrusion 114a cooperate to form an oil collecting cavity 115. The oil collecting cavity 115 temporarily stores part of the oil collected by the oil-blocking protrusions, which helps to reduce the oil churning loss of the bearing 148a.

[0092] In this embodiment, the extension directions of the second oil-blocking protrusion 113a and the third oil-blocking protrusion 114a intersect. The angled opening formed by the second oil-blocking protrusion 113a and the third oil-blocking protrusion 114a faces the electronic control cavity 13 and is away from the oil inlet 1111a, which helps to expand the space of the oil collection cavity 115. The second oil-blocking protrusion 113a and the third oil-blocking protrusion 114a can also receive the oil thrown out by the gear in scenarios such as the vehicle climbing at a large angle, reducing the risk of insufficient lubrication of the bearing 148a in special scenarios.

[0093] Please continue reading. Figure 5 In one embodiment, the distance between the first oil-blocking protrusion 112a and the oil inlet 1111a along the radial direction R of the bearing groove 111a is greater than the distance between each of the second oil-blocking protrusion 113a and the third oil-blocking protrusion 114a and the oil inlet 1111a.

[0094] In this embodiment, the relative positions of the first oil-blocking protrusion 112a, the second oil-blocking protrusion 113a, and the third oil-blocking protrusion 114a to the oil inlet 1111a are different. The first oil-blocking protrusion 112a points from the electronic control cavity 13 to the oil inlet 1111a along the radial direction R of the bearing groove 111a. Therefore, the radial distance between the first oil-blocking protrusion 112a and the oil inlet 1111a should be adjusted to be relatively large to avoid the first oil-blocking protrusion 112a blocking the oil inlet 1111a and hindering the flow of oil into the oil inlet 1111a. The second oil-blocking protrusion 113a and the third oil-blocking protrusion 114a are distributed on both sides of the oil inlet 1111a along the circumferential direction C of the bearing groove 111a. The radial distance between the second oil-blocking protrusion 113a and the third oil-blocking protrusion 114a and the oil inlet 1111a is relatively small, which is beneficial for guiding the oil into the oil inlet 1111a and improving the utilization rate of oil in passive lubrication.

[0095] Please refer to the following: Figure 3 and Figure 4 In one embodiment, the input shaft 141 is used to fix the input wheel 144 of the reducer 14, and the output shaft 143 is used to fix the output wheel 147 of the reducer 14. A second oil baffle protrusion 113a is arranged between the input shaft 141 and the first oil baffle protrusion 112a, and a third oil baffle protrusion 114a is arranged between the output shaft 143 and the first oil baffle protrusion 112a.

[0096] In this embodiment, the input shaft 141 is coaxial with the input wheel 144, and the output shaft 143 is coaxial with the output wheel 147. The positions of the input shaft 141 and the output shaft 143 determine the positions of the axes of the input wheel 144 and the output wheel 147. Specifically, the distance between the input shaft 141 and the second oil-blocking protrusion 113a is less than the distance between the input shaft 141 and the first oil-blocking protrusion 112a, and the distance between the output shaft 143 and the third oil-blocking protrusion 114a is less than the distance between the output shaft 143 and the first oil-blocking protrusion 112a. This facilitates the input shaft 141 and the input wheel 144 in throwing oil to the second oil-blocking protrusion 113a, and also facilitates the output shaft 143 and the output wheel 147 in throwing oil to the third oil-blocking protrusion 114a, thus shortening the oil transmission path.

[0097] Please refer to the following: Figure 6 and Figure 7 , Figure 6 This is a partial schematic diagram of the powertrain 10 provided in an embodiment of this application. Figure 7 A partial exploded view of the powertrain 10 provided in an embodiment of this application.

[0098] In one embodiment, the intermediate driving wheel 146 and the intermediate driven wheel 145 are opposite each other along the axial direction O of the bearing groove 111a, and the outer diameter of the intermediate driving wheel 146 is smaller than the outer diameter of the intermediate driven wheel 145. The first oil-blocking protrusion 112a, the second oil-blocking protrusion 113a and the third oil-blocking protrusion 114a are distributed on the side of the intermediate driving wheel 146 away from the intermediate driven wheel 145 along the axial direction O of the bearing groove 111a.

[0099] In this configuration, a portion 1121a of the first oil-blocking protrusion 112a protrudes towards the intermediate drive wheel 146 relative to the groove wall of the bearing groove 111a along the axial direction O of the bearing groove 111a, and the intermediate drive wheel 146 is arranged between the portion 1121a of the first oil-blocking protrusion 112a and the intermediate shaft 142 along the radial direction R of the bearing groove 111a.

[0100] In this embodiment, the intermediate driven wheel 145 engages with the input wheel 144, and the intermediate driving wheel 146 engages with the output wheel 147. The outer diameter of the intermediate driving wheel 146 is smaller than that of the intermediate driven wheel 145, which facilitates the speed reducer 14 in performing its function of reducing speed and increasing torque.

[0101] In this embodiment, one surface of the intermediate drive wheel 146 along the axial direction O of the bearing groove 111a faces one side of the reducer cavity 11, and the other surface of the intermediate drive wheel 146 along the axial direction O of the bearing groove 111a faces the intermediate driven wheel 145. The axial distance between a portion 1121a of the first oil-blocking protrusion 112a and the other surface of the intermediate drive wheel 146 is less than the axial distance between the groove wall of the bearing groove 111a and the other surface of the intermediate drive wheel 146, which is equivalent to the portion 1121a of the first oil-blocking protrusion 112a extending to one side of the intermediate drive wheel 146 along the radial direction R of the bearing groove 111a. The portion 1121a of the first oil-blocking protrusion 112a can collect the oil thrown out by the intermediate drive wheel 146 and guide the collected oil to the intermediate drive wheel 146 and the intermediate shaft 142, whereby the intermediate shaft 142 can continue to throw the oil into the bearing groove 111a. The first oil-blocking protrusion 112a, while lubricating the bearing 148a, can also passively lubricate the intermediate drive wheel 146, which helps reduce wear on the intermediate drive wheel 146 and the output wheel 147. In one embodiment, the projection of a portion 1121a of the first oil-blocking protrusion 112a along the radial direction R of the bearing groove 111a overlaps with the projection of the intermediate drive wheel 146.

[0102] In one embodiment, the axial direction O of the bearing groove 111a is parallel to the axial direction O of the drive motor 15.

[0103] Please refer to the following: Figure 5 and Figure 6 In one embodiment, the wall of the bearing groove 111a protrudes towards the intermediate drive wheel 146 along the axial direction of the bearing groove 111a. Another portion 1122a of the first oil-blocking protrusion 112a is fixed to the wall of the bearing groove 111a, and the distance between the other portion 1122a of the first oil-blocking protrusion 112a and the intermediate drive wheel 146 along the axial direction of the bearing groove 111a is less than or equal to the distance between the oil inlet 1111a and the intermediate drive wheel 146.

[0104] In this embodiment, the wall of the bearing groove 111a protrudes along the axial direction O of the bearing groove 111a toward the intermediate drive wheel 146, so that the wall of the bearing groove 111a can cooperate with at least one of the first oil-blocking protrusion 112a, the second oil-blocking protrusion 113a, or the third oil-blocking protrusion 114a, forming an oil collecting cavity 115 using the space on the outer periphery of the bearing groove 111a. The oil inlet 1111 of the bearing groove 111a is distributed on the wall of the bearing groove 111a, and the wall of the bearing groove 111a can guide the oil.

[0105] In this embodiment, the wall of the bearing groove 111a protrudes from one side of the reducer cavity 11, which also facilitates fixing the other part 1122a of the first oil-blocking protrusion 112a to the wall of the bearing groove 111a. A portion 1121a of the first oil-blocking protrusion 112a guides the oil to the intermediate drive wheel 146 and the intermediate shaft 142, while the other portion 1122a guides the oil to the oil inlet 1111a of the bearing groove 111a. If the axial distance between the other portion 1122a of the first oil-blocking protrusion 112a and the intermediate drive wheel 146 is greater than the axial distance between the oil inlet 1111a and the intermediate drive wheel 146, it effectively increases the axial distance between the other portion 1122a of the first oil-blocking protrusion 112a and the oil inlet 1111a, increasing the difficulty for the other portion 1122a of the first oil-blocking protrusion 112a to guide the oil to the oil inlet 1111a.

[0106] It should be noted that the intermediate drive wheel 146 is not limited to... Figure 6 and Figure 7 The outer diameter of the intermediate drive wheel 146 may be adjusted according to the different actual requirements of the electric vehicle for the performance of the reducer 14. Therefore, in one embodiment, the axial avoidance of the other part 1122a of the first oil baffle protrusion 112a and the groove wall of the bearing groove 111a with the intermediate drive wheel 146 may also need to be considered. If the axial length of the groove wall of the bearing groove 111a is too large, or the axial length of the other part 1122a of the first oil baffle protrusion 112a is too large, it may interfere with the rotation of the intermediate drive wheel 146. The embodiments of this application adjust the axial length of the other part 1122a of the first oil baffle protrusion 112a and the groove wall of the bearing groove 111a, which can effectively avoid the potential risk of interfering with the intermediate drive wheel 146.

[0107] Please continue reading. Figure 5 In one embodiment, the lengths of the second oil-blocking protrusion 113a and the third oil-blocking protrusion 114a along the axial direction of the bearing groove 111a are both greater than the length of another portion 1122a of the first oil-blocking protrusion 112a.

[0108] In this embodiment, since the other part 1122a of the first oil-blocking protrusion 112a is fixed to the groove wall of the bearing groove 111a, the axial length of the other part 1122a of the first oil-blocking protrusion 112a should not be too long in order to facilitate the oil being guided to the oil inlet 1111a of the bearing groove 111a. In this case, the axial lengths of the second oil-blocking protrusion 113a and the third oil-blocking protrusion 114a distributed on both sides of the first oil-blocking protrusion 112a are relatively long, which is beneficial to supplement the oil-blocking effect and increase the amount of oil collected.

[0109] Please continue reading. Figure 5 In one embodiment, the length of the other portion 1122a of the first oil-blocking protrusion 112a along the circumferential direction C of the bearing groove 111a is greater than the length of a portion 1121a of the first oil-blocking protrusion 112a. In this embodiment, a portion of the oil collected by the portion 1121a of the first oil-blocking protrusion 112a flows into the bearing groove 111a through the other portion 1122a. The greater circumferential length of the other portion 1122a of the first oil-blocking protrusion 112a is beneficial to increasing the contact area between the oil and the other portion 1122a of the first oil-blocking protrusion 112a, thus facilitating the other portion 1122a of the first oil-blocking protrusion 112a to guide the oil.

[0110] Please continue reading. Figure 5 In one embodiment, the length of another portion 1122a of the first oil-blocking protrusion 112a along the circumferential direction C of the bearing groove 111a is less than the inner diameter of the oil inlet 1111a. In this embodiment, the circumferential length of the other portion 1122a of the first oil-blocking protrusion 112a is less than the inner diameter of the oil inlet 1111a, which can prevent oil from accumulating in the oil inlet 1111a and help reduce the flow resistance of the oil.

[0111] In one embodiment, the first oil-blocking protrusion 112a may not include the other part 1122a, that is, the first oil-blocking protrusion 112a is not fixed to the groove wall of the bearing groove 111a, and the first oil-blocking protrusion 112a is spaced apart from the groove wall of the bearing groove 111a. In this embodiment, the first oil-blocking protrusion 112a can guide the collected oil to the intermediate drive wheel 146 and the intermediate shaft 142. The intermediate shaft 142 can continue to throw the oil into the bearing groove 111a, and can also achieve passive lubrication of the intermediate drive wheel 146 and the bearing 148a.

[0112] Please refer to the following: Figures 7 to 9 , Figure 8 This is a partial exploded view of the powertrain 10 provided in an embodiment of this application. Figure 9 This is a partial schematic diagram of the powertrain 10 provided in an embodiment of this application.

[0113] In one embodiment, the other side wall of the reducer cavity 11 includes another bearing groove 111, another first oil-blocking protrusion 112, another second oil-blocking protrusion 113, and another third oil-blocking protrusion 114. The other bearing groove 111 is used to receive another bearing 148 of the intermediate shaft 142. The other first oil-blocking protrusion 112 extends radially from the electrical control cavity 13 toward another oil inlet 1111 of the other bearing groove 111. The other second oil-blocking protrusion 113 and the other third oil-blocking protrusion 114 are distributed on both sides of the other oil inlet 1111 along the circumference of the other bearing groove 111.

[0114] Among them, another bearing groove 111, another first oil-blocking protrusion 112, another second oil-blocking protrusion 113 and another third oil-blocking protrusion 114 are distributed on the side of the intermediate driven wheel 145 away from the intermediate driving wheel 146.

[0115] In this embodiment of the application, for ease of description, the other bearing groove 111 is referred to as bearing groove 111b, the other bearing 148 of the intermediate shaft 142 is referred to as bearing 148b, and the other oil inlet 1111 of bearing groove 111b is referred to as oil inlet 1111b. The other first oil baffle protrusion 112 is referred to as first oil baffle protrusion 112b, the other second oil baffle protrusion 113 is referred to as second oil baffle protrusion 113b, and the other third oil baffle protrusion 114 is referred to as third oil baffle protrusion 114b.

[0116] In this embodiment, one side wall of the reducer cavity 11 and the other side wall of the reducer cavity 11 are opposite each other along the axial direction O of the drive motor 15. The bearing groove 111a of one side wall of the reducer cavity 11 and the bearing groove 111b of the other side wall of the reducer cavity 11 are respectively used to accommodate the bearings 148a and 148b of the intermediate shaft 142. Similar to the one side wall of the reducer cavity 11, the other side wall of the reducer cavity 11 includes a first oil-blocking protrusion 112b, a second oil-blocking protrusion 113b and a third oil-blocking protrusion 114b, and the groove wall of the bearing groove 111b includes an oil inlet 1111b. The first oil-blocking protrusion 112b, the second oil-blocking protrusion 113b, and the third oil-blocking protrusion 114b are distributed between the electronic control cavity 13 and the bearing groove 111b. The first oil-blocking protrusion 112b, the second oil-blocking protrusion 113b, and the third oil-blocking protrusion 114b can guide the collected oil to the bearing groove 111b. The two side cavity walls of the reducer cavity 11 cooperate to achieve passive lubrication of the bearings 148a and 148b of the intermediate shaft 142, avoiding the influence of the oil pump speed and temperature on the lubrication of bearing 148b.

[0117] In this embodiment, taking the first oil-blocking protrusion 112a and the first oil-blocking protrusion 112b as examples, along the axial direction O of the drive motor 15, the first oil-blocking protrusion 112b and the first oil-blocking protrusion 112a face the intermediate driven wheel 145 and the intermediate driving wheel 146, respectively. The position of the first oil-blocking protrusion 112b relative to the input wheel 144 and the output wheel 147 is also different from the position of the first oil-blocking protrusion 112a relative to the input wheel 144 and the output wheel 147. This embodiment allows the first oil-blocking protrusion 112b to collect the oil thrown out by the gear from an angle different from that of the first oil-blocking protrusion 112a, which is beneficial to improving the oil collection efficiency. The second oil-blocking protrusion 113b and the third oil-blocking protrusion 114b can also be used to block the portion of oil that is not collected by the first oil-blocking protrusion 112a, the second oil-blocking protrusion 113a, and the third oil-blocking protrusion 114a.

[0118] Please continue reading. Figures 7 to 9 In one embodiment, the outer diameter of the intermediate driving wheel 146 is smaller than the inner diameter of the bearing groove 111a, and the outer diameter of the intermediate driven wheel 145 is larger than the inner diameter of the bearing groove 111b. Along the axial direction O of the bearing groove 111a, the length of the first oil-blocking protrusion 112a is greater than the length of the first oil-blocking protrusion 112b. Along the axial direction O of the bearing groove 111a, the length of each of the second oil-blocking protrusion 113a and the third oil-blocking protrusion 114a is greater than the length of each of the second oil-blocking protrusion 113b and the third oil-blocking protrusion 114b.

[0119] In this embodiment of the application, bearing groove 111a and bearing groove 111b are respectively used to accommodate different bearings 148 of intermediate shaft 142, and the axial direction O of bearing groove 111b is parallel to the axial direction O of bearing groove 111a.

[0120] In this embodiment, the outer diameter of the intermediate driven wheel 145 is larger than the inner diameter of the bearing groove 111b. The first oil-blocking protrusion 112b, the second oil-blocking protrusion 113b, and the third oil-blocking protrusion 114b surround the outer periphery of the bearing groove 111b. It is necessary to control the axial length of the first oil-blocking protrusion 112b, the second oil-blocking protrusion 113b, and the third oil-blocking protrusion 114b so that the first oil-blocking protrusion 112b, the second oil-blocking protrusion 113b, and the third oil-blocking protrusion 114b are spaced apart from the intermediate driven wheel 145 along the axial direction O of the bearing groove 111b.

[0121] In this embodiment, when the outer diameter of the intermediate drive wheel 146 is smaller than the inner diameter of the bearing groove 111a, the first oil-blocking protrusion 112a, the second oil-blocking protrusion 113a, and the third oil-blocking protrusion 114a distributed on one side of the reducer cavity 11 do not need to consider the axial avoidance problem with the intermediate drive wheel 146. Therefore, the axial length of the first oil-blocking protrusion 112a, the second oil-blocking protrusion 113a, and the third oil-blocking protrusion 114a can be relatively large. Increasing the oil-blocking area of ​​the first oil-blocking protrusion 112a, the second oil-blocking protrusion 113a, and the third oil-blocking protrusion 114a without interfering with the rotation of the intermediate drive wheel 146 is beneficial to improving lubrication efficiency.

[0122] Please refer to the following: Figure 6 and Figure 9 In one embodiment, a portion 1121b of the first oil-blocking protrusion 112b protrudes towards the intermediate driven wheel 145 relative to the groove wall of the bearing groove 111b along the axial direction O of the bearing groove 111b, and the intermediate driven wheel 145 is arranged between the portion 1121b of the first oil-blocking protrusion 112b and the intermediate shaft 142 along the radial direction R of the bearing groove 111b.

[0123] Wherein, the distance between a portion 1121b of the first oil-blocking protrusion 112b along the radial direction R of the bearing groove 111a and the intermediate driven wheel 145 is less than the distance between a portion 1121a of the first oil-blocking protrusion 112a and the intermediate driving wheel 146.

[0124] In this embodiment, one surface of the intermediate driven wheel 145 along the axial direction O of the bearing groove 111b faces the other side of the reducer cavity 11, and the other surface of the intermediate driven wheel 145 along the axial direction O of the bearing groove 111b faces the intermediate driving wheel 146. The axial distance between a portion 1121b of the first oil-blocking protrusion 112b and the other surface of the intermediate driven wheel 145 is less than the axial distance between the groove wall of the bearing groove 111b and the other surface of the intermediate driven wheel 145, which is equivalent to the portion 1121b of the first oil-blocking protrusion 112b extending to one side of the intermediate driven wheel 145 along the radial direction R of the bearing groove 111b. The portion 1121b of the first oil-blocking protrusion 112b can collect the oil thrown out by the intermediate driven wheel 145 and guide the collected oil to the intermediate driven wheel 145 and the intermediate shaft 142, which can then continue to throw the oil into the bearing groove 111b. The first oil-blocking protrusion 112b, while lubricating the bearing 148b, can also passively lubricate the intermediate driven wheel 145, which helps reduce wear on the intermediate driven wheel 145 and the input wheel 144. In one embodiment, the projection of a portion 1121b of the first oil-blocking protrusion 112b along the radial direction R of the bearing groove 111b overlaps with the projection of the intermediate driven wheel 145.

[0125] In this embodiment, the outer diameter of the intermediate driven wheel 145 for lubrication of the first oil-blocking protrusion 112b is larger than the outer diameter of the intermediate driving wheel 146 for lubrication of the first oil-blocking protrusion 112a. Therefore, compared with the radial distance between a portion 1121a of the first oil-blocking protrusion 112a and the intermediate driving wheel 146, the radial distance between the first oil-blocking protrusion 112b and the intermediate driven wheel 145 is easier to shorten, which helps to reduce the difficulty of moving oil from a portion 1121b of the first oil-blocking protrusion 112b to the intermediate driven wheel 145.

[0126] This application embodiment employs different measures to improve lubrication efficiency for intermediate drive wheel 146 and intermediate driven wheel 145, which have different outer diameters: Although the axial length of the first oil-blocking protrusion 112b is smaller than that of the first oil-blocking protrusion 112a due to the need to avoid misalignment with the intermediate driven wheel 145, the shortened radial distance between the first oil-blocking protrusion 112b and the intermediate driven wheel 145 compensates for the relatively small axial length's impact on oil collection and also helps reduce the overall radial dimension of the powertrain 10. Similarly, although the radial distance between a portion 1121a of the first oil-blocking protrusion 112a and the intermediate drive wheel 146 is greater than the radial distance between a portion 1121b of the first oil-blocking protrusion 112b and the intermediate driven wheel 145 due to the relatively small outer diameter of the intermediate drive wheel 146, the relatively long axial length of the first oil-blocking protrusion 112a expands the lubrication range of the first oil-blocking protrusion 112a for the intermediate drive wheel 146. In one embodiment, the length of a portion 1121a of the first oil-blocking protrusion 112a along the axial direction of the bearing groove 111a is greater than the length of a portion 1121b of the first oil-blocking protrusion 112b.

[0127] Please see Figures 5 to 7 In one embodiment, the housing of the powertrain 10 includes a reducer groove 17 and a reducer end cap 18. Along the axial direction of the drive motor 15, the reducer end cap 18 encloses the opening of the reducer groove 17 to form a reducer cavity 11. A bearing groove 111a, a first oil baffle protrusion 112a, a second oil baffle protrusion 113a, and a third oil baffle protrusion 114a are distributed at the bottom of the reducer groove 17.

[0128] The reducer groove 17 has a shaft hole 171 and an oil passage hole 172 at its bottom. The shaft hole 171 is used to accommodate the motor shaft of the drive motor 15 or the input shaft 141 of the reducer 14. The oil passage hole 172 penetrates the bottom of the bearing groove 111a and is used to transport a portion of the oil in the motor cavity 12 to the bearing groove 111a to actively lubricate the bearing 148a. The distance between the first oil-blocking protrusion 112a and the shaft hole 171 is less than the distance between the oil passage hole 172 and the shaft hole 171.

[0129] In this embodiment, the reducer groove 17 and the reducer end cover 18 form a reducer cavity 11, and one side wall of the reducer cavity 11 is the bottom of the reducer groove 17. The reducer groove 17 is recessed towards the motor cavity 12 along the axial direction O of the drive motor 15, which is equivalent to the bottom of the bearing groove 111a being opposite to the motor cavity 12 along the axial direction O of the drive motor 15. In this case, the oil passage hole 172 penetrating the bottom of the bearing groove 111a can connect the motor cavity 12 and the reducer cavity 11, guiding the oil in the motor cavity 12 into the bearing groove 111a. Based on the oil collected by the first oil-blocking protrusion 112a, the second oil-blocking protrusion 113a, and the third oil-blocking protrusion 114a to lubricate the bearing 148a, the oil passage hole 172 can replenish the amount of oil lubricating the bearing 148a.

[0130] In this embodiment, the greater the distance between the oil passage hole 172 and the shaft hole 171 along the radial direction R of the drive motor 15, the smaller the distance between the oil passage hole 172 and the cavity wall of the motor cavity 12 along the radial direction R of the drive motor 15. This facilitates the flow of oil in the motor cavity 12 into the oil passage hole 172 under the guidance of the cavity wall of the motor cavity 12. In one embodiment, the drive motor includes a winding and an oil injection ring. The oil injection ring surrounds the end of the winding along the circumference of the drive motor and is used to spray oil onto the end of the winding. The oil passage hole along the axial direction of the drive motor is opposite to the oil injection ring. In this embodiment, the oil sprayed by the oil injection ring onto the end of the winding falls onto the cavity wall of the motor cavity and then flows into the bearing groove through the oil passage hole. The oil passage hole being opposite to the oil injection ring helps to reduce the difficulty of oil flowing from the motor cavity into the bearing groove.

[0131] In this embodiment, the distance between the first oil-blocking protrusion 112a and the shaft hole 171 is less than the distance between the oil passage hole 172 and the shaft hole 171, which facilitates the first oil-blocking protrusion 112a collecting the oil that is swung by the input shaft 141 or the motor shaft. In one embodiment, the distance between the second oil-blocking protrusion 113a and the shaft hole 171 is less than the distance between the first oil-blocking protrusion 112a and the shaft hole 171.

[0132] Please continue reading. Figure 5 and Figure 7 In one embodiment, the bottom of the bearing groove 111a includes a plurality of oil reservoirs 1112. The plurality of oil reservoirs 1112 are used to store oil supplied to the bearing groove 111a from the first oil-blocking protrusion 112a, the second oil-blocking protrusion 113a, the third oil-blocking protrusion 114a, and the oil passage 172. Each oil reservoir 1112 is recessed away from the reducer end cover 18 along the axial direction O of the bearing groove 111a, and the plurality of oil reservoirs 1112 surround the motor cavity 12.

[0133] Among them, a plurality of oil storage grooves 1112 along the circumferential direction C of the bearing groove 111a are spaced apart from the first oil blocking protrusion 112a, the second oil blocking protrusion 113a, the third oil blocking protrusion 114a and the oil passage hole 172.

[0134] In this embodiment, the bearing groove 111a located at the bottom of the reducer groove 17 can receive oil thrown from the gears and shaft, as well as oil supplied by the motor cavity 12, and has multiple different oil sources. To improve the lubrication effect on the bearing 148a, multiple oil reservoirs 1112 are distributed at the bottom of the bearing groove 111a. Each oil reservoir 1112 is recessed away from the reducer end cover 18, and after the oil flows into the oil reservoir 1112, a portion of the bearing 148a is immersed in the oil. The multiple oil reservoirs 1112 surround the motor cavity 12, and the multiple oil reservoirs 1112 actually utilize the space on the outer periphery of the motor cavity 12, thus avoiding increasing the overall axial length of the powertrain 10.

[0135] In this embodiment, since the oil passage 172 is used to connect the motor cavity 12 and the bearing groove 111a, and multiple oil storage grooves 1112 surround the motor cavity 12, it is also indicated that the oil passage 172 and the multiple oil storage grooves 1112 are arranged at intervals, which can prevent oil from flowing directly into the oil storage grooves 1112. The oil storage grooves 1112 are spaced apart from the first oil-blocking protrusion 112a, the second oil-blocking protrusion 113a, the third oil-blocking protrusion 114a and the oil passage 172, which helps to prolong the contact time between the oil and the bearing 148a and improve the lubrication efficiency.

[0136] Please refer to the following: Figure 5 and Figure 8 In one embodiment, the bearing groove 111b, the first oil-blocking protrusion 112b, the second oil-blocking protrusion 113b, and the third oil-blocking protrusion 114b are distributed on the reducer end cover 18. The distance between the bottom of each oil reservoir 1112 and the first oil-blocking protrusion 112a is greater than the distance between the bottom of the bearing groove 111b and the first oil-blocking protrusion 112b.

[0137] In this embodiment, the reducer end cover 18 is the other side wall of the reducer cavity 11. The oil reservoir 1112 of the bearing groove 111a utilizes the space on the outer periphery of the motor cavity 12. Therefore, even if the distance between the bottom of the oil reservoir 1112 and the first oil-blocking protrusion 112a is greater than the distance between the bottom of the bearing groove 111b and the first oil-blocking protrusion 112b, the oil reservoir 1112 will not increase the axial length of the powertrain 10. If an oil reservoir 1112 is also arranged at the bottom of the bearing groove 111b, only a part of the bottom of the bearing groove 111b can be recessed towards the outside of the reducer cavity 11, which will increase the axial length of the reducer end cover 18 and is not conducive to the miniaturization design of the powertrain 10.

[0138] Please continue reading. Figure 5In one embodiment, the wall of the bearing groove 111a further includes an oil drain groove 1113. The opening of the oil drain groove 1113 faces the electrical control cavity 13 along the radial direction R of the bearing groove 111a. The distance between the oil drain groove 1113 and the oil inlet 1111a is less than or equal to the inner diameter of the bearing groove 111a, and the distance between the oil drain groove 1113 and the oil inlet 1111a is greater than or equal to half the inner diameter of the bearing groove 111a.

[0139] In this embodiment of the application, for ease of description, an oil unloading groove 1113 on the groove wall of the bearing groove 111a is referred to as oil unloading groove 1113a. The oil unloading groove 1113a is recessed away from the axis of the bearing groove 111a along the radial direction R of the bearing groove 111a.

[0140] In this embodiment, for the bearing groove 111a, the oil collected by the first oil-blocking protrusion 112a, the second oil-blocking protrusion 113a, and the third oil-blocking protrusion 114a flows into the bearing groove 111a through the oil inlet 1111a and then flows out of the bearing groove 111a through the oil discharge groove 1113a. The oil inlet 1111a and the oil discharge groove 1113a are the oil inlet and outlet, respectively. By adjusting the distance between the oil inlet 1111a and the oil discharge groove 1113a, it is possible to avoid the oil flowing directly from the inlet to the outlet due to the distance being too small, and it is also possible to avoid the oil level in the bearing groove 111 being too high due to the distance being too large, which helps to avoid increasing the oil churning loss of the bearing 148a.

[0141] In one embodiment, the oil drain groove 1113a is spaced apart from the oil passage hole 172. This embodiment of the application can prevent the oil flowing in from the oil passage hole 172 from flowing directly out of the bearing groove 111a from the oil drain groove 1113a, which is beneficial to improving the lubrication effect on the bearing 148a.

[0142] In one embodiment, an axial oil discharge groove 1113a along the bearing groove 111a is opposite to one of the balls of the bearing 148a. This embodiment of the application facilitates the guidance of oil into the gap inside the bearing 148a, increasing the contact area between the oil and the bearing 148a. Furthermore, the rate of oil output can be controlled by the balls of the bearing 148a.

[0143] Please continue reading. Figure 8 In one embodiment, the bearing groove 111b further includes another oil drain groove 1113. The opening of the other oil drain groove 1113 faces the electrical control cavity 13 along the radial direction R of the bearing groove 111b. The distance between the other oil drain groove 1113 and the oil inlet 1111b is less than or equal to the inner diameter of the bearing groove 111b, and the distance between the other oil drain groove 1113 and the oil inlet 1111b is greater than or equal to half the inner diameter of the bearing groove 111b.

[0144] In this embodiment of the application, for ease of description, the other oil unloading groove 1113 is referred to as oil unloading groove 1113b. The oil unloading groove 1113b is recessed away from the axis of the bearing groove 111b along the radial direction R of the bearing groove 111b.

[0145] In this embodiment, for the bearing groove 111b, the oil collected by the first oil-blocking protrusion 112b, the second oil-blocking protrusion 113b, and the third oil-blocking protrusion 114b flows into the bearing groove 111b through the oil inlet 1111b and then flows out of the bearing groove 111b through the oil discharge groove 1113b. The oil inlet 1111b and the oil discharge groove 1113b are the inlet and outlet of the oil, respectively. By adjusting the distance between the oil inlet 1111b and the oil discharge groove 1113b, it is possible to avoid the oil flowing directly from the inlet to the outlet due to the distance being too small, and it is also possible to avoid the oil level in the bearing groove 111 being too high due to the distance being too large, which helps to avoid increasing the oil churning loss of the bearing 148b.

[0146] It should be noted that, in this embodiment, the positions of the intermediate driving wheel 146 and the intermediate driven wheel 145 in the reducer cavity 11 are interchangeable. That is, the bearing groove 111a, the first oil-blocking protrusion 112a, the second oil-blocking protrusion 113a, and the third oil-blocking protrusion 114a are distributed on the side of the intermediate driven wheel 145 away from the intermediate driving wheel 146, and the bearing groove 111b, the first oil-blocking protrusion 112b, the second oil-blocking protrusion 113b, and the third oil-blocking protrusion 114b are distributed on the side of the intermediate driving wheel 146 away from the intermediate driven wheel 145. In this case, the axial length of each first oil-blocking protrusion 112, each second oil-blocking protrusion 113, and each third oil-blocking protrusion 114 can be adjusted according to the outer diameter of the intermediate driving wheel 146 or the intermediate driven wheel 145. The radial distance between the first oil-blocking protrusion 112a and the intermediate driven wheel 145, and the radial distance between the first oil-blocking protrusion 112b and the intermediate driving wheel 146 can also be adjusted to improve the lubrication effect on the intermediate driving wheel 146 and the intermediate driven wheel 145 without interfering with the rotation of the intermediate driving wheel 146 and the intermediate driven wheel 145.

[0147] The powertrain and electric vehicle with intermediate shaft lubrication function provided in the embodiments of this application have been described in detail above. Specific examples have been used to illustrate the principles and embodiments of this application. The descriptions of the embodiments above are only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in specific embodiments and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A powertrain with intermediate shaft lubrication function, characterized in that, The powertrain housing includes a motor cavity, a reducer cavity, and an electronic control cavity. The motor cavity houses the drive motor of the powertrain. The reducer cavity houses the input shaft, intermediate shaft, and output shaft of the reducer in the powertrain. The intermediate shaft drives the input shaft and the output shaft. The electronic control cavity houses the motor controller of the powertrain. The motor cavity and the reducer cavity are arranged adjacent to each other along the axial direction of the drive motor. The electronic control cavity is stacked on top of the motor cavity and the reducer cavity. The intermediate shaft is located away from the electronic control cavity relative to the input shaft and the output shaft. One side wall of the reducer cavity includes a first oil baffle protrusion and a bearing groove. The bearing groove is used to accommodate a bearing of the intermediate shaft. The groove wall of the bearing groove includes an oil inlet. The oil inlet is radially toward the electronic control cavity along the bearing groove. The first oil baffle protrusion is radially from the electronic control cavity toward the oil inlet along the bearing groove.

2. The powertrain according to claim 1, characterized in that, The cavity wall of the reducer cavity also includes a second oil-blocking protrusion and a third oil-blocking protrusion. The second oil-blocking protrusion and the third oil-blocking protrusion are distributed on both sides of the oil inlet along the circumferential direction of the bearing groove. The distance between the second oil-blocking protrusion and the third oil-blocking protrusion increases along the direction of the oil inlet toward the electronic control cavity.

3. The powertrain according to claim 2, characterized in that, The distance between the first oil-blocking protrusion and the oil inlet along the radial direction of the bearing groove is greater than the distance between each of the second and third oil-blocking protrusions and the oil inlet.

4. The powertrain according to claim 2, characterized in that, The input shaft is used to fix the input wheel of the reducer, the output shaft is used to fix the output wheel of the reducer, the second oil baffle is arranged between the input shaft and the first oil baffle, and the third oil baffle is arranged between the output shaft and the first oil baffle.

5. The powertrain according to any one of claims 2-4, characterized in that, Along the axial direction of the bearing groove, the intermediate driving wheel of the intermediate shaft is opposite to the intermediate driven wheel of the intermediate shaft. The outer diameter of the intermediate driving wheel is smaller than the outer diameter of the intermediate driven wheel. A first oil-blocking protrusion, a second oil-blocking protrusion, and a third oil-blocking protrusion are distributed on the side of the intermediate driving wheel away from the intermediate driven wheel along the axial direction of the bearing groove, wherein: A portion of the first oil-blocking protrusion protrudes toward the intermediate drive wheel relative to the groove wall of the bearing groove along the axial direction of the bearing groove, and the intermediate drive wheel is arranged between the portion of the first oil-blocking protrusion and the intermediate shaft along the radial direction of the bearing groove.

6. The powertrain according to claim 5, characterized in that, Along the axial direction of the bearing groove, the groove wall of the bearing groove protrudes towards the intermediate drive wheel, and another part of the first oil baffle protrusion is fixed to the groove wall of the bearing groove. Along the axial direction of the bearing groove, the distance between the other part of the first oil baffle protrusion and the intermediate drive wheel is less than or equal to the distance between the oil inlet and the intermediate drive wheel.

7. The powertrain according to claim 6, characterized in that, The lengths of the second and third oil-blocking protrusions along the axial direction of the bearing groove are both greater than the length of the other portion of the first oil-blocking protrusion.

8. The powertrain according to any one of claims 5-7, characterized in that, The other side wall of the reducer cavity includes another bearing groove, another first oil-blocking protrusion, another second oil-blocking protrusion, and another third oil-blocking protrusion. The other bearing groove is used to accommodate another bearing of the intermediate shaft. The other first oil-blocking protrusion extends radially from the electrical control cavity toward another oil inlet of the other bearing groove. The other second and third oil-blocking protrusions are distributed on both sides of the other oil inlet along the circumference of the other bearing groove. The other bearing groove, the other first oil-blocking protrusion, the other second oil-blocking protrusion, and the other third oil-blocking protrusion are distributed on the side of the intermediate driven wheel away from the intermediate driving wheel.

9. The powertrain according to claim 8, characterized in that, The outer diameter of the intermediate driving wheel is smaller than the inner diameter of one bearing groove, and the outer diameter of the intermediate driven wheel is larger than the inner diameter of the other bearing groove, wherein: Along the axial direction of the bearing groove, the length of the first oil-blocking protrusion is greater than the length of the other first oil-blocking protrusion, and the length of each of the second oil-blocking protrusion and the third oil-blocking protrusion is greater than the length of each of the other second oil-blocking protrusion and the other third oil-blocking protrusion.

10. The powertrain according to claim 9, characterized in that, Along the axial direction of the other bearing groove, a portion of the other first oil-blocking protrusion protrudes towards the intermediate driven wheel protrusion relative to the groove wall of the other bearing groove, and along the radial direction of the other bearing groove, the intermediate driven wheel is arranged between the portion of the other first oil-blocking protrusion and the intermediate shaft, wherein: The distance between a portion of the other first oil-blocking protrusion and the intermediate driven wheel along the radial direction of the bearing groove is less than the distance between a portion of the first oil-blocking protrusion and the intermediate driving wheel.

11. The powertrain according to any one of claims 8-10, characterized in that, The powertrain housing includes a reducer slot and a reducer end cover. Along the axial direction of the drive motor, the reducer end cover encloses the opening of the reducer slot to form the reducer cavity. A bearing slot, a first oil baffle protrusion, a second oil baffle protrusion, and a third oil baffle protrusion are distributed at the bottom of the reducer slot, wherein: The bottom of the reducer slot includes a shaft hole and an oil passage hole. The shaft hole is used to accommodate the motor shaft of the drive motor or the input shaft of the reducer. The oil passage hole penetrates the bottom of the bearing slot and is used to transport part of the oil in the motor cavity to the bearing slot to actively lubricate the bearing. The distance between the first oil baffle protrusion and the shaft hole is less than the distance between the oil passage hole and the shaft hole.

12. The powertrain according to claim 11, characterized in that, The bottom of the bearing groove includes multiple oil reservoirs for storing oil supplied from the first oil baffle, the second oil baffle, the third oil baffle, and the oil passage to the bearing groove. Each oil reservoir is recessed away from the reducer end cover along the axial direction of the bearing groove, and the multiple oil reservoirs surround the motor cavity. Along the circumference of the bearing groove, the plurality of oil reservoirs are spaced apart from the first oil-blocking protrusion, the second oil-blocking protrusion, the third oil-blocking protrusion, and the oil passage hole.

13. The powertrain according to claim 12, characterized in that, The other bearing groove, the other first oil-blocking protrusion, the other second oil-blocking protrusion, and the other third oil-blocking protrusion are distributed on the reducer end cover, wherein: The distance between the bottom of each oil reservoir and one of the first oil-blocking protrusions is greater than the distance between the bottom of the other bearing reservoir and the other first oil-blocking protrusion.

14. The powertrain according to any one of claims 1-13, characterized in that, The bearing groove wall also includes an oil unloading groove, the opening of which is radially toward the electrical control cavity along the bearing groove. The distance between the oil unloading groove and the oil inlet is less than or equal to the inner diameter of the bearing groove and greater than or equal to half the inner diameter of the bearing groove.

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

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