Power assembly and electric vehicle

Abstract

The utility model provides a power assembly and an electric vehicle. A shell of the power assembly comprises an electric control groove and a motor groove, the electric control groove is used for containing a radiator and an inverter bridge arm power module of the motor controller, and the motor groove is used for containing a motor. The electric control grooves are stacked in the motor grooves in the radial direction of the motor. The groove wall of the motor groove comprises a first flow channel and a second flow channel, the first flow channel is used for cooling the motor, and the second flow channel is used for being communicated with the radiator to cool the inverter bridge arm power module. Part of the groove wall of the motor groove is used for forming the groove bottom of the electric control groove, and at least part of the first flow channel and the second flow channel are distributed on part of the groove wall of the motor groove. The first flow channel used for cooling the motor and the second flow channel used for cooling the inverter bridge arm power module are integrated on the groove wall shared by the motor groove and the electric control groove, so that the first flow channel and the second flow channel can prevent heat from being transmitted between the motor and the motor controller, and temperature rise control over a power assembly can be achieved easily; and the performance of the power assembly and the electric vehicle is improved.

Description

Technical Field

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

[0002] In the new energy vehicle industry, the powertrain is the power source of the entire vehicle. The motor controller within the powertrain is used to transfer electrical energy from the battery to the motor and control its operation. When the powertrain is operating, the motor and its internal components, such as the motor controller, generate considerable heat. If the cooling system for the powertrain is inefficient, the heat generated by the motor and controller may negatively impact each other, increasing the risk of overheating and aging failure, and negatively affecting the powertrain's efficiency and safety performance. Utility Model Content

[0003] This application provides a powertrain and electric vehicle that can improve cooling efficiency.

[0004] In a first aspect, embodiments of this application provide a powertrain. The powertrain housing includes an electronic control slot and a motor slot. The electronic control slot accommodates the heat sink of the motor controller and the inverter arm power module within the powertrain. The motor slot accommodates the motor of the powertrain. The inverter arm power module outputs three-phase current to control the motor. The electronic control slot is stacked radially on top of the motor slot.

[0005] The motor slot wall includes a first flow channel and a second flow channel. The first flow channel is used to cool the motor, and the second flow channel is used to connect to the heat sink to cool the inverter bridge arm power module. A portion of the motor slot wall forms the bottom of the electronic control slot, and at least a portion of the first flow channel and the second flow channel are distributed on a portion of the motor slot wall.

[0006] In this embodiment, the heat generated by the motor typically originates from copper losses, iron losses, and mechanical friction. When the motor is climbing an incline or accelerating rapidly, the heat generation may further increase. The heat generated by the motor controller typically originates from the energy loss of the inverter arm power module during switching and the resistive loss during conduction. This embodiment utilizes a first flow channel and a second flow channel to cool the motor and inverter arm power module respectively, which helps to control the temperature rise of the motor and motor controller, reducing the risk of over-temperature aging and failure.

[0007] Currently, the new energy vehicle industry has increasingly stringent requirements for the size and power density of powertrains. To achieve a miniaturized powertrain design, this application's embodiment stacks the electronic control unit (ECU) slot within the motor slot. Part of the ECU slot's wall is used to form its bottom, resulting in a compact arrangement of the motor and motor controller, which helps reduce the overall size of the powertrain. However, in this configuration, since the motor typically generates more heat than the motor controller, the shared slot structure between the ECU and motor slots creates a heat conduction path, accelerating heat transfer from the motor to the motor controller. This leads to increased temperatures in components such as the inverter bridge power module of the motor controller.

[0008] To avoid the aforementioned problems, this application integrates the first and second flow channels into part of the motor slot wall. That is, the first and second flow channels are formed in a shared slot structure between the motor slot and the electrical control slot. This allows for heat dissipation through the heat conduction path between the electrical control slot and the motor slot, and the heat transferred from the motor to the motor controller is carried away by the cooling medium in the first and second flow channels. This embodiment of the application can reduce the negative impact of motor heat generation on the motor controller while controlling the powertrain volume, thereby improving the cooling efficiency for both the motor and the motor controller.

[0009] In this embodiment, the first flow channel cools both the motor and the shared space between the motor slot and the electronic control slot, while the second flow channel cools both the inverter arm power module and the shared space between the motor slot and the electronic control slot. While the first and second flow channels respectively control the temperature of the motor and motor controller, they also prevent direct heat transfer from the motor to the motor controller, enabling reuse of the first and second flow channels. This reduces the number of flow channels required in the powertrain housing, thus lowering the processing difficulty and cost of the powertrain. In this embodiment, at least a portion of the first flow channel is located on a portion of the motor slot wall, indicating that the position of the first flow channel is not limited to a portion of the motor slot wall, allowing for more flexible layout and avoiding any impact on the motor cooling effect.

[0010] In one embodiment, a first flow channel and a second flow channel are arranged radially between the motor and the radiator. In this embodiment, the first and second flow channels are arranged compactly, which facilitates their cooperation, expands the overlapping area of ​​the cooling range of the first and second flow channels, and also reduces the space occupied by the first and second flow channels, thereby achieving a miniaturized design of the powertrain.

[0011] In one embodiment, a first flow channel and a second flow channel are stacked between the motor and the heat sink along the radial direction of the motor.

[0012] In this embodiment, the first flow channel is arranged adjacent to the motor along the radial direction, and the second flow channel is arranged adjacent to the heat sink. This helps to shorten the distance between the first flow channel and the motor, as well as the distance between the second flow channel and the heat sink, reducing the loss of cooling medium along the transmission path. The direction in which the first and second flow channels are stacked is parallel to the direction in which the motor slot and the electronic control slot are stacked, facilitating the cooling of the shared space of the motor slot and the electronic control slot from different angles by the first and second flow channels, thus enhancing the heat dissipation effect.

[0013] In one embodiment, the wall of the motor slot includes a plurality of first flow channels, at least a portion of each first flow channel being distributed on the inner circumferential surface of a portion of the wall of the motor slot, and the angle between the arrangement direction of the plurality of first flow channels and the extension direction of the second flow channel is greater than or equal to 0 degrees and less than or equal to 90 degrees.

[0014] In this embodiment, multiple first flow channels are distributed on the inner circumferential surface of the motor slot wall, which reduces the space occupied by the motor slot and facilitates optimization of the motor layout within the slot. The multiple first flow channels and second flow channels are stacked radially along the motor, which improves the cooling efficiency of the motor and the shared space between the motor slot and the electrical control slot. The arrangement direction of the multiple first flow channels is parallel to the extension direction of the second flow channels, facilitating cooperation between the multiple first and second flow channels and enhancing the dual-sided heat dissipation effect of the first and second flow channels. The arrangement direction of the multiple first flow channels is perpendicular to the extension direction of the second flow channels, which expands the cooling range of the first and second flow channels and avoids localized overheating. The arrangement direction of the multiple first flow channels intersects the extension direction of the second flow channels, making the layout of the second flow channels in the electrical control slot more flexible and facilitating optimization of the motor controller layout.

[0015] In one embodiment, the inner circumferential surface of the motor slot wall includes a first groove, the first groove being opposite to the motor recess, and the gap between the first groove and the motor is used to form one of the first flow channels. The angle between the extending direction of one of the first flow channels and the extending direction of the second flow channel is greater than or equal to 0 degrees and less than or equal to 90 degrees.

[0016] In this embodiment, a portion of the motor slot wall forms the bottom of the electrical control slot, which can create a heat conduction channel between the motor and the motor controller. Since the space occupied by the second flow channel and multiple first flow channels at the bottom of the electrical control slot is limited, when the extension direction of one of the first flow channels intersects or is perpendicular to the extension direction of the second flow channel, the first and second flow channels can dissipate heat to different areas of the heat conduction channel respectively. This expands the cooling range of the cooling medium at the bottom of the electrical control slot, increasing the contact area between the cooling medium and the heat conduction channel, and improving the overall heat absorption efficiency of the second and multiple first flow channels. When the extension direction of one of the first flow channels is parallel to the extension direction of the second flow channel, the overlap area of ​​the cooling ranges of the first and second flow channels can be increased, improving cooling efficiency.

[0017] In one embodiment, the second flow channel is used to output cooling water to the powertrain's heat exchanger, and an inlet of one of the first flow channels is used to receive cooling oil output by the powertrain's oil pump through the heat exchanger. One of the first flow channel inlets is located in a first groove, and along the circumference of the motor, one of the first flow channel inlets is spaced from the bottom of the electrical control groove.

[0018] In this embodiment, the second flow channel uses cooling water to cool the inverter bridge arm power module of the motor controller. After the cooling water is input into the heat exchanger from the second flow channel, it can be used to absorb the heat of the cooling oil. The cooled cooling oil is then input into one of the first flow channels. The first and second flow channels use cooling oil and cooling water respectively, achieving oil-water mixed cooling in the shared tank of the motor slot and the electrical control slot. The cooling oil is resistant to high temperatures, while the cooling water has a large specific heat capacity and good fluidity. The different advantages of cooling oil and cooling water can be utilized to achieve efficient heat dissipation in the shared tank of the motor slot and the electrical control slot.

[0019] In this embodiment of the application, the inlet of one of the first flow channels is used to receive the cooling oil that has been heated by the heat exchanger. Since the cooling medium of one of the first flow channels is different from that of the second flow channel, in order to avoid mutual interference, the inlet of one of the first flow channels needs to be spaced apart from the bottom of the electrical control tank. One of the first flow channels can extend to the area outside the bottom of the electrical control tank.

[0020] In one embodiment, the inner circumferential surface of the motor slot wall is used to fix the outer circumferential surface of the motor stator. The outer circumferential surface of the stator includes a second groove, the inner circumferential surface of which is recessed away from the portion of the motor slot wall, and the gap between the second groove and the inner circumferential surface of the portion of the motor slot wall is used to form another first flow channel. The angle between the extension direction of the other first flow channel and the extension direction of the second flow channel is greater than or equal to 0 degrees and less than or equal to 90 degrees.

[0021] In this embodiment, the extension direction of the other first flow channel intersects with or is perpendicular to one of the first flow channels. This facilitates expanding the cooling range of the stator by multiple first flow channels, improving the motor's cooling efficiency. One and the other first flow channels can also dissipate heat to different areas of the motor slot bottom, enhancing the cooling effect in conjunction with the second flow channel. The extension direction of the other first flow channel is parallel to the extension direction of the second flow channel, expanding the overlap area of ​​the cooling ranges of the two flow channels. The extension direction of the other first flow channel intersects with or is perpendicular to the extension direction of the second flow channel, which helps to expand the overall cooling range of the two flow channels and reduces the risk of localized overheating.

[0022] In one embodiment, a portion of the motor slot wall includes a protrusion that protrudes away from the inner circumferential surface of the portion of the motor slot wall, and a second flow channel is distributed inside the protrusion.

[0023] In this embodiment, the inner circumferential surface of the motor slot wall is used to fix the motor stator. Therefore, by arranging the second flow channel within the protrusion facing away from the motor, the second flow channel can avoid occupying the accommodating space of the motor slot and interfering with the layout of the internal components of the motor. The protrusion protrudes towards the heat sink, which can shorten the distance between the second flow channel and the heat sink. It can also reduce the cavity temperature of the electrical control slot, which helps to enhance the heat dissipation effect of the second flow channel on the motor controller.

[0024] In one embodiment, a portion of the groove wall of the motor slot further includes a boss for cooling the capacitor module of the motor controller. The boss is arranged adjacent to the capacitor module, and the ribs of the boss are connected to the outer peripheral surface of the boss.

[0025] In this embodiment, the capacitor module is used to receive and adjust the DC power transmitted from the power battery, and the output terminal of the capacitor module is connected to the input terminal of the inverter bridge arm power module. The functions of the capacitor module include, but are not limited to, smoothing voltage, reducing inductance parameters, weakening voltage spikes, absorbing high pulse currents, and preventing overcharging and transient voltage from affecting the motor controller.

[0026] In this embodiment, the boss can expand the cooling range based on the second flow channel: the boss is arranged adjacent to the capacitor module, and the ribs of the boss contact the protrusion, which is equivalent to expanding the cooling range of the second flow channel to the boss, which helps to reduce the heat directly transferred from the motor to the motor controller. In addition, the connection between the boss and the protrusion increases the heat transfer path between the capacitor module and the second flow channel, enabling the capacitor module to operate at a suitable temperature.

[0027] In one embodiment, the radial boss of the motor overlaps with the projected portion of the first flow channel.

[0028] In this embodiment, the heat generated by the motor controller can be transferred to the second flow channel within the boss. The radial projection of the boss partially overlaps with the radial projection of the first flow channel, allowing the heat from the motor controller to also be transferred to the first flow channel via the boss. By adjusting the positional relationship between the first flow channel and the boss, the first flow channel and the boss can be properly matched, enhancing the cooling effect on the motor controller.

[0029] In one embodiment, the electrical control bay accommodates two heat sinks for the motor controller and two inverter arm power modules, with the two heat sinks respectively cooling the two inverter arm power modules. The powertrain housing includes two motor bays for accommodating two motors of the powertrain, respectively. The two inverter arm power modules are used to control the two motors respectively. The electrical control bay is stacked on top of the two motor bays.

[0030] In this configuration, a portion of the wall of each motor slot is used to form the bottom of the electrical control slot, and the first and second flow channels of the wall of each motor slot are arranged between a motor and a radiator.

[0031] In this embodiment, portions of the walls of the two motor slots form the bottom of the same electrical control slot, which helps to support the electrical control slot with the help of the two motor slots, ensuring stable transmission of the cooling medium. The two heat sinks and the two inverter bridge arm power modules are all distributed inside the same electrical control slot, which helps to reduce the overall size of the powertrain and also facilitates the two heat sinks sharing the second flow channel.

[0032] If two electrical control slots are used to accommodate two heat sinks respectively, with a portion of the slot wall of each motor slot forming the bottom of one electrical control slot: since each pair of motor slots and electrical control slots with a shared slot body requires the cooperation of a first flow channel and a second flow channel, the number of second flow channels will increase compared to the embodiments of this application. Furthermore, the second flow channels communicating with different heat sinks are difficult to connect with each other and are independent because they are distributed on the bottoms of different electrical control slots. Although this avoids mutual interference, if an abnormality occurs in a second flow channel communicating with one heat sink, it will lead to uneven cooling between the two electrical control slots. In the application scenario of a dual-motor powertrain, the embodiments of this application share a portion of the slot wall of the two motor slots with one electrical control slot, facilitating overall adjustment of the flow and distribution of the cooling medium in the second flow channels and reducing the number of second flow channels.

[0033] In one embodiment, the second flow channel extends from a portion of the wall of one motor slot to a portion of the wall of the other motor slot.

[0034] In this embodiment, both motors in the powertrain generate heat. Taking one motor slot as an example, if the second flow channel is only distributed on a portion of the slot wall of one motor slot, the heat generated by the motor in the other slot may be transferred to the motor controller through the slot wall of the other motor slot, causing the motor controller to experience localized overheating. This embodiment reduces the risk of insufficient localized cooling of the powertrain by adjusting the distribution range of the second flow channel.

[0035] In one embodiment, the bottom of the electrical control slot includes two second flow channels, each for connecting to at least one heat sink. The arrangement direction of the two second flow channels is parallel to the extending direction of at least one first flow channel in each motor slot.

[0036] In the embodiments of this application, by adjusting the positional relationship between the two second flow channels and at least one first flow channel of each motor slot, the overlapping area of ​​the cooling range of the two second flow channels and the first flow channel can be expanded, and double-sided heat dissipation of the shared tank of the motor slot and the electronic control slot can be achieved within the overlapping area.

[0037] In one embodiment, the bottom of the electrical control tank includes two first interfaces and two second interfaces. Each first interface is used to connect to the inlet of a radiator, and each second interface is used to connect to the outlet of a radiator. The outer side of the electrical control tank includes a liquid inlet and a liquid outlet. The two first interfaces are used to receive coolant from one of the liquid inlets through one of the second flow channels, and the two second interfaces are used to discharge coolant from one of the liquid outlets through one of the second flow channels. One of the first interfaces and one of the second interfaces are distributed on a portion of the tank wall of one of the motor tanks, and the other first interface and the other second interface are distributed on a portion of the tank wall of another motor tank.

[0038] In this embodiment, one first interface and one second interface are respectively connected to the inlet and outlet of one heat sink, and the other first interface and the other second interface are respectively connected to the inlet and outlet of another heat sink. The two first interfaces, two second interfaces, and two second flow channels are all distributed at the bottom of the electrical control tank, which helps reduce the difficulty of connecting one second flow channel to one first interface and the other first interface, and also reduces the difficulty of connecting the other second flow channel to one second interface and the other second interface, thereby reducing the transmission loss of the cooling medium.

[0039] In this embodiment, the liquid inlet, one of the second flow channels, one of the first interfaces, one of the radiators, one of the second interfaces, another second flow channel, and the liquid outlet form one cooling branch, and the liquid inlet, one of the second flow channels, another first interface, another radiator, another second interface, another second flow channel, and the liquid outlet form another cooling branch. Both the liquid inlet and the liquid outlet are located on the outside of the electrical control tank, facilitating connection checks and not occupying internal space within the electrical control tank.

[0040] In this embodiment, one cooling branch and another cooling branch are connected via one second flow channel and another, rather than being two independent cooling branches. This allows one cooling branch and another cooling branch to share the same inlet and outlet, reducing the number of openings in the powertrain housing and lowering processing difficulty and cost. In this embodiment, one cooling branch and another cooling branch are connected in parallel. Compared to a scheme where two cooling branches are connected in series, this embodiment helps reduce the flow resistance of the cooling medium and avoids mutual interference between the two radiators, improving the ability of the two second flow channels to prevent direct heat transfer from the motor to the motor controller.

[0041] In this embodiment of the application, each motor slot has a first interface and a second interface distributed on a portion of its slot wall, which is beneficial to improving the utilization rate of the portion of the motor slot wall.

[0042] In one embodiment, the arrangement direction of one first interface and another first interface, and the arrangement direction of one second interface and another second interface are parallel to the arrangement direction of one motor slot and another motor slot, which optimizes the layout of the two heat sinks and the two inverter arm power modules. The two heat sinks and the two inverter arm power modules are arranged along the axial direction of the motor, ensuring that space is left between the two heat sinks and between the two inverter arm power modules, avoiding mutual interference between the two heat sinks, and improving the electromagnetic compatibility performance of the two inverter arm power modules.

[0043] In one embodiment, a second flow channel extends sequentially from an inlet to one of the first interfaces and another first interface, and another second flow channel extends sequentially from an outlet to another second interface and one of the second interfaces.

[0044] In this embodiment, one cooling branch and another cooling branch share a common inlet and outlet. If the inlet and outlet are arranged on the same side of the whole formed by the two first interfaces and the two second interfaces, there will be a significant difference in the path length of the cooling branch, resulting in a large difference in the cooling effect on the motor controller from one cooling branch and the other. In this embodiment, the inlet and outlet are adjacent to different radiators, which helps to control the difference in path length between one cooling branch and the other while reducing the size of the motor controller, and avoids uneven heat dissipation caused by excessive temperature difference of the coolant flowing through the radiators.

[0045] In this embodiment, the inlet, one of the first interfaces, and the other first interface are arranged sequentially, and the outlet, the other second interface, and one of the second interfaces are arranged sequentially. Since the second flow channel also serves to cool the motor controller and the shared tank for the motor and electrical control modules, the inlet and outlet in this embodiment are centrally symmetrically distributed. This allows for further control over the path lengths of the cooling branches, avoiding significant differences in heat dissipation effects on the two inverter bridge arm power modules and other devices, and improving the cooling uniformity of the motor controller and the bottom of the electrical control tank.

[0046] In one embodiment, the walls of the two motor slots include heat exchanger mounting holes for mounting the powertrain heat exchanger. A coolant outlet is provided for transferring coolant from the two radiators to the heat exchanger. The heat exchanger mounting holes are spaced from the bottom of the electrical control slot along the circumferential direction of the two motors, and the outlet opens towards the heat exchanger mounting holes.

[0047] In this embodiment, the bottom of the heat exchanger mounting hole and the electrical control slot are integrated into the slot walls of the two motor slots, which helps to improve the integration of the powertrain. The bottom of the heat exchanger mounting hole and the electrical control slot surrounds the outer periphery of the two motors along their circumference, which helps to reduce the overall size of the powertrain and avoid mutual interference between the heat exchanger and the motor controller.

[0048] In this embodiment, cooling water in the second flow channel is input into the heat exchanger to exchange heat with the cooling oil that is about to enter the first flow channel. Therefore, the cooling effect of the first flow channel is also affected by the efficiency of the second flow channel in supplying cooling water to the heat exchanger. The powertrain heat exchanger is fixed to the walls of the two motor slots through heat exchanger mounting holes. The opening direction of the liquid outlet faces the heat exchanger mounting holes, which helps to reduce the difficulty of supplying coolant to the heat exchanger from the liquid outlet.

[0049] In one embodiment, the distance between the liquid outlet along the radial direction of the motor and the heat exchanger mounting hole is less than the distance between the liquid inlet and the heat exchanger mounting hole.

[0050] In this embodiment, the bottom of the electrical control tank is part of the tank wall of the two motor tanks. The tank wall of the electrical control tank protrudes from the bottom of the electrical control tank away from the two motor tanks along the radial direction of the motors. The inlet and outlet are located on the outer side of the tank wall. By controlling the distance between the outlet and the heat exchanger fixing hole to be relatively small, it is beneficial to shorten the transmission distance of the coolant medium between the outlet and the heat exchanger, thereby improving the utilization rate of cooling water and the heat exchange efficiency.

[0051] Secondly, embodiments of this application provide an electric vehicle, which includes a power battery and a powertrain as described in any embodiment of the first aspect. The powertrain is used to receive power from the power battery and to drive the wheels of the electric vehicle.

[0052] In the embodiments of this application, the powertrain described in any embodiment of the first aspect is applied to an electric vehicle. Since the cooling effect of the motor controller and motor in the powertrain is improved, it is beneficial to ensure the smooth and safe driving of the electric vehicle. Attached Figure Description

[0053] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the embodiments of this application will be described below.

[0054] Figure 1 This is a schematic diagram of an electric vehicle provided in an embodiment of this application;

[0055] Figure 2 This is a schematic diagram of the powertrain provided in an embodiment of this application;

[0056] Figure 3 This is a schematic diagram of the powertrain provided in an embodiment of this application;

[0057] Figure 4 This is a schematic diagram of the powertrain provided in an embodiment of this application;

[0058] Figure 5 This is a schematic diagram of the powertrain provided in an embodiment of this application;

[0059] Figure 6 This is a schematic diagram of the motor provided in an embodiment of this application;

[0060] Figure 7 This is a schematic diagram of the powertrain provided in an embodiment of this application;

[0061] Figure 8 This is a schematic diagram of the powertrain provided in an embodiment of this application;

[0062] Figure 9 This is a schematic diagram of the powertrain provided in an embodiment of this application;

[0063] Figure 10This is a schematic diagram of the powertrain provided in an embodiment of this application;

[0064] Figure 11 yes Figure 10 The powertrain shown is a cross-sectional view along AA;

[0065] Figure 12 This is a schematic diagram of the powertrain provided in an embodiment of this application;

[0066] Figure 13 yes Figure 10 The powertrain shown is a cross-sectional view along BB;

[0067] Figure 14 This is a schematic diagram of the powertrain provided in an embodiment of this application;

[0068] Figure 15 This is a schematic diagram of a powertrain provided by existing technology. Detailed Implementation

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

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

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

[0072] Currently, powertrains suffer from low cooling efficiency. This application provides a powertrain whose housing includes an electronic control unit (ECU) slot and a motor slot. The ECU slot houses the heatsink for the motor controller and the inverter arm power module, while the motor slot houses the motor. The inverter arm power module outputs three-phase current to control the motor, and the heatsink cools the inverter arm power module. The ECU slot is stacked radially within the motor slot, which helps reduce the overall size of the powertrain.

[0073] The motor slot wall includes a first flow channel and a second flow channel. The first flow channel is used to cool the motor, and the second flow channel is used to connect to the heat sink to cool the inverter bridge arm power module. A portion of the motor slot wall forms the bottom of the electronic control slot, and at least a portion of the first flow channel and the second flow channel are distributed on a portion of the motor slot wall.

[0074] This application embodiment integrates a first flow channel for cooling the motor and a second flow channel for cooling the inverter arm power module into a shared slot structure for the motor slot and the electronic control slot. This allows the first and second flow channels to block heat transfer between the motor and the motor controller, which is beneficial for controlling the temperature rise of the powertrain. The powertrain provided in this application embodiment can be applied to electric vehicles.

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

[0076] Please see Figure 2 , Figure 2 This is a schematic diagram of a powertrain 10 provided in an embodiment of this application. In one embodiment, the powertrain 10 includes a motor controller 400, a motor 300, and a reducer 500. A power battery supplies power to the motor 300 via the motor controller 400. The motor 300 converts the electrical energy transmitted from the power battery into mechanical energy, and then transmits the mechanical energy to the reducer 500 to drive the wheels 40 to rotate. In one embodiment, the motor controller 400 controls the motor 300 and the reducer 500.

[0077] In one embodiment, the motor controller 400 is used to convert the DC power transmitted from the power battery into AC power through the inverter arm power module 410. In this embodiment, the motor controller 400 achieves AC-DC conversion by switching the on and off states of the inverter arm power module 410.

[0078] In one embodiment, the inverter bridge arm power module includes multiple power transistors, which form a three-phase bridge arm circuit for transmitting three-phase current. In one embodiment, the power transistors include at least one of an insulated-gate bipolar transistor, a silicon carbide power transistor, a silicon transistor, or a metal-oxide-semiconductor field-effect transistor.

[0079] In one embodiment, the motor includes a stator, windings, a rotor, and a motor shaft. Alternating current, converted by a motor controller, is applied to the windings to generate alternating magnetic flux. The alternating magnetic flux generated by the windings interacts with the permanent magnet flux generated by the rotor, causing the rotor to rotate relative to the stator. The rotor is fixedly connected to the motor shaft, allowing the motor shaft to rotate with the rotor. The stator is rotatably connected to the motor shaft, enabling the motor shaft to rotate relative to the stator, converting electrical energy into mechanical energy. The output end of the motor shaft is used to transmit mechanical energy.

[0080] During the operation of the powertrain, both the motor and the motor controller generate heat. Components that generate more heat are more likely to conduct heat to components that generate less heat, posing a risk of localized overheating to the powertrain and negatively impacting its efficiency and safety.

[0081] This application embodiment improves the cooling method of the powertrain, enhances the cooling efficiency of the heat conduction path between the motor and the motor controller, which is beneficial for temperature rise control of the motor and the motor controller, and ensures normal operation of the powertrain.

[0082] The powertrain provided in the embodiments of this application is described in detail below.

[0083] Please refer to the following: Figures 2 to 4 , Figure 3 This is a schematic diagram of the powertrain 10 provided in an embodiment of this application. Figure 4 This is a schematic diagram of the powertrain 10 provided in an embodiment of this application.

[0084] In one embodiment, the powertrain 10 housing includes an electrical control slot 200 and a motor slot 100. The electrical control slot 200 accommodates the inverter arm power module 410 and heat sink 420 of the motor controller 400, and the motor slot 100 accommodates the motor 300. The inverter arm power module 410 outputs three-phase current to control the motor 300. The electrical control slot 200 is stacked on the motor slot 100 along the radial direction R of the motor 300.

[0085] The motor slot 100 has a wall including a first flow channel 110 and a second flow channel 120. The first flow channel 110 is used to cool the motor 300, and the second flow channel 120 is used to connect to the heat sink 420 to cool the inverter bridge arm power module 410. A portion of the wall of the motor slot 100 forms the bottom of the electronic control slot 200. At least a portion of the first flow channel 110 and the second flow channel 120 are distributed on a portion of the wall of the motor slot 100.

[0086] In this embodiment, the heat generated by the motor 300 typically originates from copper losses, iron losses, and mechanical friction. When the motor 300 is climbing or accelerating rapidly, its heat generation may further increase. The heat generated by the motor controller 400 typically originates from the energy loss of the inverter bridge arm power module 410 during switching and the resistance loss during conduction. This embodiment utilizes the first flow channel 110 and the second flow channel 120 to cool the motor 300 and the inverter bridge arm power module 410 respectively, which helps to control the temperature rise of the motor 300 and the motor controller 400, reducing the risk of over-temperature aging and failure. In one embodiment, the first flow channel 110 and the second flow channel 120 can be used to circulate the same cooling medium. In another embodiment, the first flow channel 110 and the second flow channel 120 can also be used to circulate different cooling media.

[0087] Currently, the new energy vehicle industry has increasingly higher requirements for the size and power density of powertrains. In this embodiment, to achieve a miniaturized design of the powertrain 10, the electronic control unit (ECU) slot 200 is stacked on top of the motor slot 100. Part of the slot wall of the ECU 200 forms the slot bottom, making the motor 300 and motor controller 400 more compact, which helps reduce the overall size of the powertrain 10. In this case, since the heat generated by the motor 300 is typically greater than that of the motor controller 400, the shared slot structure of the ECU 200 and motor slot 100 forms a heat conduction path, accelerating the transfer of heat from the motor 300 to the motor controller 400, causing the temperature of components such as the inverter bridge arm power module 410 of the motor controller 400 to rise.

[0088] To avoid the aforementioned problems, this application integrates the first flow channel 110 and the second flow channel 120 into a portion of the wall of the motor slot 100. That is, the first flow channel 110 and the second flow channel 120 are formed in a shared slot structure between the motor slot 100 and the electrical control slot 200. This allows for heat dissipation through the heat conduction path between the electrical control slot 200 and the motor slot 100 using the first flow channel 110 and the second flow channel 120. The heat transferred from the motor 300 to the motor controller 400 is carried away by the cooling medium in the first flow channel 110 and the second flow channel 120. This embodiment of the application can reduce the negative impact of the motor 300's heat generation on the motor controller 400 while controlling the volume of the powertrain 10, thereby improving the cooling efficiency for both the motor 300 and the motor controller 400. In one embodiment, when the heat generated by the motor controller 400 is greater than that of the motor 300, the first flow channel 110 and the second flow channel 120, distributed on a portion of the wall of the motor slot 100, can also act as a barrier to heat transfer between the motor 300 and the motor controller 400.

[0089] In this embodiment, the first flow channel 110 cools both the motor 300 and the shared space between the motor slot 100 and the electronic control slot 200, while the second flow channel 120 cools both the inverter arm power module 410 and the shared space between the motor slot 100 and the electronic control slot 200. While the first and second flow channels 110 and 120 respectively control the temperature of the motor 300 and the motor controller 400, they also prevent direct heat transfer from the motor 300 to the motor controller 400, thus achieving reuse of the first and second flow channels 110 and reducing the number of flow channels in the powertrain 10 housing. This helps reduce the processing difficulty and cost of the powertrain 10. In this embodiment, at least a portion of the first flow channel 110 is located on a portion of the slot wall of the motor slot 100, indicating that the position of the first flow channel 110 is not limited to a portion of the slot wall of the motor slot 100, making the layout of the first flow channel 110 more flexible and avoiding affecting the cooling effect on the motor 300.

[0090] It should be noted that, Figure 3 The different colors of the three rectangles are only used to distinguish the inverter bridge power module 410, heat sink 420 and capacitor module 430 of the motor controller 400. Figure 3 and Figure 4 The first flow channel 110 and the second flow channel 120 are only schematically shown in the common groove of the motor groove 100 and the electronic control groove 200. They do not represent the specific structure, shape and size of the powertrain 10. Those skilled in the art can make adjustments based on the concept of the embodiments of this application and the actual situation.

[0091] Please refer to the following: Figure 3 and Figure 5 , Figure 5 This is a schematic diagram of a powertrain 10 provided in an embodiment of this application. In one embodiment, a first flow channel 110 and a second flow channel 120 are arranged radially R between the motor 300 and the radiator 420.

[0092] In this embodiment, the first flow channel 110 and the second flow channel 120 are arranged compactly, which facilitates the cooperation between the first flow channel 110 and the second flow channel 120, expands the overlapping area of ​​the cooling range of the first flow channel 110 and the second flow channel 120, and also reduces the space occupied by the first flow channel 110 and the second flow channel 120, thereby realizing the miniaturization design of the powertrain. Figure 5 As shown, in one embodiment, the first flow channel 110 and the second flow channel 120 can be arranged on the same horizontal plane in part of the groove wall of the motor slot 100, and the heat sink 420 exchanges heat with the cooling medium in the second flow channel 120 through heat dissipation fins. It should be noted that... Figure 5The arrangement of the first flow channel 110 and the second flow channel 120 between the motor 300 and the heat sink 420 is only schematically shown and does not represent the specific structure and size of the first flow channel 110, the second flow channel 120, the motor 300, the heat sink 420, and the inverter bridge power module 410.

[0093] Please continue reading. Figure 3 and Figure 4 In one embodiment, a first flow channel 110 and a second flow channel 120 are stacked between the motor 300 and the heat sink 420 along the radial direction R of the motor 300.

[0094] In this embodiment, the first flow channel 110 is arranged adjacent to the motor 300 along the radial direction R, and the second flow channel 120 is arranged adjacent to the heat sink 420. This arrangement helps to shorten the distance between the first flow channel 110 and the motor 300, as well as the distance between the second flow channel 120 and the heat sink 420, thereby reducing the loss of cooling medium along the transmission path. The direction in which the first flow channel 110 and the second flow channel 120 are stacked is parallel to the direction in which the motor slot 100 and the electrical control slot 200 are stacked. This allows the first flow channel 110 and the second flow channel 120 to cool the shared space of the motor slot 100 and the electrical control slot 200 from different angles, enhancing the heat dissipation effect.

[0095] Please continue reading. Figure 3 and Figure 4 In one embodiment, the groove wall of the motor groove 100 includes a plurality of first flow channels 110, at least a portion of each first flow channel 110 being distributed on the inner circumferential surface of a portion of the groove wall of the motor groove 100, and the angle between the arrangement direction of the plurality of first flow channels 110 and the extension direction of the second flow channel 120 is equal to 0 degrees.

[0096] In this embodiment, multiple first flow channels 110 are distributed on the inner circumferential surface of the motor slot 100 wall, which reduces the space occupied by the motor slot 100 and facilitates optimization of the layout of the motor 300 within the motor slot 100. The multiple first flow channels 110 and the second flow channel 120 are stacked along the radial direction R of the motor 300, which helps improve the cooling efficiency of the motor 300 and the shared space of the motor slot 100 and the electronic control slot 200. The arrangement direction of the multiple first flow channels 110 is parallel to the extension direction of the second flow channel 120, facilitating the cooperation between the multiple first flow channels 110 and the second flow channel 120 and enhancing the double-sided heat dissipation effect of the first flow channels 110 and the second flow channel 120.

[0097] In one embodiment, the angle between the arrangement direction of the plurality of first flow channels 110 and the extension direction of the second flow channel 120 is greater than 0 degrees and less than or equal to 90 degrees.

[0098] In this embodiment, the arrangement direction of the plurality of first flow channels 110 is perpendicular to the extension direction of the second flow channel 120, which facilitates expanding the cooling range of the first flow channels 110 and the second flow channel 120 and avoids the problem of local overheating. The arrangement direction of the plurality of first flow channels 110 intersects the extension direction of the second flow channel 120, making the layout of the second flow channel 120 in the electrical control tank 200 more flexible and beneficial to optimizing the layout of the motor controller 400.

[0099] Please continue reading. Figure 3 and Figure 4 In one embodiment, the inner circumferential surface of the groove wall of the motor slot 100 includes a first groove 130, which is recessed away from the motor 300. The gap between the first groove 130 and the motor 300 is used to form one of the first flow channels 110. The angle between the extending direction of one of the first flow channels 110 and the extending direction of the second flow channel 120 is greater than 0 degrees and less than or equal to 90 degrees.

[0100] In this embodiment, for ease of description, the first flow channel 110 formed between the first groove 130 and the motor 300 is referred to as the first flow channel 110a. A portion of the groove wall of the motor groove 100 forms the bottom of the electrical control groove 200, and the bottom of the electrical control groove 200 can form a heat conduction channel between the motor 300 and the motor controller 400. Since the space occupied by the second flow channel 120 and the multiple first flow channels 110 at the bottom of the electrical control groove 200 is limited, the extension direction of the first flow channel 110a intersects or is perpendicular to the extension direction of the second flow channel 120. This allows the first flow channel 110a and the second flow channel 120 to dissipate heat to different areas of the heat conduction channel, expanding the cooling range of the cooling medium at the bottom of the electrical control groove 200. This increases the contact area between the cooling medium and the heat conduction channel, improving the overall heat absorption efficiency of the second flow channel 120 and the multiple first flow channels 110. Figure 3 The dashed circle in the text refers to the bottom 131 of the first groove 130.

[0101] In one embodiment, the angle between the extending direction of the first flow channel 110a and the extending direction of the second flow channel 120 is 0 degrees. In this embodiment, the extending direction of the first flow channel 110a is parallel to the extending direction of the second flow channel 120, which can increase the overlap area of ​​the cooling range of the first flow channel 110a and the second flow channel 120 and improve the cooling efficiency.

[0102] Please refer to the following: Figures 3 to 6 , Figure 6 This is a schematic diagram of the motor 300 provided in an embodiment of this application.

[0103] In one embodiment, the inner circumferential surface of the groove wall of the motor slot 100 is used to fix the outer circumferential surface of the stator 310 of the motor 300. The outer circumferential surface of the stator 310 includes a second groove 311, which is recessed away from the inner circumferential surface of a portion of the groove wall of the motor slot 100. The gap between the second groove 311 and the inner circumferential surface of the portion of the groove wall of the motor slot 100 is used to form another first flow channel 110. The angle between the extending direction of the other first flow channel 110 and the extending direction of the second flow channel 120 is equal to 0 degrees.

[0104] In this embodiment, for ease of description, the first flow channel 110 formed between the second groove 311 and a portion of the groove wall of the motor groove 100 is referred to as the first flow channel 110b. The extending directions of the first flow channel 110b intersect or are perpendicular to the first flow channel 110a, which helps to expand the cooling range of the stator 310 by the multiple first flow channels 110, thereby improving the cooling efficiency of the motor 300. The first flow channels 110a and 110b can also dissipate heat to different areas of the bottom of the motor groove 100, respectively, and work with the second flow channel 120 to enhance the cooling effect. The extending direction of the first flow channel 110b is parallel to the extending direction of the second flow channel 120, which can expand the overlapping area of ​​the cooling range of the first flow channel 110b and the second flow channel 120.

[0105] In one embodiment, the angle between the extending direction of the first flow channel 110b and the extending direction of the second flow channel 120 is greater than 0 degrees and less than or equal to 90 degrees. In this embodiment, the extending direction of the first flow channel 110b intersects with or is perpendicular to the extending direction of the second flow channel 120, which helps to expand the overall cooling range of the first flow channel 110b and the second flow channel 120 and reduce the risk of local overheating.

[0106] In one embodiment, the first flow channel 110b is connected to the first flow channel 110a, and the first flow channel 110b is used to receive the cooling oil delivered by the first flow channel 110a. Embodiments of this application allow the first flow channel 110a and the first flow channel 110b to share the inlet of the first flow channel 110a, reducing the number of openings in the groove wall of the motor slot 100.

[0107] In one embodiment, the outer peripheral surface of the stator 310 includes a plurality of second grooves 311, each second groove 311 forming a first flow channel 110b with the inner peripheral surface of a portion of the groove wall of the motor slot 100. The plurality of first flow channels 110b are arranged at intervals along the circumferential direction C of the motor 300, and the first flow channel 110a is used to connect the plurality of first flow channels 110b.

[0108] Please refer to the following: Figure 4 and Figure 6In one embodiment, the ends of the winding 320 protrude from both ends of the stator 310 along the axial direction O of the motor 300. Oil injection rings 330 of the motor 300 are distributed on the outer peripheral side of the ends of the winding 320, and are used to collect cooling oil and spray oil onto the ends of the winding 320. The gap between the oil injection rings 330 and the inner peripheral surface of a portion of the groove wall of the motor slot 100 forms a first flow channel 110c. The first flow channels 110a, 110b, and 110c are arranged adjacently and connected sequentially along the axial direction O of the motor 300. The first flow channel 110c extends circumferentially C along the motor 300. In this embodiment, the first flow channel 110c also serves to cool the winding 320 and the shared groove of the motor slot 100 and the electrical control slot 200, which facilitates the reuse of the oil injection rings 330 and reduces the number of structural components in the motor 300.

[0109] Please continue reading. Figure 3 In one embodiment, a portion of the wall of the motor slot 100 includes a protrusion 140 that protrudes away from the inner circumferential surface of the portion of the wall of the motor slot 100, and a second flow channel 120 is distributed inside the protrusion 140.

[0110] In this embodiment, the inner circumferential surface of the motor slot 100 is used to fix the stator 310 of the motor 300. Therefore, by arranging the second flow channel 120 within the protrusion 140 that protrudes away from the motor 300, the second flow channel 120 can be prevented from occupying the accommodating space of the motor slot 100 and interfering with the layout of the internal components of the motor 300. In one embodiment, the inverter bridge arm power module 410 and the heat sink 420 are stacked inside the electronic control slot 200. The protrusion 140 protrudes towards the heat sink 420, which can shorten the distance between the second flow channel 120 and the heat sink 420. It can also reduce the cavity temperature of the electronic control slot 200 by utilizing the protrusion 140, which helps to enhance the heat dissipation effect of the second flow channel 120 on the motor controller 400.

[0111] Please continue reading. Figure 3 In one embodiment, a portion of the groove wall of the motor groove 100 further includes a boss 150, which is used to cool the capacitor module 430 of the motor controller 400. The boss 150 is arranged adjacent to the capacitor module 430, and the ribs 151 of the boss 150 are connected to the outer peripheral surface of the protrusion 140.

[0112] In this embodiment, the capacitor module 430 is used to receive and adjust the DC power transmitted from the power battery. The output terminal of the capacitor module 430 is connected to the input terminal of the inverter bridge arm power module 410. The functions of the capacitor module 430 include, but are not limited to, smoothing voltage, reducing inductance parameters, weakening voltage spikes, absorbing high pulse currents, and preventing overcharging and transient voltage from affecting the motor controller 400.

[0113] In this embodiment, the boss 150 expands the cooling range beyond the second flow channel 120: the boss 150 is arranged adjacent to the capacitor module 430, and the ribs 151 of the boss 150 contact the protrusion 140, effectively extending the cooling range of the second flow channel 120 to the boss 150, which helps reduce the heat directly transferred from the motor 300 to the motor controller 400. Furthermore, the connection between the boss 150 and the protrusion 140 increases the heat transfer path between the capacitor module 430 and the second flow channel 120, enabling the capacitor module 430 to operate at a suitable temperature.

[0114] It should be noted that the adjacent arrangement of the boss 150 and the capacitor module 430 only indicates that the heat generated by the capacitor module 430 can be transferred to the boss 150; it does not mean that the boss 150 and the capacitor module 430 must be in direct contact. Please continue reading. Figure 3 In one embodiment, the boss 150 is spaced apart from the capacitor module 430.

[0115] Please see Figure 7 , Figure 7 This is a schematic diagram of the powertrain 10 provided in an embodiment of this application. In one embodiment, a thermally conductive interface material 440 is distributed between the boss 150 and the capacitor module 430. In this embodiment, the thermal conductivity of the thermally conductive interface material 440 is greater than that of air. Thermal conductivity refers to the amount of heat transferred per unit temperature gradient per unit time through a unit thermally conductive surface. The thermally conductive interface material 440 is used to transfer the heat generated by the capacitor module 430 to the boss 150, which helps to improve heat transfer efficiency. For example, the thermally conductive interface material 440 may be a thermally conductive pad or a thermally conductive gel.

[0116] Please continue reading. Figure 3 In one embodiment, the radial R-shaped boss 150 along the motor 300 overlaps with the projected portion of at least one first flow channel 110.

[0117] In this embodiment, the heat generated by the motor controller 400 can be transferred to the second flow channel 120 within the protrusion 140 via the boss 150. The radial projection of the boss 150 partially overlaps with the radial projection of at least one first flow channel 110, allowing the heat from the motor controller 400 to also be transferred to at least one first flow channel 110 via the boss 150. By adjusting the positional relationship between the first flow channel 110 and the boss 150, the first flow channel 110 and the boss 150 can be properly matched, enhancing the cooling effect on the motor controller 400.

[0118] In one embodiment, the projection of at least one first flow channel 110 along the radial direction R of the motor 300 partially overlaps with the projection of the second flow channel 120.

[0119] Please refer to the following: Figure 3 , Figure 8 and Figure 9 , Figure 8 This is a schematic diagram of the powertrain 10 provided in an embodiment of this application. Figure 9 This is a schematic diagram of the powertrain 10 provided in an embodiment of this application.

[0120] In one embodiment, the powertrain 10 is a dual-motor powertrain. The electrical control bay 200 accommodates two heat sinks 420 and two inverter arm power modules 410 of the motor controller 400, with the two heat sinks 420 respectively dissipating heat from the two inverter arm power modules 410. The housing of the powertrain 10 includes two motor bays 100, each accommodating one of the two motors 300 of the powertrain 10. The two inverter arm power modules 410 respectively control the two motors 300. The electrical control bay 200 is stacked on top of the two motor bays 100. A portion of the bay wall of each motor bay 100 forms the bottom of the electrical control bay 200, and a first flow channel 110 and a second flow channel 120 of the bay wall of each motor bay 100 are arranged between one motor 300 and one heat sink 420.

[0121] In this embodiment, portions of the walls of the two motor slots 100 form the bottom of the same electrical control slot 200. This facilitates the support of the electrical control slot 200 by the two motor slots 100, ensuring stable transmission of the cooling medium. The two heat sinks 420 and the two inverter bridge arm power modules 410 are all distributed inside the same electrical control slot 200, which helps reduce the overall volume of the powertrain 10 and also allows the two heat sinks 420 to share the second flow channel 120.

[0122] If two electrical control slots 200 are used to accommodate two heat sinks 420 respectively, and a portion of the wall of each motor slot 100 is used to form the bottom of one electrical control slot 200: since each pair of motor slots 100 and electrical control slots 200 with a shared slot body requires the cooperation of a first flow channel 110 and a second flow channel 120, the number of second flow channels 120 will increase compared to the embodiments of this application. Furthermore, since the second flow channels 120 connected to different heat sinks 420 are distributed on the bottoms of different electrical control slots 200, they are difficult to connect with each other and are independent of each other. Although this can avoid mutual interference, if an abnormality occurs in a second flow channel 120 connected to one heat sink 420, it will cause uneven cooling of the two electrical control slots 200. In the application scenario of a dual-motor powertrain, the embodiments of this application share a portion of the wall of the two motor slots 100 with one electrical control slot 200, which facilitates the overall adjustment of the flow and distribution of the cooling medium in the second flow channel 120 and also reduces the number of second flow channels 120.

[0123] In one embodiment, the powertrain 10 further includes two reducers 500, with each motor 300 connected to one reducer 500 for driving control of the movement of one wheel 40. In one embodiment, depending on the arrangement of the two motors 300 and the two reducers 500 in the powertrain 10, the powertrain 10 can have a U-shaped, T-shaped, or straight-line structural layout. In one embodiment, the reducer 500 can be a planetary coaxial reducer.

[0124] Please refer to the following: Figures 9 to 11 , Figure 10 This is a schematic diagram of the powertrain 10 provided in an embodiment of this application. Figure 11 for Figure 10 The powertrain 10 shown is a cross-sectional view along AA.

[0125] In one embodiment, the second flow channel 120 is used to output cooling water to the heat exchanger 600 of the powertrain 10, and the inlet of the first flow channel 110a is used to receive cooling oil output by the oil pump of the powertrain 10 through the heat exchanger 600. The inlets of the first flow channel 110a are distributed at the bottom 131 of the first groove 130, and the inlets of the first flow channel 110a are spaced apart from the bottom of the electrical control groove 200 along the circumferential direction C of the motor 300.

[0126] In this embodiment, for ease of description, the inlet of the first flow channel 110a is referred to as flow channel inlet 111. The second flow channel 120 uses cooling water to cool the inverter bridge arm power module 410 of the motor controller 400. After the cooling water is input from the second flow channel 120 to the heat exchanger 600, it can be used to absorb the heat of the cooling oil. The cooled cooling oil is then input back to the first flow channel 110a. In one embodiment, each first flow channel 110 is used for circulating cooling oil. The first flow channel 110 and the second flow channel 120 respectively use cooling oil and cooling water, achieving oil-water mixed cooling in the shared tank of the motor slot 100 and the electrical control slot 200. The cooling oil is resistant to high temperatures, while the cooling water has a large specific heat capacity and good fluidity. The different advantages of the cooling oil and cooling water can be used to achieve efficient heat dissipation in the shared tank of the motor slot 100 and the electrical control slot 200. In one embodiment, the cooling oil can be any one of ethylene glycol-based cooling oil, synthetic oil, or mineral oil.

[0127] In this embodiment, the flow channel inlet 111 is used to receive cooling oil that has been heated by the heat exchanger 600. Since the cooling medium of the first flow channel 110a is different from that of the second flow channel 120, to avoid mutual interference, the flow channel inlet 111 needs to be spaced apart from the bottom of the electrical control tank 200. The first flow channel 110a can extend to an area outside the bottom of the electrical control tank 200. In one embodiment, the first groove 130 and the first flow channel 110a extend along the circumferential direction C of the motor 300.

[0128] Please continue reading. Figure 10 and Figure 11 In one embodiment, the second flow channel 120 extends from a portion of the wall of one motor slot 100 to a portion of the wall of the other motor slot 100.

[0129] In this embodiment, for ease of description, one of the two motor slots 100 is referred to as motor slot 100a, and the other motor slot 100 is referred to as motor slot 100b. Both motors 300 of the powertrain 10 generate heat. Taking motor slot 100a as an example, if the second flow channel 120 is only distributed on a portion of the slot wall of motor slot 100a, the heat generated by the motor 300 housed in motor slot 100b may be transferred to the motor controller 400 through the slot wall of motor slot 100b, causing the motor controller 400 to face the problem of local overheating. This embodiment reduces the risk of insufficient local cooling of the powertrain 10 by adjusting the distribution range of the second flow channel 120.

[0130] Please refer to the following: Figure 12 and Figure 13 , Figure 12 This is a schematic diagram of the powertrain 10 provided in an embodiment of this application. Figure 13 for Figure 10 The powertrain 10 shown is a cross-sectional view along BB.

[0131] In one embodiment, the bottom of the electrical control slot 200 includes two second flow channels 120, each second flow channel 120 being used to connect to at least one heat sink 420. The arrangement direction of the two second flow channels 120 is parallel to the extension direction of at least one first flow channel 110 of each motor slot 100.

[0132] In this embodiment of the application, by adjusting the positional relationship between the two second flow channels 120 and at least one first flow channel 110 of each motor slot 100, the overlapping area of ​​the cooling range of the two second flow channels 120 and the first flow channel 110 can be expanded, and double-sided heat dissipation of the shared slot of the motor slot 100 and the electronic control slot 200 can be achieved within the overlapping area. Figure 13 The bottom 131 of the first groove refers to the outer surface of the bottom 131 of the first groove. In one embodiment, two second flow channels 120 are arranged at intervals along the circumferential direction C of the motor 300, and the arrangement direction of the two second flow channels is parallel to the extension direction of the first flow channel 110a.

[0133] Please refer to the following: Figures 10 to 12 , Figure 14 , Figure 14 This is a schematic diagram of the powertrain 10 provided in an embodiment of this application.

[0134] In one embodiment, the bottom of the electrical control tank 200 includes two first interfaces 210 and two second interfaces 220. Each first interface 210 is used to connect to the inlet of a radiator 420, and each second interface 220 is used to connect to the outlet of a radiator 420. The outer side of the electrical control tank 200 includes a liquid inlet 230 and a liquid outlet 240. The two first interfaces 210 are used to receive coolant from one of the liquid inlets 230 through one of the second flow channels, and the two second interfaces 220 are used to output coolant from one of the liquid outlets 240 through one of the second flow channels 120. One of the first interfaces 210 and one of the second interfaces 220 are distributed on a portion of the tank wall of the motor tank 100a, and the other first interface 210 and the other second interface 220 are distributed on a portion of the tank wall of the motor tank 100b.

[0135] In this embodiment, for ease of description, one of the two heat sinks 420 is referred to as heat sink 420a, and the other heat sink 420 is referred to as heat sink 420b. One of the two second flow channels 120 is referred to as second flow channel 120a, and the other second flow channel 120 is referred to as second flow channel 120b. One of the two first interfaces 210 is referred to as first interface 210a, and the other first interface 210 is referred to as first interface 210b. One of the two second interfaces 220 is referred to as second interface 220a, and the other second interface 220 is referred to as second interface 220b.

[0136] In this embodiment, the first interface 210a and the second interface 220a are respectively connected to the inlet and outlet of the heat sink 420a, and the first interface 210b and the second interface 220b are respectively connected to the inlet and outlet of the heat sink 420b. The two first interfaces 210, the two second interfaces 220, and the two second flow channels 120 are all distributed at the bottom of the electrical control tank 200, which helps to reduce the difficulty of connecting the second flow channel 120a to the first interfaces 210a and 210b, and also reduces the difficulty of connecting the second flow channel 120b to the second interfaces 220a and 220b, thereby reducing the transmission loss of the cooling medium.

[0137] In this embodiment, the liquid inlet 230, the second flow channel 120a, the first interface 210a, the radiator 420a, the second interface 220a, the second flow channel 120b, and the liquid outlet 240 form a cooling branch 101a, and the liquid inlet 230, the second flow channel 120a, the first interface 210b, the radiator 420b, the second interface 220b, the second flow channel 120b, and the liquid outlet 240 form a cooling branch 101b. Both the liquid inlet 230 and the liquid outlet 240 are located on the outer side of the electrical control tank 200, facilitating the inspection of connectivity and not occupying internal space within the electrical control tank 200.

[0138] In this embodiment, cooling branches 101a and 101b are connected via second flow channels 120a and 120b, and are not two independent cooling branches 101. This allows cooling branches 101a and 101b to share the same inlet 230 and outlet 240, reducing the number of openings in the powertrain 10 housing and lowering processing difficulty and cost. In this embodiment, cooling branches 101a and 101b are connected in parallel. Compared to a series connection, this embodiment helps reduce the flow resistance of the cooling medium and avoids mutual interference between radiators 420a and 420b, improving the ability of the two second flow channels 120 to prevent the motor 300 from directly transferring heat to the motor controller 400.

[0139] In this embodiment, each motor slot 100 has a first interface 210 and a second interface 220 distributed on a portion of its slot wall, which improves the utilization rate of the portion of the slot wall. In one embodiment, the arrangement directions of the first interfaces 210a and 210b, and the arrangement directions of the second interfaces 220a and 220b, are parallel to the arrangement directions of the motor slots 100a and 100b, which optimizes the layout of the two heat sinks 420 and the two inverter bridge arm power modules 410. The two heat sinks 420 and the two inverter bridge arm power modules 410 are arranged along the axial direction O of the motor 300, ensuring that space is left between the two heat sinks 420 and between the two inverter bridge arm power modules 410, avoiding mutual interference between the two heat sinks 420, and improving the electromagnetic compatibility performance of the two inverter bridge arm power modules 410.

[0140] Please continue reading. Figure 12 In one embodiment, the second flow channel 120a extends sequentially from the inlet 230 to the first interface 210a and the first interface 210b, and the second flow channel 120b extends sequentially from the outlet 240 to the second interface 220b and the second interface 220a.

[0141] In this embodiment, cooling branch 101a and cooling branch 101b share a common inlet 230 and outlet 240. Please refer to... Figure 15 , Figure 15 A schematic diagram of a powertrain 10 provided for the prior art. (See diagram.) Figure 15 As shown, if the inlet 230 and outlet 240 are arranged on the same side of the whole formed by the two first interfaces 210 and the two second interfaces 220, the path lengths of the two parallel cooling branches will have a significant difference, resulting in a large difference in the cooling effect on the motor controller 400 from the two parallel cooling branches. In this embodiment, the inlet 230 and outlet 240 are adjacent to different radiators 420, which helps to control the difference in path lengths between cooling branches 101a and 101b while reducing the size of the motor controller 400, and avoids uneven heat dissipation caused by excessive temperature difference of the coolant flowing through radiators 420a and 420b.

[0142] In this embodiment, the liquid inlet 230, the first interface 210a, and the first interface 210b are arranged sequentially, and the liquid outlet 240, the second interface 220b, and the second interface 220a are arranged sequentially. Since the second flow channel 120 also serves to cool the motor controller 400 and the shared tank body of the motor slot 100 and the electrical control slot 200, the liquid inlet 230 and the liquid outlet 240 in this embodiment are centrally symmetrically distributed. This allows for further control over the path lengths of the cooling branches 101a and 101b, avoiding significant differences in the heat dissipation effect of the second flow channel 120 on the two inverter bridge arm power modules 410 and other devices, and improving the cooling uniformity of the motor controller 400 and the bottom of the electrical control slot 200.

[0143] Please continue reading. Figure 9 and Figure 13 In one embodiment, the walls of the two motor slots 100 include heat exchanger mounting holes 160 for mounting the heat exchanger 600 of the powertrain 10. A coolant outlet 240 is used to transfer coolant from the two radiators to the heat exchanger 600. The heat exchanger mounting holes 160 are spaced from the bottom of the electrical control slot 200 along the circumferential direction C of the two motors 300, and the opening direction of the coolant outlet 240 faces the heat exchanger mounting holes 160.

[0144] In this embodiment, the heat exchanger 600 of the powertrain 10 is fixed to the wall of the two motor slots 100 via heat exchanger mounting holes 160. The bottoms of the heat exchanger mounting holes 160 and the electrical control slot 200 are integrated into the walls of the two motor slots 100, which improves the integration of the powertrain 10. The heat exchanger mounting holes 160 and the bottoms of the electrical control slot 200 surround the outer periphery of the two motors 300 along the circumferential direction C, which helps reduce the overall size of the powertrain 10 and avoids mutual interference between the heat exchanger 600 and the motor controller 400.

[0145] In this embodiment, cooling water in the second flow channel 120 is introduced into the heat exchanger 600 to exchange heat with the cooling oil that is about to be introduced into the first flow channel 110. Therefore, the cooling effect of the first flow channel 110 is also affected by the efficiency of the cooling water supplied to the heat exchanger 600 by the second flow channel 120. The opening direction of the outlet 240 faces the heat exchanger fixing hole 160, which helps to reduce the difficulty of supplying coolant to the heat exchanger 600 through the outlet 240.

[0146] In one embodiment, the distance between the outlet 240 and the heat exchanger fixing hole 160 along the radial direction R of the motor 300 is less than the distance between the inlet 230 and the heat exchanger fixing hole 160.

[0147] In this embodiment, the bottom of the electrical control tank 200 is part of the tank wall of the two motor tanks 100. The tank wall of the electrical control tank 200 protrudes from the bottom of the electrical control tank 200 away from the two motor tanks 100 along the radial direction R of the motor 300. The inlet 230 and outlet 240 are located on the outer side of the tank wall of the electrical control tank 200. By controlling the distance between the outlet 240 and the heat exchanger fixing hole 160 to be relatively small, it is beneficial to shorten the transmission distance of the coolant medium between the outlet 240 and the heat exchanger 600, thereby improving the utilization rate of cooling water and the heat exchange efficiency.

[0148] Understandable, Figure 3 and Figure 4 The specific structures of the first flow channel 110 and the second flow channel 120, the different types of the first flow channel 110, and the positional relationships and cooperative schemes of multiple first flow channels 110 and second flow channels 120 can also be applied to... Figures 9 to 14 The application scenarios shown are for dual-motor powertrains.

[0149] The powertrain and electric vehicle provided in the embodiments of this application have been described in detail above. Specific examples have been used to illustrate the principles and embodiments of this application. The descriptions of the embodiments above are only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in specific embodiments and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A powertrain, characterized in that, The powertrain housing includes an electronic control slot and a motor slot. The electronic control slot accommodates the heat sink of the motor controller and the inverter arm power module in the powertrain. The motor slot accommodates the motor of the powertrain. The inverter arm power module outputs three-phase current to control the motor. The electronic control slot is stacked on top of the motor slot along the radial direction of the motor, wherein: The motor slot wall includes a first flow channel and a second flow channel. The first flow channel is used to cool the motor, and the second flow channel is used to connect the heat sink to cool the inverter bridge arm power module. A portion of the motor slot wall is used to form the bottom of the electronic control slot. At least a portion of the first flow channel and the second flow channel are distributed on the portion of the motor slot wall.

2. The powertrain according to claim 1, characterized in that, The first flow channel and the second flow channel are arranged radially between the motor and the radiator.

3. The powertrain according to claim 1, characterized in that, The groove wall of the motor groove includes a plurality of first flow channels, at least a portion of each first flow channel is distributed on the inner circumferential surface of the portion of the groove wall of the motor groove, and the angle between the arrangement direction of the plurality of first flow channels and the extension direction of the second flow channel is greater than or equal to 0 degrees and less than or equal to 90 degrees.

4. The powertrain according to claim 3, characterized in that, The inner circumferential surface of the groove wall of the motor slot includes a first groove, the first groove being opposite to the motor recess, and the gap between the first groove and the motor being used to form one of the first flow channels, wherein the angle between the extension direction of the one of the first flow channels and the extension direction of the second flow channel is greater than or equal to 0 degrees and less than or equal to 90 degrees.

5. The powertrain according to claim 4, characterized in that, The second flow channel is used to output cooling water to the heat exchanger of the powertrain. The inlet of one of the first flow channels is used to receive cooling oil output by the oil pump of the powertrain through the heat exchanger. The inlet of one of the first flow channels is distributed in the first groove, and the inlet of one of the first flow channels is spaced apart from the bottom of the electrical control groove along the circumference of the motor.

6. The powertrain according to claim 4, characterized in that, The inner circumferential surface of the motor slot wall is used to fix the outer circumferential surface of the motor stator. The outer circumferential surface of the stator includes a second groove. The second groove is recessed away from the inner circumferential surface of the portion of the motor slot wall. The gap between the second groove and the inner circumferential surface of the portion of the motor slot wall is used to form another first flow channel. The angle between the extension direction of the other first flow channel and the extension direction of the second flow channel is greater than or equal to 0 degrees and less than or equal to 90 degrees.

7. The powertrain according to any one of claims 1-6, characterized in that, The portion of the groove wall of the motor groove includes a protrusion that protrudes away from the inner circumferential surface of the portion of the groove wall of the motor groove, and the second flow channel is distributed inside the protrusion.

8. The powertrain according to claim 7, characterized in that, The portion of the groove wall of the motor slot also includes a boss, which is used to cool the capacitor module of the motor controller. The boss is arranged adjacent to the capacitor module, and the ribs of the boss are connected to the outer peripheral surface of the boss.

9. The powertrain according to claim 8, characterized in that, The boss overlaps with the projected portion of the first flow channel along the radial direction of the motor.

10. The powertrain according to any one of claims 1-6, 8 or 9, characterized in that, The electrical control slot is used to accommodate the two heat sinks of the motor controller and the two inverter arm power modules. The two heat sinks are used to dissipate heat from the two inverter arm power modules respectively. The powertrain housing includes two motor slots, which are used to accommodate the two motors of the powertrain respectively. The two inverter arm power modules are used to control the two motors respectively. The electrical control slot is stacked on top of the two motor slots, wherein: The portion of the wall of each motor slot is used to form the bottom of the electrical control slot, and the first flow channel and the second flow channel of the wall of each motor slot are arranged between one motor and one heat sink.

11. The powertrain according to claim 10, characterized in that, The second flow channel extends from the portion of the wall of one of the motor slots to the portion of the wall of the other motor slot.

12. The powertrain according to claim 10, characterized in that, The bottom of the electrical control slot includes two second flow channels, each of which is used to connect to at least one of the heat sinks. The arrangement direction of the two second flow channels is parallel to the extension direction of at least one of the first flow channels in each motor slot.

13. The powertrain according to claim 12, characterized in that, The bottom of the electrical control tank includes two first interfaces and two second interfaces. Each first interface is used to connect to the inlet of one of the radiators, and each second interface is used to connect to the outlet of one of the radiators. The outer side of the electrical control tank includes a liquid inlet and a liquid outlet. The two first interfaces are used to receive coolant from the liquid inlet through one of the second flow channels, and the two second interfaces are used to output coolant from the liquid outlet through one of the second flow channels. One of the first interfaces and one of the second interfaces are distributed on a portion of the tank wall of one of the motor tanks, and the other first interface and the other second interface are distributed on a portion of the tank wall of the other motor tank.

14. The powertrain according to claim 13, characterized in that, The second flow channel extends sequentially from the first inlet to one of the first interfaces and the other first interface, and the other second flow channel extends sequentially from the first outlet to the other second interface and the other second interface.

15. The powertrain according to claim 7, characterized in that, The electrical control slot is used to accommodate the two heat sinks of the motor controller and the two inverter arm power modules. The two heat sinks are used to dissipate heat from the two inverter arm power modules respectively. The powertrain housing includes two motor slots, which are used to accommodate the two motors of the powertrain respectively. The two inverter arm power modules are used to control the two motors respectively. The electrical control slot is stacked on top of the two motor slots, wherein: The portion of the wall of each motor slot is used to form the bottom of the electrical control slot, and the first flow channel and the second flow channel of the wall of each motor slot are arranged between one motor and one heat sink.

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

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