Power assembly and vehicle

Abstract

The utility model provides a power assembly and a vehicle. The power assembly comprises a shell and a transmission shaft, the shell comprises two oppositely-arranged containing grooves, each containing groove is used for containing one bearing and fixing an outer ring of the bearing, and inner rings of the two bearings are used for fixing the two opposite ends of the transmission shaft respectively. The middle section of the transmission shaft is in transmission connection with a motor rotor of a driving motor in the power assembly and a gear of a speed reducer, and the transmission shaft comprises a shaft hole extending in the axial direction of the transmission shaft; the groove bottom of one containing groove comprises two opposite end faces, one end face of the two end faces faces the transmission shaft, the other end face comprises an oil conveying nozzle, the oil conveying nozzle is used for stretching into the shaft hole, the oil conveying nozzle comprises an oil conveying hole, the oil conveying hole is used for penetrating to the other end face, and the other end face further comprises an installation connector. And the mounting interface is communicated with an oil pipeline. According to the power assembly, communication of the oil conveying pipeline and the shaft hole is achieved through the mounting connector and the oil conveying nozzle, and assembling of the power assembly is facilitated.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to a powertrain and a vehicle. Background Technology

[0002] The powertrain transmits the power output from the drive motor to the wheels via a reducer to drive the vehicle. To ensure the efficiency of the powertrain, fluid is typically supplied to the reducer and drive motor for lubrication and cooling. However, the oil lines used to supply this fluid require a complex structure, making assembly inconvenient. Utility Model Content

[0003] This application provides a powertrain and a vehicle. By setting an oil inlet and an installation interface on two opposite end faces of the bottom of a receiving groove, the structure required for connecting the oil pipeline to the shaft hole is simplified while achieving the connection between the oil pipeline and the shaft hole, thus facilitating the assembly of the powertrain of this application.

[0004] In a first aspect, this application provides a powertrain, which includes a housing and a drive shaft. The housing includes two oppositely arranged receiving slots, each receiving slot for accommodating a bearing and fixing the outer ring of the bearing. The inner rings of the two bearings are used to fix opposite ends of the drive shaft respectively. The middle section of the drive shaft is used for transmitting power between the motor rotor of the drive motor in the powertrain and the gear of the reducer in the powertrain. The drive shaft includes a shaft hole that extends axially along the drive shaft.

[0005] Along the axial direction of the drive shaft, the bottom of one of the two receiving slots includes two opposing end faces, one of which faces the drive shaft. One end face includes an oil supply nozzle for extending into the shaft hole. The oil supply nozzle includes an oil supply hole for penetrating to the other end face. The other end face also includes a mounting interface for communicating with an oil supply pipeline.

[0006] The powertrain provided in this application transmits power between the drive motor and the reducer by driving the motor rotor and the gear of the reducer through a drive shaft. The powertrain also supports the drive shaft by accommodating two bearings in two receiving slots in the housing. The inner and outer rings of each bearing are used to fix the drive shaft and the receiving slot, respectively, thereby achieving axial and radial limiting of the drive shaft.

[0007] The powertrain provided in this application also features an oil inlet located at one end face of a receiving groove facing the drive shaft. The oil inlet's oil outlet extends axially along the drive shaft, penetrating both the inlet and the bottom of the receiving groove. An installation interface on the other end face allows oil from the oil supply line to be delivered to the oil outlet. This outlet then delivers the oil to a shaft hole, which in turn delivers it to the motor rotor of the drive motor and the gears of the reducer. This achieves both heat dissipation and lubrication for the powertrain, thereby improving its operating efficiency.

[0008] The fuel inlet and mounting interface of the powertrain of this application are located on two opposite end faces of the bottom of a receiving groove. The structure is relatively simple and easy to process, which facilitates the assembly of the powertrain of this application.

[0009] In one implementation, along the axial direction of the drive shaft, the oil nozzle includes a connected extension section and a connecting section, the extension section being housed within a shaft hole, and the extension section being connected to an end face via the connecting section; wherein, along the radial direction of the drive shaft, the outer diameter of the extension section is smaller than the outer diameter of the connecting section.

[0010] In this implementation, the extension axes of both the insertion section and the connecting section coincide with the geometric axis of the drive shaft. Along the axial direction of the drive shaft, the connecting section connects the insertion section and one end face. The oil delivery hole sequentially passes through the insertion section, the connecting section, and the two end faces, allowing the oil in the oil delivery pipeline to be delivered to the shaft hole sequentially through the connecting section and the insertion section. The outer diameter of the connecting section is larger than the outer diameter of the insertion section to enhance the connection strength between the oil nozzle and the bottom of a receiving groove.

[0011] In one implementation, along the axial direction of the drive shaft, the diameter of the end of the extension section connected to the connecting section is greater than or equal to the diameter of the other end of the extension section.

[0012] In this implementation, the diameter of the end of the extension segment connected to the connecting segment is equal to the diameter of the other end of the extension segment to facilitate the manufacturing of the extension segment. Alternatively, the diameter of the end of the extension segment connected to the connecting segment is larger than the diameter of the other end of the extension segment to improve the connection strength between the extension segment and the connecting segment.

[0013] One implementation involves the diameter of the inserted section gradually decreasing along the axial direction of the drive shaft and away from one end face.

[0014] In this implementation, the extension section is frustum-shaped, and the angle between the outer circumferential surface of the extension section and the extension axis of the extension section is an acute angle, so as to guide the oil nozzle into the shaft hole during the installation of the powertrain in this application.

[0015] In one implementation, along the axial direction of the drive shaft, the diameter of the end of the connecting section connected to the extension section is less than or equal to the diameter of the other end of the connecting section.

[0016] In this implementation, the connecting section is also used to enhance the connection strength between the fuel nozzle and an end face. Specifically, the diameter of the end of the connecting section connected to the extension section is equal to the diameter of the other end of the connecting section, to facilitate the manufacturing of the connecting section. Alternatively, the diameter of the end of the connecting section connected to the extension section is smaller than the diameter of the other end of the connecting section, to enhance the connection strength between the connecting section and an end face, thereby further enhancing the connection strength between the fuel nozzle and the end face. This ensures the structural stability of the powertrain of this application.

[0017] One implementation involves the diameter of the connecting section gradually decreasing along the axial direction of the drive shaft and away from one end face.

[0018] In this implementation, the connecting section is frustum-shaped, and the angle between the outer peripheral surface of the connecting section and the extension axis of the connecting section is acute, so as to further improve the connection strength between the oil nozzle and one end face and ensure the structural stability of the powertrain of this application.

[0019] In one implementation, the shaft hole includes a receiving section for receiving an oil nozzle, and there is a radial clearance between the receiving section and the oil nozzle, which gradually decreases along the axial direction of the drive shaft and away from one end face.

[0020] In this implementation, the extension axis of the receiving section coincides with the extension axis of the oil nozzle, and the angle between the bore wall of the receiving section and the drive shaft axis is greater than the angle between the outer circumferential surface of the oil nozzle and the drive shaft axis. Specifically, the radial clearance between the end of the oil nozzle furthest from one end face and the receiving section is smaller than the radial clearance between the other end of the oil nozzle and the receiving section. This reduces the possibility of oil flowing towards one end face within the shaft bore during the operation of the powertrain of this application. In other words, the gradual reduction of the radial clearance between the receiving section and the oil nozzle restricts the flow direction of oil within the shaft bore, ensuring the heat dissipation efficiency and operating efficiency of the powertrain of this application.

[0021] In one implementation, the minimum radial clearance between the oil nozzle and the receiving section along the radial direction of the drive shaft is less than or equal to 1 mm.

[0022] In this implementation, along the axial direction of the drive shaft, the gap between the end of the oil supply nozzle furthest from one end face and the wall of the receiving section is less than or equal to 1 mm. This reduces the possibility of oil delivered to the shaft hole overflowing to one end face through the radial gap between the oil supply nozzle and the receiving section. This ensures the volume of oil within the shaft hole, guaranteeing the heat dissipation efficiency and operating efficiency of the powertrain of this application.

[0023] In one implementation, along the axial direction of the drive shaft, one end of the oil supply hole is located between the other end of the oil supply hole and the mounting interface, and along the radial direction of the drive shaft, the diameter of one end of the oil supply hole is larger than the diameter of the other end of the oil supply hole.

[0024] In this implementation, along the radial direction of the drive shaft, the diameter of one end of the oil supply hole connected to the mounting interface is larger than the diameter of the other end. During the process of supplying oil to the shaft hole via the oil supply hole, the oil pressure is adjusted by changing the diameter of the oil supply hole, thereby reducing or offsetting oil pressure loss during oil supply and ensuring the oil pressure of the oil delivered to the shaft hole by the oil nozzle. This ensures the heat dissipation efficiency and operating efficiency of the powertrain of this application.

[0025] One implementation involves gradually reducing the diameter of the oil supply hole along the axial direction of the drive shaft and away from the mounting interface.

[0026] In this implementation, the oil inlet is frustum-shaped, and the angle between the wall of the oil inlet and its extension axis is acute. This ensures relatively stable oil pressure during oil delivery through the inlet. This guarantees the oil pressure delivered to the shaft hole via the inlet and prevents radial movement of the oil nozzle due to sudden pressure changes during oil delivery, thus ensuring the stable operation of the powertrain of this application.

[0027] In one implementation, the distance between the wall of the oil delivery hole and the outer peripheral surface of the oil delivery nozzle is greater than or equal to 4 mm along the radial direction of the drive shaft.

[0028] In this implementation, the difference between the outer diameter of the oil supply nozzle and the diameter of the oil supply hole along the radial direction of the drive shaft is greater than or equal to 8 mm, so as to ensure the structural strength of the oil supply nozzle in each region along the axial direction of the drive shaft, avoid the oil supply nozzle from breaking due to vibration during the operation of the powertrain of this application, and thus ensure the structural stability of the oil supply nozzle.

[0029] In one implementation, the mounting interface protrudes from another end face along the axial direction of the drive shaft, and the end of the mounting interface away from the other end face is used for fixed connection of the oil pipeline; the mounting interface includes an inner hole for connecting the oil delivery hole and the oil pipeline.

[0030] In this implementation, along the axial direction of the drive shaft, one end of the inner hole at the end of the mounting interface furthest from the other end face is connected to the oil supply pipe, and the other end of the inner hole is connected to the oil supply hole. During the operation of the powertrain of this application, the oil in the oil supply pipe is sequentially transferred to the shaft hole through the inner hole and the oil supply hole. This achieves lubrication and heat dissipation of the powertrain of this application.

[0031] One implementation method is that the diameter of the inner hole is greater than or equal to the diameter of the oil delivery hole.

[0032] In this implementation, the diameter of the inner bore is equal to the diameter of the oil supply hole to facilitate the manufacturing of the powertrain of this application. Alternatively, the diameter of the inner bore is larger than the diameter of the oil supply hole to increase the oil pressure of the oil delivered to the oil supply hole, thereby ensuring the oil pressure of the oil delivered to the shaft hole via the oil supply hole.

[0033] In one implementation, the inner hole includes a connecting section and a bent section, the connecting section being used to communicate with an oil delivery hole, and the bent section being used to communicate with an oil delivery pipeline; wherein the extension direction of the connecting section coincides with the geometric axis direction of the drive shaft and intersects with the extension direction of the bent section.

[0034] In this implementation, during the operation of the powertrain, the oil in the oil pipeline is sequentially delivered to the shaft hole through the bend section, the transition section, and the oil delivery hole, thereby achieving lubrication and heat dissipation of the powertrain. The extension direction of the bend section intersects with the extension direction of the transition section to reduce the space occupied by the oil pipeline in the axial direction of the drive shaft, facilitating the miniaturization of the powertrain.

[0035] In one implementation, the aperture of the transition section is less than or equal to the aperture of the bending section.

[0036] In this implementation, the diameter of the transition section is equal to the diameter of the bending section to facilitate the manufacturing of the mounting interface. Alternatively, the diameter of the transition section is smaller than the diameter of the bending section to ensure the oil pressure of the oil delivered to the oil inlet by increasing the oil pressure of the oil delivered to the transition section.

[0037] In one implementation, the oil pipeline is integrated with the other end face.

[0038] In one implementation, the housing includes a through hole and a connector, the connector being detachably fixed within the through hole, the wall of the through hole forming the wall of a receiving groove, and the connector forming the bottom of the receiving groove.

[0039] In this implementation, the oil nozzle and mounting interface are integrated via a connector and detachably connected to the housing via the connector. During the installation of the powertrain, the drive shaft can be first fixed using two bearings, and then the integrated oil nozzle, mounting interface, and connector can be installed onto the housing through through-holes, reducing the installation difficulty of the powertrain. The detachable connection between the oil nozzle and mounting interface and the housing allows the powertrain to be adapted to different lubrication and heat dissipation requirements by replacing the oil nozzle and mounting interface with those of different sizes. This expands the application scenarios of the powertrain.

[0040] In one implementation, the outer circumferential surface of the drive shaft includes a snap-fit ​​groove and a toothed surface. The snap-fit ​​groove is used to snap and fix the motor rotor of the drive motor, and the toothed surface is used to mesh with the gear of the reducer for transmission. Along the axial direction of the drive shaft, the toothed surface is located between the snap-fit ​​groove and an end face. The toothed surface has at least one oil outlet hole for connecting to the shaft hole radially along the drive shaft.

[0041] In this implementation, during the operation of the powertrain, the rotor of the drive motor rotates around the axis of the transmission shaft under the action of an electrical signal and the motor stator. This rotation, via a snap-fit ​​groove, drives the transmission shaft to rotate synchronously. The transmission shaft transmits power to the reducer through the meshing of its gear teeth, and the power is then processed and output externally by the reducer. Along the axial direction of the transmission shaft, the reducer is closer to the mounting interface than the drive motor to ensure that the oil transmitted to the reducer via the shaft hole and oil outlet meets the reducer's lubrication and heat dissipation requirements. This ensures the operating efficiency of the powertrain.

[0042] In one implementation, along the axial direction of the drive shaft, the distance between the oil outlet hole and an end face is greater than or equal to the distance between the end face of the oil nozzle furthest from an end face and an end face.

[0043] In this implementation, along the axial direction of the drive shaft, the end face of the oil nozzle away from one end face is located between the oil outlet and one end face, so that the oil outlet can deliver oil, thereby achieving lubrication and heat dissipation of the reducer.

[0044] In one implementation, along the axial direction of the drive shaft, the distance between the oil outlet hole and an end face is less than the distance between the end face of the oil supply nozzle that is away from an end face and an end face; along the radial direction of the drive shaft, at least one oil guide hole is provided on the outer peripheral surface of the oil supply nozzle, and the oil guide hole is used to connect the oil outlet hole.

[0045] In this implementation, along the axial direction of the drive shaft, the oil outlet is located between the end face of the oil supply nozzle facing the other receiving groove and an end face. During the operation of the powertrain of this application, the oil transmitted to the oil supply hole is transported to the shaft hole through the oil guide hole, and then transported to the reducer through the oil outlet, thereby achieving lubrication and heat dissipation of the reducer.

[0046] In one implementation, along the axial direction of the drive shaft, the distance between the oil guide hole and the oil outlet hole is less than or equal to the distance between the oil outlet hole and the end face of the oil supply nozzle that is furthest from one end face.

[0047] In this implementation, along the axial direction of the drive shaft, the oil guide hole is closer to the oil outlet hole than the oil delivery hole, which faces another receiving groove. This allows the oil outlet hole to absorb the oil output from the oil guide hole and deliver it into the reducer. This further ensures the lubrication and heat dissipation of the reducer.

[0048] One implementation involves having an oil guide hole with a smaller diameter than the oil delivery hole.

[0049] In this implementation, the diameter of the oil guide hole is smaller than that of the oil delivery hole. On the one hand, this controls the flow rate of the oil delivered to the shaft hole through the oil guide hole, so as to avoid affecting the lubrication and heat dissipation of other areas of the powertrain due to excessive oil delivered through the oil guide hole. On the other hand, it increases the oil pressure of the oil delivered to the oil guide hole, so that the oil outlet hole can deliver the oil to the reducer.

[0050] In one implementation, the drive shaft includes two detachable sections, one of which has a toothed outer surface and the other has a snap-fit ​​groove on its outer surface, with one section for drive connection to the other.

[0051] In this implementation, one section of the drive shaft has a toothed surface on its outer circumferential surface to form the input shaft of the reducer, while the other section of the drive shaft has a snap-fit ​​groove on its outer circumferential surface to form the motor shaft of the drive motor. The two sections are coaxially driven to achieve power transmission between the drive motor and the reducer.

[0052] In one implementation, along the axial direction of the drive shaft, two opposing ends of a section are respectively used for fixed connection with the inner rings of two bearings, and the other end of the section facing a receiving groove is used to extend into the shaft hole of the section and drively connect with the shaft hole; wherein, along the axial direction of the drive shaft, the oil outlet is spaced apart from the other section.

[0053] In this implementation, another section of the drive shaft extends into the shaft hole of the first section and is connected to the inner circumferential surface of the shaft hole. The oil outlet is spaced axially from the other section along the drive shaft, preventing the oil outlet from being blocked by the other section extending into the shaft hole of the first section, thus ensuring the delivery of oil through the oil outlet.

[0054] In one implementation, along the axial direction of the drive shaft, an oil supply nozzle is used to extend into the shaft hole of another section. The middle section of the oil supply nozzle is received in the shaft hole of one section and located outside the shaft hole of the other section. Along the radial direction of the drive shaft, at least one positioning ring is protruding from the outer peripheral surface of the middle section of the oil supply nozzle. The outer peripheral surface of the positioning ring abuts against the hole wall of the shaft hole of one section. The positioning ring is spaced apart from the oil outlet hole.

[0055] In this implementation, the oil supply nozzle extends into the shaft hole of another section, allowing the oil in the oil supply hole to be directly delivered to the shaft hole of the other section, thereby ensuring the lubrication and heat dissipation requirements of the drive motor. The positioning ring is used to support the oil supply nozzle and limit its radial position, thereby ensuring the structural stability of the oil supply nozzle.

[0056] In one implementation, the bore wall of the shaft hole further includes at least one second oil outlet hole, which is used to connect the outer peripheral surface of the drive shaft radially.

[0057] In this implementation, the second oil outlet is used to guide the oil in the shaft hole toward the drive motor, thereby achieving lubrication and heat dissipation of the drive motor.

[0058] In one implementation, the second oil outlet is located in another section along the axial direction of the drive shaft, with the second oil outlet spaced apart from one section.

[0059] In one implementation, the powertrain further includes a support bearing located between the reducer and the drive motor along the axial direction of the drive shaft. The inner ring of the support bearing is fixedly connected to the middle section of the drive shaft, and the outer ring of the support bearing is fixedly connected to the housing.

[0060] In this implementation, the support bearing is used to cooperate with the two bearings to support the drive shaft and to define the radial position of the drive shaft.

[0061] In one implementation, along the axial direction of the drive shaft, the distance between the support bearing and one end face is less than the sum of the length dimension of the other segment and the distance between the other segment and one end face.

[0062] In this implementation, at the joint between one segment and another segment, a support bearing is used to support both segments simultaneously, thereby achieving radial limiting of the segments.

[0063] Secondly, this application provides a vehicle, which includes wheels, a frame, and a powertrain provided in any of the above implementations. The housing in the powertrain is used to fix the frame, and the reducer in the powertrain is used to drive the wheels, wherein the axial direction of the drive shaft in the powertrain is parallel to the axial direction of the wheels.

[0064] The vehicle in this application includes a powertrain provided by any of the above-mentioned implementations, in which the oil supply line is connected to the shaft hole via oil inlets and mounting interfaces on opposite end faces of the bottom of a receiving slot, facilitating assembly. This simplifies the assembly process and improves the user experience. Attached Figure Description

[0065] To more clearly illustrate the technical solution of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0066] Figure 1 This is a schematic diagram of the exterior structure of the vehicle provided in the embodiments of this application;

[0067] Figure 2 This is a schematic diagram of the external structure of the powertrain provided in the embodiments of this application;

[0068] Figure 3 A cross-sectional structural schematic diagram of the powertrain provided in the embodiments of this application;

[0069] Figure 4 A schematic diagram of the partial external structure of the powertrain provided in one embodiment of this application;

[0070] Figure 5A partial cross-sectional structural schematic diagram of the powertrain provided in one embodiment of this application;

[0071] Figure 6 A partial external structural diagram of the powertrain provided in an embodiment of this application in another embodiment;

[0072] Figure 7 A partial cross-sectional structural schematic diagram of the powertrain provided in an embodiment of this application in another embodiment;

[0073] Figure 8 A partially enlarged structural schematic diagram of the powertrain provided in one embodiment of this application;

[0074] Figure 9 A partially enlarged structural schematic diagram of the powertrain provided in an embodiment of this application in another embodiment;

[0075] Figure 10 A cross-sectional structural schematic diagram of the powertrain provided in an embodiment of this application in another embodiment;

[0076] Figure 11 This is a partially enlarged structural schematic diagram of the powertrain provided in an embodiment of this application;

[0077] Figure 12 This is another partially enlarged structural schematic diagram of the powertrain provided in the embodiments of this application;

[0078] Figure 13 This is another partially enlarged structural schematic diagram of the powertrain provided in the embodiments of this application;

[0079] Figure 14 This is a further partially enlarged structural schematic diagram of the powertrain provided in the embodiments of this application;

[0080] Figure 15 This is a partial cross-sectional structural diagram of the powertrain provided in an embodiment of this application;

[0081] Figure 16 Another partial cross-sectional structural schematic diagram of the powertrain provided in the embodiments of this application;

[0082] Figure 17 This is another partial cross-sectional structural schematic diagram of the powertrain provided in the embodiments of this application;

[0083] Figure 18 A partial cross-sectional structural schematic diagram of the drive shaft of the powertrain provided in an embodiment of this application;

[0084] Figure 19A partial cross-sectional view of the drive shaft of the powertrain provided in this application embodiment in another embodiment;

[0085] Figure 20 A partial cross-sectional structural schematic diagram of the drive shaft of the powertrain provided in an embodiment of this application in yet another embodiment;

[0086] Figure 21 This is another partial cross-sectional structural schematic diagram of the powertrain provided in the embodiments of this application;

[0087] Figure 22 A cross-sectional structural schematic diagram of the powertrain provided in the embodiments of this application;

[0088] Figure 23 Another cross-sectional structural diagram of the powertrain provided in the embodiment of this application at the fuel inlet;

[0089] Figure 24 A cross-sectional structural diagram of the powertrain provided in the embodiment of this application at the mounting interface;

[0090] Figure 25 A side view of the powertrain provided in an embodiment of this application;

[0091] Figure 26 Another cross-sectional view of the powertrain provided in the embodiment of this application at the mounting interface;

[0092] Figure 27 A partial structural schematic diagram of the powertrain provided in an embodiment of this application;

[0093] Figure 28 Another cross-sectional structural diagram of the powertrain provided in the embodiment of this application at the mounting interface;

[0094] Figure 29 A cross-sectional structural schematic diagram of the internal components of the drive shaft of the powertrain provided in the embodiments of this application;

[0095] Figure 30 Another cross-sectional structural schematic diagram of the internal components of the drive shaft of the powertrain provided in the embodiments of this application;

[0096] Figure 31 This is a schematic diagram of the external structure of the drive shaft of the powertrain provided in the embodiments of this application;

[0097] Figure 32 A partial cross-sectional structural diagram of the drive shaft of the powertrain provided in the embodiments of this application;

[0098] Figure 33This is a schematic diagram of the first section of the drive shaft of the powertrain provided in the embodiments of this application;

[0099] Figure 34 This is a schematic diagram of the second section of the drive shaft of the powertrain provided in the embodiments of this application;

[0100] Figure 35 A schematic diagram of the external structure of the internal components of the powertrain provided in the embodiments of this application;

[0101] Figure 36 This is another cross-sectional structural schematic diagram of the internal components of the drive shaft of the powertrain provided in the embodiments of this application. Detailed Implementation

[0102] The technical solutions of the embodiments of this application will now be described with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0103] Please see Figure 1 The diagram shown is a schematic representation of the exterior structure of a vehicle provided in an embodiment of this application.

[0104] like Figure 1 As shown, the vehicle provided in this application includes a frame 1001, a powertrain 100, a battery pack 1002, and multiple wheels 1003. The multiple wheels 1003 support the frame 1001, which in turn fixes the powertrain 100 and the battery pack 1002. The battery pack 1002 is connected to the powertrain 100, which receives electrical energy from the battery pack 1002 and outputs power to the vehicle by driving at least one of the wheels 1003 to rotate relative to the frame 1001. The powertrain 100 outputs power through the motor shaft of a drive motor, and the axis of at least one wheel 1003 corresponding to the powertrain 100 is parallel to the axis of the drive shaft of the powertrain 100, so that the powertrain 100 can drive the wheel 1003 to rotate.

[0105] In one embodiment, the vehicle of this application includes a powertrain 100 for driving a plurality of wheels 1003 to rotate. In another embodiment, the vehicle of this application includes a plurality of powertrains 100, each powertrain 100 being used to drive a portion of the plurality of wheels 1003 to rotate.

[0106] Please see Figures 2-7 ,in Figure 2 A schematic diagram of the external structure of the powertrain 100 provided in this application;Figure 3 A cross-sectional structural schematic diagram of the powertrain 100 provided in this application; Figure 4 A partial external structural diagram of the powertrain 100 provided in this application in one embodiment. Figure 5 A partial cross-sectional structural schematic diagram of the powertrain 100 provided in this application in one embodiment. Figure 6 A partial external structural diagram of the powertrain 100 provided in this application in another embodiment. Figure 7 A partial cross-sectional structural schematic diagram of the powertrain 100 provided in this application in another embodiment. Wherein, Figure 5 for Figure 4 The diagram shows a cross-sectional structure. Figure 7 for Figure 6 The diagram shows a cross-sectional structure.

[0107] like Figures 2-7 As shown, the powertrain 100 provided in this application includes a housing 10, a drive motor 20, a reducer 30, and a drive shaft 40. The housing 10 houses the drive motor 20, the reducer 30, and the drive shaft 40. The axis of the drive shaft 40 is parallel to the axis of the wheel 1003, and the drive shaft 40 is used to transmit power between the drive motor 20 and the reducer 30. In this embodiment, the drive motor 20 outputs power through the drive shaft 40, the reducer 30 receives power through the drive shaft 40, and the power received by the reducer 30 is output to the wheel 1003 via an internal gear set. This achieves the power output of the powertrain 100 of this application.

[0108] In this embodiment, the drive motor 20 includes a motor rotor 21 and a motor stator 22. The axes of both the motor rotor 21 and the motor stator 22 coincide with the axis of the transmission shaft 40. The housing 10 is used to accommodate the motor rotor 21 and the motor stator 22 of the drive motor 20, and also to fix the motor stator 22 of the drive motor 20. Along the radial direction of the transmission shaft 40, the motor stator 22 is sleeved on the outside of the motor rotor 21, and the motor rotor 21 is used to coaxially fix the transmission shaft 40. In this case, the transmission shaft 40 can be understood as the motor shaft of the drive motor 20.

[0109] In one embodiment, the reducer 30 further includes a gear set and an output shaft. The axes of the various drive shafts in the gear set and the axis of the output shaft are parallel to the axis of the drive shaft 40. Figures 4-7 In the illustrated embodiment, the drive shaft 40 is also used to drive gears in the gear set of the reducer 30. The output shaft and the drive shaft 40 are connected by a gear set. In this case, the drive shaft 40 can also be understood as the input shaft of the reducer 30.

[0110] During the operation of the powertrain 100 of this application, the power output by the drive motor 20 is transmitted to the drive shaft 40 through the motor rotor 21. The drive shaft 40 transmits the power to the gear set, which adjusts the speed and torque of the power transmitted by the drive shaft 40 and transmits the adjusted power to the output shaft. The reduced power 30 transmits the adjusted power to the vehicle wheels 1003 through the output shaft to provide power to the vehicle. This achieves the power output function of the powertrain 100 of this application.

[0111] In one embodiment, such as Figure 4 and Figure 5 As shown, the drive shaft 40 includes two detachable sections. One section is used for gear transmission connection with the reducer 30, and the other section is used for transmission connection with the motor rotor 21 of the drive motor 20. Specifically, for ease of description, the section connected to the gear of the reducer 30 is defined as the first section 40a, and the section connected to the motor rotor 21 of the drive motor 20 is defined as the second section 40b. Here, the first section 40a can be understood as the input shaft of the reducer 30, and the second section 40b can be understood as the motor shaft of the drive motor 20. In this embodiment, the first section 40a and the second section 40b are transmissionally connected to realize power transmission between the drive motor 20 and the reducer 30.

[0112] In one embodiment, the outer peripheral surface of the first segment 40a of the drive shaft 40 includes a toothed surface 41 for meshing with the gears of the reducer 30. The outer peripheral surface of the second segment 40b of the drive shaft 40 includes a snap-fit ​​groove 42 for snap-fitting and fixing the motor rotor 21. The motor stator 22 is fixed to the inner peripheral wall of the housing 10 and is used to coaxially sleeve the motor rotor 21. The first segment 40a and the second segment 40b are connected along the axial direction of the drive shaft 40, thereby realizing the power transmission between the drive motor 20 and the reducer 30. Specifically, the drive motor 20 drives the second segment 40b to rotate and transmits power to the first segment 40a through the assembly connection between the second segment 40b and the first segment 40a. The first segment 40a receives the power transmitted by the second segment 40b and rotates around the axis of the drive shaft 40, thereby transmitting the power of the drive motor 20 to the reducer 30.

[0113] Specifically, during the operation of the powertrain 100 of this application, the power output by the drive motor 20 is transmitted to the first stage 40a via the second stage 40b. The first stage 40a then transmits the power to the gear set, which adjusts the speed and torque of the power transmitted by the drive shaft 40 and transmits the adjusted power to the output shaft. The adjusted power from the reducer 30 is then transmitted to the vehicle's wheels 1003 via the output shaft to provide power to the vehicle. This achieves the power output function of the powertrain 100 of this application.

[0114] In another embodiment, such as Figure 6 and Figure 7 As shown, the outer circumferential surface of the drive shaft 40 includes a toothed surface 41 and a locking groove 42. The locking groove 42 is used to lock and fix the motor rotor 21 of the drive motor 20, and the toothed surface 41 is used to mesh with the gear of the reducer 30 for transmission. Along the axial direction of the drive shaft 40, the toothed surface 41 and the locking groove 42 are arranged at intervals. At this time, the two sections of the drive shaft 40 used for transmission connection with the drive motor 20 and the reducer 30 are formed as one unit. The drive shaft 40 can simultaneously serve as the motor shaft of the drive motor 20 and the input shaft of the reducer 30. Specifically, the drive motor 20 drives the drive shaft 40 to rotate, so as to transmit the power of the drive motor 20 to the reducer 30.

[0115] In one embodiment, the powertrain 100 of this application further includes a plurality of bearings 51. The axis of each bearing 51 coincides with the axis of the drive shaft 40. The bearings 51 are arranged at intervals along the axial direction of the drive shaft 40. A housing 10 is used to fix the outer ring of each bearing 51. The housing 10 includes a plurality of receiving grooves 11, each receiving groove 11 for accommodating the bearing 51. The inner ring of each bearing 51 is used to fix the drive shaft 40. That is, the powertrain 100 of this application supports the motor rotor 21 and the gear of the reducer 30 through the bearings 51 and the drive shaft 40, and the drive shaft 40 is used to drive the gear connecting the motor rotor 21 and the reducer 30 to output driving force.

[0116] In one embodiment, there are two bearings 51. The housing 10 along the axial direction of the drive shaft 40 includes two oppositely arranged receiving grooves 11. Each receiving groove 11 is used to receive one bearing 51 and fix the outer ring of one bearing 51. The inner ring of each bearing 51 is used to fixally connect to the drive shaft 40. The housing 10 can support the drive shaft 40 through the two bearings 51, and can achieve axial and radial limiting of the drive shaft 40 by fixing the outer ring of the bearing 51 to the receiving groove 11. The housing 10 can also allow the drive shaft 40 to rotate within the housing 10 through the two bearings 51, thereby enabling the motor rotor 21 to rotate relative to the motor stator 22.

[0117] In one embodiment, the powertrain 100 of this application further includes at least one support bearing 52. The axis of the support bearing 52 coincides with the axis of the drive shaft 40. Along the axial direction of the drive shaft 40, the support bearings 52 are spaced apart between two bearings 51. Specifically, along the axial direction of the drive shaft 40, the support bearings 52 are located between the drive motor 20 and the reducer 30. The housing 10 is used to fix the outer ring of the support bearing 52.

[0118] In one embodiment, in Figure 6 In the illustration, the inner ring of the support bearing 52 is used to fix the middle section of the drive shaft 40, in conjunction with the two bearings 51 to further support the drive shaft 40. In another embodiment, inFigure 4 and Figure 5 In the illustration, along the radial direction of the drive shaft 40, the radial projection of the support bearing 52 coincides with both the first segment 40a and the second segment 40b. That is, the support bearing 52 is located at the mating position of the first segment 40a and the second segment 40b. Thus, the two bearings 51 work together to enhance the structural strength of the drive shaft 40 at the mating connection of the first segment 40a and the second segment 40b, and, while supporting the drive shaft 40, also achieve radial limitation of the first segment 40a and the second segment 40b of the drive shaft 40.

[0119] In one embodiment, the drive shaft 40 includes a shaft hole 43 extending axially along the drive shaft 40. Along the axial direction of the drive shaft 40, the bottom 111 of one of the two receiving grooves 11 includes two opposing end faces 112, one of which faces the drive shaft 40. One end face 112 includes an oil nozzle 60 for extending into the shaft hole 43. The oil nozzle 60 includes an oil outlet 61 for penetrating to the other end face 112. The other end face 112 also includes a mounting interface 70 for communicating with an oil supply pipe 80.

[0120] Two receiving slots 11 are defined as the first receiving slot 11a and the second receiving slot 11b, respectively. Figures 2-6 In the illustrated figures, the first receiving groove 11a is closer to the reducer 30 than the second receiving groove 11b. For ease of description, in this embodiment and subsequent embodiments, the receiving groove 11 with the oil nozzle 60 is always the first receiving groove 11a. That is, the reducer 30 is closer to the oil nozzle 60 than the drive motor 20. Correspondingly, of the two end faces 112 of the bottom 111 of the first receiving groove 11a, the end face 112 facing the drive shaft 40 is defined as the first end face 1121, and the end face 112 facing away from the drive shaft 40 is defined as the second end face 1122. It is worth noting that since the mounting interface 70 is located on the second end face 1122, in this embodiment and subsequent figures, the mounting interface 70 completely covers the second end face 1122. For ease of description, the second end face 1122 is indicated by dashed lines in this embodiment and subsequent figures. However, in actual manufacturing, the mounting interface 70 may not completely cover the second end face 1122, and this application does not impose any special restrictions on this.

[0121] In another embodiment, the receiving groove 11 with the oil nozzle 60 is a second receiving groove 11b. That is, the drive motor 20 is closer to the oil nozzle 60 than the reducer 30. This application does not impose any particular limitation on this.

[0122] Please refer to the above. Figure 8 and Figure 9 ,in,Figure 8 A partially enlarged structural schematic diagram of the powertrain 100 provided in one embodiment of this application. Figure 9 This is a partially enlarged structural diagram of the powertrain 100 provided in one embodiment of this application, in another embodiment. Figure 8 for Figure 5 A partial structural schematic diagram of the illustration shown. Figure 9 for Figure 7 A partial structural schematic diagram of the example shown.

[0123] Specifically, such as Figure 8 and Figure 9 As shown, along the axial direction of the drive shaft 40, the first end face 1121 is located between the second end face 1122 and the drive shaft 40. The oil supply nozzle 60 protrudes towards the drive shaft 40 relative to the first end face 1121. The end of the oil supply nozzle 60 away from the first end face 1121 is used to extend into the shaft hole 43 of the drive shaft 40, thereby achieving communication between the shaft hole 43 and the oil supply hole 61. Along the radial direction of the drive shaft 40, the outer peripheral surface of the oil supply nozzle 60 is spaced apart from the hole wall of the shaft hole 43 to prevent external vibrations from being transmitted to the oil supply nozzle 60 via the drive shaft 40, thus preventing the oil supply nozzle 60 from breaking. This ensures the structural reliability of the oil supply nozzle 60.

[0124] An oil inlet 61 extends axially along the drive shaft 40 through the end face of the oil inlet 61 away from the first end face 1121 and the second end face 1122. The second end face 1122 is provided with an installation interface 70, which connects the oil inlet pipe 80 and the oil inlet 61. The oil inlet pipe 80 is used to supply oil. During the operation of the powertrain 100 of this application, external oil is supplied to the installation interface 70 through the oil inlet pipe 80. The installation interface 70, based on its internal structure, supplies the oil to the oil inlet 61, which then supplies the oil to the shaft hole 43.

[0125] In this embodiment, the shaft hole 43 extends at least along the axial direction of the transmission shaft 40 to the drive motor 20. During the operation of the powertrain 100, the shaft hole 43 is used to deliver the oil supplied by the oil supply hole 61 to the motor rotor 21 of the drive motor 20 and the gear of the reducer 30, respectively.

[0126] Specifically, the drive motor 20 and the reducer 30 generate heat during operation. When the oil is transferred to the drive motor 20 and the reducer 30, it can carry away the heat generated during operation, thereby reducing the operating temperature of the drive motor 20 and the reducer 30 and ensuring their reliable operation. That is, the powertrain 100 of this application, through the cooperation of the oil inlet 61 and the mounting interface 70, delivers oil from the oil pipe 80 to the shaft hole 43, and then from the shaft hole 43 to the drive motor 20 and the reducer 30, thus achieving heat dissipation for the drive motor 20 and the reducer 30. This achieves heat dissipation for the powertrain 100 of this application.

[0127] On the other hand, when the oil is delivered to the drive motor 20 and the reducer 30 via the shaft hole 43, the oil can also lubricate the internal structure of the drive motor 20 and the gear set of the reducer 30, thereby reducing the noise during the operation of the drive motor 20 and the reducer 30 and ensuring the working efficiency and service life of the drive motor 20 and the reducer 30. That is, the powertrain 100 of this application, through the cooperation of the oil supply hole 61 and the mounting interface 70, delivers the oil from the oil supply pipe 80 to the shaft hole 43, and then from the shaft hole 43 to the drive motor 20 and the reducer 30, thereby achieving lubrication of the drive motor 20 and the reducer 30. This achieves lubrication of the powertrain 100 of this application.

[0128] Therefore, the powertrain 100 of this application has an oil inlet 60 provided on the first end face 1121 of the bottom 111 of the first receiving groove 11a. The oil inlet 60 has an oil outlet 61 that passes through the bottom 111 of the first receiving groove 11a along the axial direction of the drive shaft 40. An installation interface 70 is provided on the second end face 1122, so that the oil in the oil pipeline 80 can be sequentially transported to the shaft hole 43 through the installation interface 70 and the oil outlet 61, and then transported to the drive motor 20 and the reducer 30 through the shaft hole 43. This achieves heat dissipation and lubrication of the powertrain 100, thereby improving the working efficiency of the powertrain 100 and ensuring the reliable operation of the powertrain 100.

[0129] In one embodiment, Figure 9 In the illustration, the oil nozzle 60 and the mounting interface 70 are integrated onto the housing 10 via the bottom 111 of the first receiving groove 11a. During the installation of the powertrain 100 of this application, the drive shaft 40 is directly fixed using the axial and radial positioning of the two bearings 51. At this time, as the axial position of the drive shaft 40 is fixed, the oil nozzle 60 extends into the shaft hole 43. This reduces the installation difficulty of the powertrain 100 of this application.

[0130] On the other hand, Figure 9As shown in the figure, the powertrain 100 of this application integrates the oil nozzle 60 and the mounting interface 70 onto the housing 10, so that the oil passage for connecting the shaft hole 43 and the oil pipeline 80 of the powertrain 100 of this application is integrated onto the housing 10. Compared with the prior art, which uses multiple structural components to form the connecting shaft hole and the oil pipeline, the number of structural components is further reduced, and the assembly cost and manufacturing cost of the powertrain 100 of this application are further reduced.

[0131] In another embodiment, the housing 10 includes a through hole 12 and a connector 13, the connector 13 being detachably fixed in the through hole 12, the hole wall of the through hole 12 being used to form the groove wall of the first receiving groove 11a, and the connector 13 being used to form the groove bottom 111 of the first receiving groove 11a.

[0132] Please refer to the above. Figure 10 The diagram shown is a cross-sectional view of the powertrain 100 provided in one embodiment of this application. Figure 10 for Figure 8 A schematic diagram of the cross-sectional structure.

[0133] like Figure 10 As shown, the oil nozzle 60 and the mounting interface 70 are connected as a whole by the connector 13, and are detachably connected to the housing 10 by the connector 13. At this time, the integrated oil nozzle 60, mounting interface 70, and connector 13 are used to connect the oil pipeline 80 and the shaft hole 43. The powertrain 100 of this application can also be detachably connected to the housing 10 by the oil nozzle 60 and the mounting interface 70, allowing the powertrain 100 to be adapted to different lubrication and heat dissipation requirements by replacing the oil nozzle 60 and mounting interface 70 with different sizes. This expands the application scenarios of the powertrain 100. In one embodiment, the outer peripheral surface of the connector 13 and the wall of the through hole 12 are provided with matching threads, and the connector 13 is threadedly connected to the housing 10 through the through hole 12. In another embodiment, the outer peripheral surface of the connector 13 is provided with a radial protrusion, and the wall of the through hole 12 is provided with a radial groove. The connector 13 achieves a detachable connection with the housing 10 by embedding the radial protrusion into the radial groove.

[0134] In this embodiment, the powertrain 100 integrates the fuel nozzle 60 and the mounting interface 70 via the connector 13. This allows the drive shaft 40 to be fixed first by two bearings 51 during the installation of the powertrain 100, and then the integrated fuel nozzle 60, mounting interface 70, and connector 13 to be installed on the housing 10 via the through hole 12, thereby reducing the installation difficulty of the powertrain 100.

[0135] Therefore, based on the description of the two embodiments above, in the prior art, in order to transport oil from the oil pipeline to the shaft hole, it is usually necessary to set the oil passage for transporting oil in multiple structural components, and then install the multiple structural components sequentially on the housing. In this application, the oil nozzle 60 and mounting interface 70 of the powertrain 100 are respectively disposed on the first end face 1121 and the second end face 1122 corresponding to the first receiving groove 11a. This ensures that the oil in the oil pipeline 80 is transported to the shaft hole 43, while simplifying the structure of the oil nozzle 60 and mounting interface 70 of the powertrain 100 and making them easier to process, thus facilitating the assembly of the powertrain 100.

[0136] It is worth noting that, in the embodiments of this application and subsequent embodiments, unless it is explicitly stated that the drive shaft 40 includes two detachable sections, the drive shaft 40 in the other embodiments is set as a whole.

[0137] In one embodiment, along the axial direction of the drive shaft 40, the oil nozzle 60 includes a connected extension section 62a and a connecting section 62b. The extension section 62a is received within the shaft hole 43, and the extension section 62a is connected to the first end face 1121 via the connecting section 62b. Along the radial direction of the drive shaft 40, the outer diameter of the extension section 62a is smaller than the outer diameter of the connecting section 62b.

[0138] Please refer to the above. Figure 11 The diagram shown is a partially enlarged structural schematic of the powertrain 100 provided in the embodiment of this application.

[0139] like Figure 11 As shown, the extension axes of the insertion section 62a and the connecting section 62b of the oil nozzle 60 both coincide with the geometric axis of the drive shaft 40. Along the axial direction of the drive shaft 40, the connecting section 62b connects the insertion section 62a and the first end face 1121, and the oil supply hole 61 sequentially passes through the insertion section 62a, the connecting section 62b, the first end face 1121, and the second end face 1122. During the operation of the powertrain 100 of this application, the oil in the oil supply pipe 80 can be sequentially delivered to the shaft hole 43 through the connecting section 62b and the insertion section 62a, thereby achieving lubrication and heat dissipation of the powertrain 100.

[0140] In this embodiment, along the axial direction of the drive shaft 40, the distance between the extension section 62a and the first end face 1121 is greater than the distance between the connecting section 62b and the first end face 1121, and the extension section 62a is received within the shaft hole 43. It is understood that providing an extension section 62a with a smaller outer diameter relative to the connecting section 62b facilitates the insertion of the extension section 62a, thereby facilitating the assembly of the powertrain 100. On the other hand, providing a connecting section 62b with a larger outer diameter relative to the extension section 62a improves the connection strength between the fuel nozzle 60 and the first end face 1121, preventing the fuel nozzle 60 from breaking due to external vibration. This ensures the reliable operation of the powertrain 100.

[0141] In one embodiment, along the axial direction of the drive shaft 40, the diameter of the end of the extension section 62a connected to the connecting section 62b is larger than the diameter of the other end of the extension section 62a.

[0142] Please refer to the above. Figure 12 The diagram shown is another partially enlarged structural schematic of the powertrain 100 provided in the embodiment of this application.

[0143] like Figure 12 As shown, along the axial direction of the drive shaft 40, the extension section 62a includes a first extension sub-section 621a and a second extension sub-section 621b, with the first extension sub-section 621a located between the second extension sub-section 621b and the connecting section 62b. The diameter of the first extension sub-section 621a is larger than the diameter of the second extension sub-section 621b to further enhance the connection strength between the extension section 62a and the connecting section 62b, thereby further reducing the impact of external vibrations on the fuel nozzle 60 and ensuring the stable operation of the powertrain 100 of this application.

[0144] In one embodiment, such as Figure 12 As shown, the first extended segment 621a and the second extended segment 621b are connected as a single unit. In this case, one end of the extended segment 62a is the first extended segment 621a, and the other end of the extended segment 62a is the second extended segment 621b. In another embodiment, as... Figure 13As shown, the extension section 62a further includes a third extension sub-segment 621c, which connects the second extension sub-segment 621b and the first extension sub-segment 621a along the axial direction of the drive shaft 40. The diameter of the third extension sub-segment 621c is larger than the diameter of the second extension sub-segment 621b and smaller than the diameter of the first extension sub-segment 621a, to enhance the connection strength between the extension section 62a and the connecting section 62b. In this case, one end of the extension section 62a includes the first extension sub-segment 621a, and the other end includes the second extension sub-segment 621b. In other embodiments, there are multiple third extension sub-segments 621c, which are sequentially connected along the axial direction of the drive shaft 40. The diameter of each third extension sub-segment 621c increases sequentially along the axial direction of the drive shaft 40 and towards the connecting section 62b. This further enhances the connection strength between the extension segment 62a and the connecting segment 62b.

[0145] In one embodiment, along the axial direction of the drive shaft 40, the diameter of the end of the extension segment 62a connected to the connecting segment 62b is equal to the diameter of the other end of the extension segment 62a. That is, the second extension segment 621b and the first extension segment 621a have the same diameter to facilitate the fabrication of the extension segment 62a.

[0146] In one embodiment, the diameter of the extension section 62a gradually decreases along the axial direction of the drive shaft 40 and away from the first end face 1121.

[0147] Please refer to the above. Figure 14 The diagram shown is a further enlarged structural schematic of the powertrain 100 provided in the embodiment of this application.

[0148] like Figure 14 As shown, the extension section 62a is frustum-shaped, and the angle between the outer peripheral surface of the extension section 62a and its extension axis is a first angle A1, wherein the first angle A1 is an acute angle. This allows the outer peripheral surface of the extension section 62a to engage with the wall of the shaft hole 43 during the installation of the powertrain 100, guiding the oil nozzle 60 into place. This improves the assembly efficiency of the powertrain 100. Furthermore, the frustum-shaped extension section 62a further enhances the connection strength between the extension section 62a and the connecting section 62b, thereby further improving the structural strength of the oil nozzle 60 and ensuring the reliable operation of the powertrain 100.

[0149] In one embodiment, along the axial direction of the drive shaft 40, the diameter of the end of the connecting section 62b connected to the extension section 62a is smaller than the diameter of the other end of the connecting section 62b.

[0150] Please refer to the above. Figure 15 The diagram shows a partial cross-sectional view of the powertrain 100 provided in the embodiment of this application.

[0151] like Figure 15 As shown, along the axial direction of the drive shaft 40, the connecting section 62b includes a first connecting sub-section 622a and a second connecting sub-section 622b, with the first connecting sub-section 622a located between the second connecting sub-section 622b and the extension section 62a. The diameter of the first connecting sub-section 622a is larger than the diameter of the second connecting sub-section 622b to enhance the connection strength between the connecting section 62b and the first end face 1121, thereby further reducing the impact of external vibrations on the oil nozzle 60 and ensuring the reliable operation of the powertrain 100 of this application.

[0152] In one embodiment, such as Figure 15 As shown, the second connecting segment 622b and the first connecting segment 622a are connected as a single unit. In this case, one end of the connecting segment 62b is the first connecting segment 622a, and the other end of the connecting segment 62b is the second connecting segment 622b. In another embodiment, as... Figure 16 As shown, the connecting segment 62b further includes a third connecting sub-segment 622c, which connects the second connecting sub-segment 622b and the first connecting sub-segment 622a along the axial direction of the drive shaft 40. The diameter of the third connecting sub-segment 622c is smaller than the diameter of the second connecting sub-segment 622b but larger than the diameter of the first connecting sub-segment 622a, to enhance the connection strength between the connecting segment 62b and the first end face 1121. In this case, one end of the connecting segment 62b includes the first connecting sub-segment 622a, and the other end includes the second connecting sub-segment 622b. In other embodiments, there are multiple third connecting sub-segments 622c, which are sequentially connected along the axial direction of the drive shaft 40. The diameter of each third connecting sub-segment 622c increases sequentially along the axial direction of the drive shaft 40 and towards the first end face 1121. This further enhances the connection strength between the connecting segment 62b and the first end face 1121.

[0153] In one embodiment, along the axial direction of the drive shaft 40, the diameter of the end of the connecting segment 62b connected to the extending segment 62a is equal to the diameter of the other end of the connecting segment 62b. That is, the second connecting segment 622b and the first connecting segment 622a have the same diameter to facilitate the fabrication of the connecting segment 62b.

[0154] In one embodiment, the diameter of the connecting segment 62b gradually decreases along the axial direction of the drive shaft 40 and away from the first end face 1121.

[0155] Please refer to the above. Figure 17 The diagram shows another partial cross-sectional view of the powertrain 100 provided in the embodiment of this application.

[0156] like Figure 17As shown, the connecting segment 62b is frustum-shaped, and the angle between the outer peripheral surface of the connecting segment 62b and the extending axis of the connecting segment 62b is a second angle A2, wherein the second angle A2 is an acute angle, to further enhance the connection strength between the connecting segment 62b and the first end face 1121, thereby further enhancing the structural strength of the oil nozzle 60 and ensuring the reliable operation of the powertrain 100 of this application. In one embodiment, the shaft hole 43 includes a receiving section 431 for receiving the oil nozzle 60, and there is a radial gap between the receiving section 431 and the oil nozzle 60, which gradually decreases along the axial direction of the drive shaft 40 and away from the first end face 1121.

[0157] Please refer to the above. Figure 18 and Figure 19 ,in Figure 18 A partial cross-sectional view of the drive shaft 40 of the powertrain 100 provided in an embodiment of this application. Figure 19 A partial cross-sectional view of the drive shaft 40 of the powertrain 100 provided in this application embodiment in another embodiment.

[0158] like Figure 18 and Figure 19 As shown, the extension axis of the receiving section 431 coincides with the extension axis of the oil nozzle 60. The angle between the bore wall of the receiving section 431 and the axis of the drive shaft 40 is greater than the angle between the outer circumferential surface of the oil nozzle 60 and the axis of the drive shaft 40. Specifically, in Figure 18 In the illustration, along the axial direction of the drive shaft 40 and away from the first end face 1121, the diameter of the receiving section 431 gradually decreases, while the diameter of the insertion section 62a of the oil nozzle 60 remains unchanged. At this time, the angle between the wall of the receiving section 431 and the axis of the drive shaft 40 is a third angle A3, which is an acute angle. The outer circumferential surface of the insertion section 62a is parallel to the axis of the drive shaft 40, with an included angle of 0°. Figure 19 In the illustration, along the axial direction of the drive shaft 40 and away from the first end face 1121, the diameter of the receiving section 431 gradually decreases, and the diameter of the extension section 62a of the oil nozzle 60 also gradually decreases. At this time, the angle between the wall of the receiving section 431 and the axis of the drive shaft 40 is a third angle A3, which is an acute angle. The angle between the outer circumferential surface of the extension section 62a and the axis of the drive shaft 40 is a fourth angle A4, which is also an acute angle. Correspondingly, the third angle A3 is greater than the fourth angle A4. This results in the radial gap between the receiving section 431 and the oil nozzle 60 gradually decreasing along the axial direction of the drive shaft 40 and away from the first end face 1121.

[0159] In this embodiment, the shaft hole 43 further includes an extension 432, which is connected to the receiving section 431. Along the axial direction of the drive shaft 40, the extension 432 is located on the side of the receiving section 431 away from the first end face 1121. The axial length of the receiving section 431 is equal to the axial length of the extension section 62a. During the operation of the powertrain 100, the end face of the oil nozzle 60 away from the first end face 1121 is used to supply oil to the extension 432.

[0160] Understandably, along the axial direction of the drive shaft 40 and away from the first end face 1121, the radial clearance between the receiving section 431 and the oil nozzle 60 gradually decreases, resulting in a smaller radial clearance between the end of the oil nozzle 60 away from the first end face 1121 and the bore wall of the receiving section 431. This reduces the possibility of oil flowing into the extension section 432 towards the first end face 1121 during the operation of the powertrain 100, thereby limiting the flow direction of oil in the shaft hole 43. This ensures the volume of oil delivered to the reducer 30 and the drive motor 20, guaranteeing the heat dissipation efficiency and operating efficiency of the powertrain 100.

[0161] In another embodiment, such as Figure 20 As shown, along the axial direction of the drive shaft 40 and away from the first end face 1121, the diameter of the receiving section 431 gradually decreases, and the diameter of the extension section 62a of the oil nozzle 60 also gradually decreases. At this time, the angle between the wall of the receiving section 431 and the axis of the drive shaft 40 is a third angle A3, which is an acute angle, and the angle between the outer circumferential surface of the extension section 62a and the axis of the drive shaft 40 is a fourth angle A4, which is also an acute angle. Correspondingly, the third angle A3 is equal to the fourth angle A4. That is, along the axial direction of the drive shaft 40 and away from the first end face 1121, the radial clearance between the receiving section 431 and the oil nozzle 60 is equal.

[0162] In one embodiment, along the axial direction of the drive shaft 40, the receiving section 431 includes a first receiving sub-section 4311 and a second receiving sub-section 4312, with the first receiving sub-section 4311 being closer to the first end face 1121 than the second receiving sub-section 4312. The aperture of the first receiving sub-section 4311 is larger than that of the second receiving sub-section 4312 to facilitate the insertion of the fuel nozzle 60 during the installation of the powertrain 100. This reduces the installation difficulty of the powertrain 100 and improves its installation efficiency.

[0163] In one embodiment, in Figure 11In the illustrated figure, the receiving section 431 further includes a transition section 4313, which connects the first receiving sub-section 4311 and the second receiving sub-section 4312 along the axial direction of the drive shaft 40. Along the axial direction of the drive shaft 40 and towards the first end face 1121, the aperture of the transition section 4313 gradually increases, wherein the maximum aperture of the transition section 4313 is equal to the aperture of the first receiving sub-section 4311, and the minimum aperture of the transition section 4313 is equal to the aperture of the second receiving sub-section 4312. The powertrain 100 of this application facilitates the fabrication of the receiving section 431 of the drive shaft 40 by providing a transition section 4313 between the first receiving sub-section 4311 and the second receiving sub-section 4312, which have different apertures.

[0164] In one embodiment, the minimum radial clearance between the oil nozzle 60 and the receiving section 431 along the radial direction of the drive shaft 40 is less than or equal to 1 mm. That is, in Figures 18-20 In the illustration, the radial clearance between the end of the oil nozzle 60 furthest from the first end face 1121 and the wall of the receiving section 431 is less than or equal to 1 mm. Based on the viscosity and surface tension of the oil itself, the powertrain 100 of this application further reduces the possibility of oil flowing into the extension section 432 towards the first end face 1121 by limiting the minimum radial clearance between the oil nozzle 60 and the receiving section 431 to within 1 mm. This further ensures the volume of oil delivered to the reducer 30 and the drive motor 20, guaranteeing the heat dissipation efficiency and operating efficiency of the powertrain 100 of this application.

[0165] In one embodiment, along the axial direction of the drive shaft 40, one end of the oil supply hole 61 is located between the other end of the oil supply hole 61 and the mounting interface 70, and along the radial direction of the drive shaft 40, the diameter of one end of the oil supply hole 61 is larger than the diameter of the other end of the oil supply hole 61.

[0166] Please refer to the above. Figure 21 The diagram shows another partial cross-sectional view of the powertrain 100 provided in the embodiment of this application.

[0167] like Figure 21 As shown, along the axial direction of the drive shaft 40, the oil supply hole 61 includes a first oil supply section 611 and a second oil supply section 612. The first oil supply section 611 is located between the second oil supply section 612 and the mounting interface 70, and the first oil supply section 611 communicates with the mounting interface 70. The end face of the second oil supply section 612 away from the first oil supply section 611 is used to supply oil into the shaft hole 43. The diameter of the first oil supply section 611 is larger than that of the second oil supply section 612.

[0168] During the operation of the powertrain 100 of this application, the oil pressure of the oil supplied to the oil inlet 61 gradually decreases as the supply process proceeds. This embodiment of the application addresses this by providing a second oil supply section 612 with a smaller orifice. When the oil is supplied from the first oil supply section 611 to the second oil supply section 612, the reduced orifice diameter of the second oil supply section 612 increases the oil pressure. This ensures that the oil supplied to the shaft hole 43 is within the required oil pressure when it is supplied through the second oil supply section 612. This ensures that the oil can be supplied to the drive motor 20 and the reducer 30, thereby guaranteeing the heat dissipation efficiency and operating efficiency of the powertrain 100 of this application.

[0169] In one embodiment, such as Figure 21 As shown, the first oil delivery segment 611 and the second oil delivery segment 612 are connected as one unit. That is, one end of the oil delivery hole 61 is the first oil delivery segment 611, and the other end of the oil delivery hole 61 is the second oil delivery segment 612.

[0170] In another embodiment, such as Figure 22 As shown, the oil supply hole 61 also includes a third oil supply section 613, which connects the first oil supply section 611 and the second oil supply section 612 along the axial direction of the drive shaft 40. The diameter of the third oil supply section 613 is smaller than that of the first oil supply section 611 and larger than that of the second oil supply section 612. In this case, one end of the oil supply hole 61 includes the first oil supply section 611, and the other end includes the second oil supply section 612. The third oil supply section 613 works in conjunction with the first oil supply section 611 and the second oil supply section 612 to adjust the oil pressure within the oil supply hole 61 based on its own diameter variation gradient, thereby reducing or offsetting oil pressure loss during oil delivery and ensuring the oil pressure of the oil delivered to the shaft hole 43. This ensures the heat dissipation efficiency and working efficiency of the powertrain 100 of this application.

[0171] In other embodiments, there are multiple third oil delivery segments 613, which are sequentially connected along the axial direction of the drive shaft 40. The diameter of each third oil delivery segment 613 decreases sequentially along the axial direction of the drive shaft 40 and away from the mounting interface 70. Each third oil delivery segment 613 cooperates with the first oil delivery segment 611 and the second oil delivery segment 612, further adjusting the oil pressure within the oil delivery hole 61 based on its own aperture change gradient, thereby further reducing or offsetting oil pressure loss during oil delivery and further ensuring the oil pressure of the oil delivered to the shaft hole 43. This ensures the heat dissipation efficiency and working efficiency of the powertrain 100 of this application.

[0172] In one embodiment, the diameter of one end of the oil supply hole 61 is larger than the diameter of the other end of the oil supply hole 61 along the radial direction of the drive shaft 40. That is, the diameters of the oil supply holes 61 are equal along the axial direction of the drive shaft 40 and away from the mounting interface 70, in order to facilitate the preparation of the oil supply holes 61.

[0173] In one embodiment, the diameter of the oil inlet 61 gradually decreases along the axial direction of the drive shaft 40 and away from the mounting interface 70.

[0174] Please refer to the above. Figure 23 The diagram shown is another cross-sectional view of the powertrain 100 provided in this embodiment of the application at the fuel inlet 60.

[0175] like Figure 23 As shown, the oil inlet 61 is frustum-shaped, and the angle between the wall of the oil inlet 61 and its extension axis is a fifth angle A5, where A5 is an acute angle. This allows for further adjustment of the oil pressure during oil delivery through the oil inlet 61 by varying its diameter, thus ensuring relatively stable oil pressure and consequently, stable oil pressure in the shaft hole 43. This ensures the heat dissipation and operating efficiency of the powertrain 100. Furthermore, since variations in the diameter of the oil inlet 61 cause changes in oil pressure, the powertrain 100 uses a frustum-shaped oil inlet 61 to prevent sudden changes in oil pressure due to rapid diameter changes, which could cause radial movement of the oil nozzle 60. This ensures stable operation of the powertrain 100.

[0176] In one embodiment, along the radial direction of the drive shaft 40, there is a radial distance between the outer peripheral surface of the oil nozzle 60 and the wall of the oil inlet 61, and the radial distance gradually increases along the axial direction of the drive shaft 40 and towards the first end face 1121. In one embodiment, as... Figure 23 As shown, along the axial direction of the drive shaft 40 and towards the first end face 1121, the outer diameter of the oil supply nozzle 60 gradually increases, and the space of the oil supply hole 61 gradually increases. The angle between the outer circumferential surface of the oil supply nozzle 60 and the geometric axis of the drive shaft 40 is greater than the angle between the wall of the oil supply hole 61 and the geometric axis of the drive shaft 40. This improves the connection strength between the oil supply nozzle 60 and the first end face 1121, and enhances the structural strength of the oil supply nozzle 60. This ensures the reliable operation of the powertrain 100 of this application.

[0177] In one embodiment, the distance between the wall of the oil inlet 61 and the outer peripheral surface of the oil nozzle 60 along the radial direction of the drive shaft 40 is greater than or equal to 4 mm. That is, the difference between the outer diameter of the oil nozzle 60 and the diameter of the oil inlet 61 along the radial direction of the drive shaft 40 is greater than or equal to 8 mm, so as to ensure the structural strength of the oil nozzle 60 in each region along the axial direction of the drive shaft 40, avoid the oil nozzle 60 from breaking due to vibration during the operation of the powertrain 100 of this application, and thus ensure the structural stability of the oil nozzle 60.

[0178] In one embodiment, the mounting interface 70 protrudes from the second end face 1122 along the axial direction of the drive shaft 40, and the end of the mounting interface 70 away from the second end face 1122 is used for fixed connection of the oil pipeline 80. The mounting interface 70 includes an inner hole 71 for communicating with the oil delivery hole 61 and the oil pipeline 80.

[0179] Please refer to the above. Figure 24 The diagram shown is a cross-sectional view of the powertrain 100 provided in this embodiment of the application at the mounting interface 70.

[0180] like Figure 24 As shown, along the axial direction of the drive shaft 40, one end of the inner hole 71 in the end of the mounting interface 70 away from the second end face 1122 is connected to the oil supply pipe 80, and the other end of the inner hole 71 is used to connect to the oil supply hole 61. During the operation of the powertrain 100 of this application, the oil in the oil supply pipe 80 is sequentially transferred to the shaft hole through the inner hole 71 and the oil supply hole 61. This achieves lubrication and heat dissipation of the powertrain 100 of this application.

[0181] In one embodiment, the diameter of the inner hole 71 is larger than the diameter of the oil inlet 61. Specifically, in Figure 24 As illustrated in the diagram, the oil pressure gradually decreases during the oil flow within the inner bore 71. The powertrain 100 of this application addresses this by providing an inner bore 71 with a relatively large diameter. This increases the oil pressure as the oil flows through the inner bore 71 to the oil outlet 61, due to the narrowing of the outlet 61's diameter. This ensures sufficient oil pressure within the shaft hole 43 when the oil flows through the outlet 61 to the shaft hole 43. This, in turn, ensures that the oil can be delivered to the drive motor 20 and the reducer 30, thereby guaranteeing the heat dissipation and operating efficiency of the powertrain 100.

[0182] In another embodiment, the diameter of the inner hole 71 is equal to the space of the oil inlet 61, so as to facilitate the manufacture of the powertrain 100 of this application.

[0183] In one embodiment, the inner hole 71 includes a connecting section 711 and a bent section 712 connected together. The connecting section 711 is used to communicate with the oil delivery hole 61, and the bent section 712 is used to communicate with the oil delivery pipeline 80. The extending direction of the connecting section 711 coincides with the geometric axis direction of the drive shaft 40 and intersects with the extending direction of the bent section 712.

[0184] Please refer to the above. Figure 25 and Figure 26 ,in Figure 25 This is a side view of the powertrain 100 provided in an embodiment of this application. Figure 26 This is another cross-sectional view of the powertrain 100 provided in this embodiment of the application at the mounting interface 70. It is worth noting that... Figure 26 for Figure 25 A schematic diagram of the cross-sectional structure formed after cutting with the first section line L1. The first section line L1 coincides with the extension axis of the bent segment 712.

[0185] like Figure 25 and Figure 26 As shown, during the operation of the powertrain 100 of this application, the oil in the oil pipeline 80 is sequentially transported to the shaft hole 43 through the bend section 712, the transition section 711, and the oil delivery hole 61, thereby achieving lubrication and heat dissipation of the powertrain 100. The extension direction of the bend section 712 intersects the extension direction of the transition section 711 to reduce the space occupied by the oil pipeline 80 in the axial direction of the drive shaft 40, facilitating the miniaturization of the powertrain 100.

[0186] In one embodiment, the extension axis of the bend 712 coincides with the extension axis of the oil pipeline 80 to reduce the oil pressure loss of the oil during the process of transporting the oil from the oil pipeline 80 to the bend 712, and to reduce the impact of the oil on the connection between the oil pipeline 80 and the installation interface 70, thereby ensuring the structural stability of the powertrain 100 of this application.

[0187] In one embodiment, the aperture of the transition section 711 is smaller than the aperture of the bending section 712.

[0188] Please refer to the above. Figure 27 and Figure 28 ,in Figure 27 This is a partial structural schematic diagram of the powertrain 100 provided in an embodiment of this application. Figure 28 This is another cross-sectional view of the powertrain 100 provided in this embodiment of the application at the mounting interface 70. Figure 28 for Figure 27 A schematic diagram of the cross-sectional structure formed after cutting with the second section line L2. The second section line L2 coincides with the extension axis of the bent segment 712.

[0189] like Figure 27 and Figure 28 As shown, the oil pressure gradually decreases during the oil transport process within the inner bore 71. Simultaneously, because the extension directions of the bend section 712 and the transition section 711 intersect, the oil pressure loss increases when the oil is transported from the bend section 712 to the transition section 711. The powertrain 100 of this application addresses this by providing a transition section 711 with a smaller aperture, so that the oil pressure increases due to the reduced aperture of the transition section 711 when the oil is transported from the bend section 712 to the transition section 711. This ensures the oil pressure of the oil delivered to the shaft bore 43 through the oil supply hole 61. This ensures that the oil can be delivered to the drive motor 20 and the reducer 30, thereby guaranteeing the heat dissipation efficiency and operating efficiency of the powertrain 100 of this application.

[0190] In one embodiment, the aperture of the transition section 711 is equal to the aperture of the bending section 712 to facilitate the manufacture of the inner hole 71 of the mounting interface 70.

[0191] In one embodiment, the oil pipeline 80 and the second end face 1122 are integrally formed, and the extending direction of the oil pipeline 80 is parallel to the planar direction of the second end face 1122. Figure 25 and Figure 26 In the illustration, the extension direction of the bent section 712 is parallel to the plane direction of the second end face 1122. At this time, the end of the oil pipeline 80 furthest from the mounting interface 70 is used to connect to an external oil pump, which is used to supply oil with a certain oil pressure to the oil pipeline 80. It is understood that integrating the oil pipeline 80 onto the housing 10 further reduces the space occupied by the oil pipeline 80 in the axial direction of the drive shaft 40, facilitating the miniaturization of the powertrain 100 of this application.

[0192] Therefore, based on the limitations of the above embodiments, the powertrain 100 of this application is connected to the motor rotor 21 of the drive motor 20 and the gear of the reducer 30 via the transmission shaft 40, thereby realizing the power output from the drive motor 20 to the reducer 30. This achieves the power output function of the powertrain 100 of this application.

[0193] The powertrain 100 of this application further provides an oil supply nozzle 60 and a mounting interface 70 respectively on the first end face 1121 and the second end face 1122 corresponding to the bottom 111 of the first receiving groove 11a. This allows the oil in the oil supply pipe 80 to be sequentially delivered to the shaft hole 43 through the inner hole 71 of the mounting interface 70 and the oil supply hole 61 of the oil supply nozzle 60, so that the shaft hole 43 can deliver the oil to the drive motor 20 and the reducer 30. This achieves lubrication and heat dissipation of the powertrain 100 of this application. On the other hand, the oil supply nozzle 60 and the mounting interface 70 are provided on the housing 10, which simplifies the structure required for the connection between the oil supply pipe 80 and the shaft hole 43, and facilitates the assembly of the powertrain 100 of this application.

[0194] Based on the powertrain 100 of this application, by providing an oil nozzle 60 and a mounting interface 70 on the first end face 1121 and the second end face 1122, the structure required for connecting the oil pipe 80 to the shaft hole 43 is simplified while ensuring communication between the oil nozzle 60 and the shaft hole 43, thereby facilitating the assembly of the powertrain 100. When the powertrain 100 is applied to a vehicle, the power output by the powertrain 100 can act on the vehicle's wheels 1003 to provide power to the vehicle. The simplified structure of the powertrain 100 also facilitates vehicle assembly and reduces assembly and manufacturing costs.

[0195] The structure of the powertrain 100 of this application can also be applied to other application scenarios where the output power is torque. For example, the structure of the powertrain 100 is applied to transportation vehicles such as trains and ships. This application does not impose any particular limitation on this. Because the oil inlet 60 and mounting interface 70 of the powertrain 100 of this application are disposed on the first end face 1121 and the second end face 1122. In other application scenarios, the application of the structure of the powertrain 100 of this application can simplify the structure and facilitate assembly while achieving lubrication and heat dissipation.

[0196] In one embodiment, along the axial direction of the drive shaft 40, the tooth surface 41 is located between the snap-fit ​​groove 42 and the first end face 1121. The tooth surface 41 has at least one oil outlet hole 411, which is used to connect to the shaft hole 43 radially along the drive shaft 40.

[0197] Please refer to the above. Figure 29 The diagram shows a cross-sectional view of the internal components of the drive shaft 40 of the powertrain 100 provided in this embodiment of the application.

[0198] like Figure 29As shown, along the axial direction of the drive shaft 40, the tooth surface 41 is closer to the first end face 1121 than the snap-fit ​​groove 42. Correspondingly, the reducer 30 is closer to the mounting interface 70 and the oil inlet 60 than the drive motor 20, so that during the operation of the powertrain 100 of this application, the oil transmitted to the shaft hole 43 via the oil inlet 61 can be preferentially delivered to the tooth surface 41 via the oil outlet 411.

[0199] During the operation of the powertrain 100 of this application, the reducer 30, due to the meshing of the gears within its gear set, typically has greater lubrication and heat dissipation requirements compared to the drive motor 20. The reducer 30 is located closer to the oil inlet 60 and mounting interface 70 than the drive motor 20, ensuring that the oil supplied to the reducer 30 meets its lubrication and heat dissipation needs. This guarantees the operating efficiency of the powertrain 100 of this application.

[0200] In one embodiment, along the axial direction of the drive shaft 40, the distance between the oil outlet 411 and the first end face 1121 is greater than or equal to the distance between the end face of the oil nozzle 60 away from the first end face 1121 and the first end face 1121. Figure 27 In the illustration, along the axial direction of the drive shaft 40, the end face of the oil nozzle 60 away from the first end face 1121 is located between the oil outlet 411 and the first end face 1121. This allows the oil supplied to the shaft hole 43 via the oil outlet 61 to flow directly along the axial direction of the drive shaft 40 away from the first end face 1121 when the powertrain 100 is working. The oil is then supplied to the reducer 30 through the oil outlet 411, thereby achieving heat dissipation and lubrication of the reducer 30.

[0201] Understandably, positioning the end face of the oil supply nozzle 60 away from the first end face 1121 between the oil outlet hole 411 and the first end face 1121 can prevent oil from being transported to the oil outlet hole 411 through the radial gap between the outer peripheral surface of the oil supply nozzle 60 and the hole wall of the shaft hole 43. This ensures the volume of oil transported by the oil outlet hole 411 and guarantees the heat dissipation and lubrication effect of the reducer 30.

[0202] In one embodiment, along the axial direction of the drive shaft 40, the distance between the oil outlet 411 and the first end face 1121 is less than the distance between the end face of the oil nozzle 60 away from the first end face 1121 and the first end face 1121. Along the radial direction of the drive shaft 40, at least one oil guide hole 63 is provided on the outer peripheral surface of the oil nozzle 60, and the oil guide hole 63 is used to connect the oil outlet 61.

[0203] Please refer to the above. Figure 30 The diagram shows another cross-sectional view of the internal components of the drive shaft 40 of the powertrain 100 provided in the embodiment of this application.

[0204] likeFigure 30 As shown, along the axial direction of the drive shaft 40, the oil outlet 411 is located between the end face of the oil nozzle 60 facing the second receiving groove 11b and the first end face 1121. That is, during the operation of the powertrain 100 of this application, the oil transmitted to the oil outlet 61 is transported to the shaft hole 43 through the oil guide hole 63. Specifically, the oil guide hole 63 is used to transport the oil to the radial gap between the outer peripheral surface of the oil nozzle 60 and the hole wall of the shaft hole 43. The oil outlet 411 is used to transport the oil in the radial gap to the tooth surface 41. This achieves heat dissipation and lubrication of the reducer 30.

[0205] In one embodiment, along the axial direction of the drive shaft 40, the distance between the oil guide hole 63 and the oil outlet hole 411 is less than or equal to the distance between the oil outlet hole 411 and the end face of the oil nozzle 60 furthest from the first end face 1121. That is, in Figure 30 In the illustration shown, along the axial direction of the drive shaft 40, the oil guide hole 63 is closer to the oil outlet hole 411 than the opening of the oil delivery hole 61 facing the second receiving groove 11b. This reduces the axial distance between the oil guide hole 63 and the oil outlet hole 411, making it easier for the oil outlet hole 411 to absorb the oil output from the oil guide hole 63 and deliver it into the reducer 30, further ensuring the lubrication and heat dissipation of the reducer 30.

[0206] In one embodiment, the diameter of the oil guide hole 63 is smaller than the diameter of the oil delivery hole 61. Figure 30 In the illustration, an oil guide hole 63 with a small diameter is provided. This controls the flow rate of oil delivered to the shaft hole 43 via the oil guide hole 63, preventing excessive oil delivery through the oil guide hole 63 from affecting the lubrication and heat dissipation of other areas of the powertrain 100. In other words, the powertrain 100 of this application controls the size of the oil guide hole 63 to distribute the oil flow to the reducer 30 and the drive motor 20. This facilitates meeting the heat dissipation and lubrication requirements of the drive motor 20 and the reducer 30.

[0207] On the other hand, the radial clearance between the outer peripheral surface of the oil nozzle 60 and the wall of the shaft hole 43 is relatively small. The diameter of the oil guide hole 63 is smaller than that of the oil supply hole 61, which can also increase the oil pressure of the oil delivered to the oil guide hole 63, so that the oil outlet hole 411 can deliver the oil to the reducer 30. This ensures the heat dissipation and lubrication of the reducer 30.

[0208] In one embodiment, along the axial direction of the drive shaft 40, one end of the second segment 40b facing the first receiving groove 11a is used to extend into the shaft hole 43 of the first segment 40a and is connected to the shaft hole 43 in a drive connection; wherein, along the axial direction of the drive shaft 40, the oil outlet hole 411 is spaced apart from the second segment 40b.

[0209] Please refer to the above. Figures 31-34 ,in Figure 31This is a schematic diagram of the external structure of the drive shaft 40 of the powertrain 100 provided in an embodiment of this application. Figure 32 This is a partial cross-sectional structural diagram of the drive shaft 40 of the powertrain 100 provided in an embodiment of this application. Figure 33 This is a structural schematic diagram of the first segment 40a of the drive shaft 40 of the powertrain 100 provided in an embodiment of this application. Figure 34 This is a schematic diagram of the structure of the second section 40b of the drive shaft 40 of the powertrain 100 provided in the embodiments of this application.

[0210] like Figures 31-34 As shown, along the axial direction of the drive shaft 40, the first segment 40a includes a first sub-segment 44a and a second sub-segment 44b connected together. The first sub-segment 44a is closer to the first end face 1121 than the second sub-segment 44b, and its outer peripheral surface is provided with a toothed surface 41. The second segment 40b includes a third sub-segment 44c and a fourth sub-segment 44d connected together. The third sub-segment 44c is closer to the first end face 1121 than the fourth sub-segment 44d, and its outer peripheral surface is provided with a locking groove 42. Along the radial direction of the drive shaft 40, the outer diameter of the third sub-segment 44c is smaller than the diameter of the shaft hole 43 of the second sub-segment 44b.

[0211] Along the circumference of the drive shaft 40, the shaft hole 43 of the second sub-section 44b has a plurality of radial protrusions 451 protruding from its wall, arranged at intervals. The outer circumferential surface of the third sub-section 44c has a plurality of radial grooves 452 recessed from its surface, arranged at intervals. During the installation of the powertrain 100 of this application, the third sub-section 44c is used to extend into the second sub-section 44b, such that each radial protrusion 451 extends into a radial groove 452. This achieves the transmission connection between the first section 40a and the second section 40b.

[0212] In this embodiment, along the axial direction of the drive shaft 40, the oil outlet 411 is spaced apart from the second segment 40b to avoid the oil outlet 411 being blocked by the third segment 44c, thereby ensuring the delivery of oil through the oil outlet 411. This ensures the lubrication and heat dissipation of the reducer 30, and the lubrication and heat dissipation of the powertrain 100 of this application.

[0213] In one embodiment, along the axial direction of the drive shaft 40, the oil nozzle 60 is used to extend into the shaft hole 43 of the second section 40b. The middle section of the oil nozzle 60 is received in the shaft hole of the first section 40a and located outside the shaft hole 43 of the second section 40b. Along the radial direction of the drive shaft 40, at least one positioning ring 64 is provided on the outer peripheral surface of the middle section of the oil nozzle 60. The outer peripheral surface of the positioning ring 64 abuts against the hole wall of the shaft hole 43 of the first section 40a. The positioning ring 64 is spaced apart from the oil outlet hole 411.

[0214] Please refer to the above. Figure 35The diagram shows the external structure of the internal components of the powertrain 100 provided in this embodiment of the application.

[0215] like Figure 35 As shown, the oil inlet 60 extends into the shaft hole 43 of the second section 40b to reduce the leakage of oil from the oil inlet 61 through the radial gap between the first section 40a and the second section 40b. This ensures that the oil in the oil inlet 61 can be directly delivered to the shaft hole 43 of the second section 40b, thus guaranteeing the lubrication and heat dissipation requirements of the drive motor 20. Specifically, when the powertrain 100 of this application is operating, a portion of the oil delivered to the oil inlet 61 is delivered to the reducer 30 through the guide hole 63 and the outlet hole 411, while another portion of the oil is directly delivered to the shaft hole 43 of the second section 40b through the oil inlet 61, and then from the shaft hole 43 of the second section 40b to the drive motor 20. This achieves lubrication and heat dissipation for both the drive motor 20 and the reducer 30.

[0216] In this embodiment, the oil nozzle 60 protrudes a longer length than the first end face 1121. Understandably, the positioning ring 64 supports the oil nozzle 60 and ensures its structural stability, preventing breakage at the connection between the oil nozzle 60 and the first end face 1121 due to its own weight. This ensures the structural stability of the oil nozzle 60. The spacing between the positioning ring 64 and the oil outlet 411 prevents the positioning ring 64 from obstructing the oil outlet 411, thus ensuring heat dissipation and lubrication of the reducer 30. In one embodiment, there are multiple positioning rings 64. Figure 35 In the illustration, there are two positioning rings 64. In one embodiment, along the radial direction of the drive shaft 40, the outer peripheral surface of the positioning ring 64 includes a plurality of friction portions 641, which are spaced apart circumferentially along the drive shaft 40. The friction coefficient of the friction portions 641 is less than the friction coefficient of the outer peripheral surface of the oil nozzle 60. This reduces the kinetic energy loss of the drive shaft 40 when the powertrain 100 is operating, ensuring the working efficiency of the powertrain 100 of this application.

[0217] In one embodiment, the bore wall of the shaft hole 43 further includes at least one second oil outlet hole 46, which is used to radially communicate with the outer peripheral surface of the drive shaft 40. The second oil outlet hole 46 guides the oil within the shaft hole 43 toward the drive motor 20, thereby achieving lubrication and heat dissipation of the drive motor 20.

[0218] In one embodiment, the second oil outlet 46 is located in the second section 40b along the axial direction of the drive shaft 40, and the second oil outlet 46 is spaced apart from the first section 40a.

[0219] Please refer to the above. Figure 36This is another cross-sectional structural schematic diagram of the internal components of the drive shaft 40 of the powertrain 100 provided in the embodiment of this application.

[0220] like Figure 36 As shown, during the operation of the powertrain 100 in this application, the oil delivered to the shaft hole 43 of the second section 40b is transported to the drive motor 20 through the second oil outlet 46, thereby achieving lubrication and heat dissipation of the drive motor 20. Figures 29-31 In the illustration, along the axial direction of the drive shaft 40, the second oil outlet 46 is spaced apart from the first segment 40a to avoid the second oil outlet 46 being blocked by the second sub-segment 44b, thereby ensuring the delivery of oil through the second oil outlet 46. This ensures the lubrication and heat dissipation of the drive motor 20, and thus ensures the lubrication and heat dissipation of the powertrain 100 of this application.

[0221] In one embodiment, the shaft hole 43 extends through the drive shaft 40 along its axial direction. One end of the shaft hole 43 near the first end face 1121 allows the oil nozzle 60 to extend into it. Other functional components are located at the other end of the shaft hole 43 away from the first end face 1121. For example, the powertrain 100 of this application has a position sensor at the other end of the shaft hole 43 away from the first end face 1121. The position sensor detects the rotation angle of the drive shaft 40 to indirectly detect the rotation angle of the motor rotor 21 of the drive motor 20, thereby monitoring the operating state of the powertrain 100.

[0222] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the scope of protection of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A powertrain, characterized in that, The powertrain includes a housing and a drive shaft. The housing includes two oppositely arranged receiving slots, each of which is used to receive a bearing and fix the outer ring of the bearing. The inner rings of the two bearings are used to fix opposite ends of the drive shaft, and the middle section of the drive shaft is used to drive the motor rotor of the drive motor in the powertrain and the gear of the reducer in the powertrain. The drive shaft includes a shaft hole that extends axially along the drive shaft. Along the axial direction of the drive shaft, the bottom of one of the two receiving grooves includes two opposing end faces, one of which faces the drive shaft. The end face includes an oil inlet for extending into the shaft hole. The oil inlet includes an oil outlet for penetrating to the other end face. The other end face also includes a mounting interface for communicating with an oil pipeline.

2. The powertrain according to claim 1, characterized in that, Along the axial direction of the drive shaft, the oil nozzle includes a connected extension section and a connecting section. The extension section is received within the shaft hole, and the extension section is connected to one end face via the connecting section; wherein, Along the radial direction of the drive shaft, the outer diameter of the extension section is smaller than the outer diameter of the connecting section.

3. The powertrain according to claim 2, characterized in that, Along the axial direction of the drive shaft, the diameter of the end of the extension section connected to the connecting section is greater than or equal to the diameter of the other end of the extension section; and / or, Along the axial direction of the drive shaft, the diameter of the end of the connecting section connected to the extending section is less than or equal to the diameter of the other end of the connecting section.

4. The powertrain according to claim 1, characterized in that, The shaft hole includes a receiving section for receiving the oil nozzle, and there is a radial gap between the receiving section and the oil nozzle, which gradually decreases along the axial direction of the drive shaft and away from the one end face.

5. The powertrain according to claim 1, characterized in that, Along the axial direction of the drive shaft, one end of the oil supply hole is located between the other end of the oil supply hole and the mounting interface, and along the radial direction of the drive shaft, the diameter of one end of the oil supply hole is larger than the diameter of the other end of the oil supply hole.

6. The powertrain according to any one of claims 1-5, characterized in that, The mounting interface protrudes from the other end face along the axial direction of the drive shaft, and the end of the mounting interface away from the other end face is used to fix the oil pipeline. The mounting interface includes an inner hole for connecting the oil delivery port and the oil delivery pipeline; wherein... The diameter of the inner hole is greater than or equal to the diameter of the oil delivery hole.

7. The powertrain according to claim 6, characterized in that, The inner bore includes a connecting section and a bent section, the connecting section being used to communicate with the oil delivery port, and the bent section being used to communicate with the oil delivery pipeline; wherein... The extension direction of the transition section coincides with the geometric axis direction of the drive shaft and intersects with the extension direction of the bending section. The aperture of the transition section is less than or equal to the aperture of the bending section.

8. The powertrain according to any one of claims 1-5, characterized in that, The housing includes a through hole and a connector, the connector being detachably fixed within the through hole, the wall of the through hole forming the wall of the receiving groove, and the connector forming the bottom of the receiving groove.

9. The powertrain according to any one of claims 1-5, characterized in that, The outer circumferential surface of the drive shaft includes a snap-fit ​​groove and a toothed surface. The snap-fit ​​groove is used to snap and fix the motor rotor of the drive motor, and the toothed surface is used to mesh with the gear of the reducer for transmission. Along the axial direction of the drive shaft, the toothed surface is located between the snap-fit ​​groove and one end face; wherein... The tooth surface has at least one oil outlet hole, which is used to connect to the shaft hole radially along the transmission shaft.

10. The powertrain according to claim 9, characterized in that, Along the axial direction of the drive shaft, the distance between the oil outlet hole and the end face is greater than or equal to the distance between the end face of the oil nozzle furthest from the end face and the end face.

11. The powertrain according to claim 9, characterized in that, Along the axial direction of the drive shaft, the distance between the oil outlet and one end face is less than the distance between the end face of the oil supply nozzle furthest from the one end face and the one end face. Along the radial direction of the drive shaft, at least one oil guide hole is provided on the outer peripheral surface of the oil nozzle, and the oil guide hole is used to connect the oil supply hole.

12. The powertrain according to claim 11, characterized in that, Along the axial direction of the drive shaft, the distance between the oil guide hole and the oil outlet hole is less than or equal to the distance between the oil outlet hole and the end face of the oil nozzle furthest from one end face; wherein, The diameter of the oil guide hole is smaller than the diameter of the oil delivery hole.

13. The powertrain according to claim 9, characterized in that, The drive shaft includes two detachable sections. The outer peripheral surface of one of the sections includes the toothed surface, and the outer peripheral surface of the other section includes the snap-fit ​​groove. The first section is used for transmission connection with the other section.

14. The powertrain according to claim 13, characterized in that, Along the axial direction of the drive shaft, the two opposing ends of the two segments are respectively used for fixed connection with the inner rings of the two bearings, and the end of the other segment facing the receiving groove is used to extend into the shaft hole of the first segment and for drive connection with the shaft hole; wherein, Along the axial direction of the drive shaft, the oil outlet is spaced apart from the other section.

15. A vehicle, characterized in that, The vehicle includes wheels, a frame, and a powertrain as described in any one of claims 1-14, wherein a housing in the powertrain is used to securely connect the frame, and a reduction gear in the powertrain is used to drive the wheels, wherein: In the powertrain, the drive shaft is parallel to the axis of the wheel.

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